Low-wind-resistance type ship superstructure and ship comprising same

Abstract

The utility model discloses a low wind resistance type ship superstructure and a ship comprising the same, the low wind resistance type ship superstructure is provided with a windward end arranged towards a prow and side face ends located on the two sides of the ship in the width direction, the windward end comprises a straight line section and an arc section, and the arc section protrudes towards the outer portion of the low wind resistance type ship superstructure; the width of the linear section in the width direction of the ship is 1 / 4-2 / 5 of the width of the low-wind-resistance superstructure of the ship in the width direction of the ship; a plurality of cabins are arranged in the low-wind-resistance ship superstructure, and the side, away from the windward end in the length direction of the ship, of the cabin located on the windward end side is connected with the arc section. The ship comprises the low wind resistance type ship superstructure. The windward end is arranged to be a bent surface formed by combining a straight line section and an arc section so as to reduce wind resistance; meanwhile, the area of the arc section is enlarged, the arc section can be independently isolated into a cabin, the layout of other cabins is more neat, and rationalization of the layout is achieved.

Description

Technical Field

[0001] The utility model relates to the field of ship construction, in particular to a low-wind resistance ship superstructure and a ship comprising the same. Background Art

[0002] The resistance a ship encounters during navigation can be divided into wind resistance and water resistance depending on the fluid medium. The total resistance of the ship is called the total resistance of the ship. Studies have found that as wind speed increases, the proportion of wind resistance in the total resistance of the ship will also increase accordingly. Generally, when the wind speed increases from Beaufort 3 to Beaufort 10, the proportion of wind resistance in the total resistance of the ship will also increase from 3% to about 15%, and the proportion of the superstructure in the wind-exposed area on the water can reach about 70%. The resistance encountered by ships during navigation will lead to increased fuel consumption, thereby increasing operating costs and environmental emissions. It may also limit the speed and maneuverability of the ship, thereby affecting navigation efficiency. Long-term resistance may also cause the ship structure to bear greater loads, accelerating the aging and damage of the hull structure.

[0003] Therefore, it is particularly important to rationally optimize the layout and structural form of the superstructure and reduce the impact of wind resistance on the superstructure. At present, ship superstructures generally adopt a circular chamfered structure to reduce wind resistance. By reducing the impact of wind resistance on the superstructure, the goals of energy conservation, emission reduction and green operation of ships can be achieved to a certain extent, and the green ship technical indicators of the Ship Energy Efficiency Design Index (EEDI) and Ship Energy Efficiency Operation Index (EEOI) can be brought to international advanced levels. However, the circular chamfer of the superstructure will occupy a certain amount of space, which will reduce the actual area available for living areas. The circular chamfer increases the complexity of the building structure, making the layout and design of the living space more difficult. This is mainly manifested in that, on the one hand, the circular chamfer that is too small will result in a less significant effect on reducing wind resistance, and on the other hand, the circular chamfer that is too large will affect the rational layout of the cabin.

[0004] In order to solve this problem, the utility model provides a low wind resistance ship superstructure and a ship comprising the same. Utility Model Content

[0005] The technical problem to be solved by the utility model is to overcome the defect in the prior art that the arc structure of the superstructure effectively reduces the wind resistance but affects the reasonable layout of the cabin, and to provide a low wind resistance ship superstructure.

[0006] The utility model solves the above technical problems through the following technical solutions:

[0007] The utility model provides a low-drag type ship superstructure, the low-drag type ship superstructure comprising a windward end arranged toward the bow and side ends located on both sides in the ship width direction, the windward end comprising a straight line segment and an arc segment, the arc segment comprising a first arc segment and a second arc segment, the first arc segment and the second arc segment being respectively arranged on both sides of the straight line segment in the ship width direction, the first ends of the first arc segment and the second arc segment being connected to the straight line segment, the second ends of the first arc segment and the second arc segment being connected to the side ends on the corresponding sides, and both the first arc segment and the second arc segment protrude toward the outside of the low-drag type ship superstructure; the width of the straight line segment in the ship width direction is 1 / 4 to 2 / 5 of the width of the low-drag type ship superstructure in the ship width direction; a plurality of cabins are provided inside the low-drag type ship superstructure, the cabin located on the windward end side being connected to the second end of the first arc segment and / or the second end of the second arc segment on a side away from the windward end in the ship length direction.

[0008] In this solution, by designating the windward end of the ship's superstructure as a curved surface combining straight and arc segments, the curved surface more effectively guides the wind as it passes through the superstructure, reducing airflow separation and vortex formation, thereby reducing pressure differential drag. The straight segments can also meet the ship's observation needs during navigation. Furthermore, by limiting the width of the straight segments to 1 / 4 to 2 / 5, more space is reserved for the arc segments, further reducing wind resistance. Furthermore, due to the increased area for the arc segments, the windward end of the superstructure can be isolated to form independent cabins. Cabins on the windward side of the superstructure fully occupy the arc segments, preventing the arc segments from affecting the layout of other cabins on the leeward side of the windward end. This allows for a more streamlined and rationalized layout of the remaining cabins.

[0009] Preferably, the first arc segment and the second arc segment are symmetrically arranged relative to the length direction of the ship.

[0010] In this solution, by arranging the first arc segment and the second arc segment symmetrically with respect to the straight line segment, it is possible to ensure that the wind resistance reduction capabilities of the superstructure on both sides in the width direction of the ship are roughly the same, thereby improving the balance and stability of the ship and improving the energy efficiency and performance of the ship.

[0011] Preferably, the widths of the straight line segment, the first arc segment and the second arc segment in the ship width direction are all one third of the width of the low-drag ship superstructure in the ship width direction.

[0012] In this solution, by combining straight segments with curved areas, with the straight segments, first arc segments, and second arc segments each accounting for one-third of the curved surface, wind resistance can be effectively reduced while maintaining the structural strength of the ship's superstructure, improving the ship's energy efficiency and performance. This ensures space for the first and second arc segments, enhancing wind resistance reduction, while also ensuring space for the straight segments, increasing the cabin's usable area and ensuring neatness.

[0013] Preferably, the straight line segment, the first arc segment and the second arc segment are all provided with windows.

[0014] In this solution, by installing windows in straight sections and curved areas, convenient observation of the front of the ship is achieved, while also meeting the lighting needs of the living cabins.

[0015] Preferably, there are multiple windows on the straight line segment.

[0016] In this solution, the lighting in the cabin can be further improved by setting up multiple windows.

[0017] Preferably, a plurality of windward side cabins independent of each other along the width direction of the ship are provided on the windward end side of the low-drag ship superstructure, and at least one of the straight line segment, the first circular arc segment and the second circular arc segment forms the windward side outer wall of the windward side cabin, and the windows are provided on the windward side outer wall of any windward side cabin.

[0018] In this solution, by arranging windows on the windward side outer wall of any windward side cabin, the utilization rate of light can be increased to meet the lighting needs of each cabin.

[0019] Preferably, the windward side outer wall of at least one of the windward side cabins includes a partial straight line segment and a partial circular arc segment, and both the partial straight line segment and the partial circular arc segment are provided with the windows.

[0020] In this solution, the lighting in the cabin can be further improved by providing windows in both some straight segments and some arc segments.

[0021] Preferably, the low-drag ship superstructure includes a living area and an engine room functional area, and the engine room functional area is arranged on a side of the living area away from the windward end in the length direction of the ship.

[0022] In this solution, by setting the engine room functional area on the side away from the windward end, the space can be used more effectively, leaving more space for other functional areas such as living areas, thereby improving the overall utilization efficiency of the ship.

[0023] Preferably, the living area and the engine room functional area are spaced apart in the length direction of the ship, or the living area and the engine room functional area are continuously arranged in the length direction of the ship.

[0024] In this solution, by providing a partition between the living area and the engine room, the impact of noise and other factors on the living area can be reduced and safety can be enhanced. Furthermore, by providing a continuous layout, the internal space of the ship can be used more efficiently, reducing unnecessary partitions and corridors, thereby providing more space for the living area or the engine room functional area.

[0025] A ship comprises the low wind resistance ship superstructure as described above.

[0026] In this solution, by designating the windward end of the ship's superstructure as a curved surface combining straight and arc segments, the curved surface more effectively guides the wind as it passes through the superstructure, reducing airflow separation and vortex formation, thereby reducing pressure differential drag. The straight segments can meet the ship's observation needs during navigation. Furthermore, by limiting the width of the straight segments to 1 / 4 to 2 / 5, more space is reserved for the arc segments, further reducing wind resistance. Furthermore, due to the increased area available for the arc segments, the first and second arc segments can each be isolated as separate compartments. This allows the compartment on the windward side to fully occupy the arc segment, preventing the layout of subsequent compartments from being affected by the arc segments and achieving a more rational layout.

[0027] The positive progress effect of this utility model is:

[0028] The low-drag ship superstructure of the present invention is designed to have a curved surface combining straight and arc segments at the windward end of the ship superstructure. When wind flows through the ship superstructure, the curved surface can more effectively guide the wind flow, reduce airflow separation and vortex formation, and thus reduce pressure differential resistance. The straight segment can meet the observation needs of the ship during navigation. At the same time, by limiting the width of the straight segment to 1 / 4 to 2 / 5, a larger installation space can be reserved for the arc segment, thereby increasing the effect of reducing wind resistance. In addition, since the installation area of the arc segment is increased, the first and second arc segments of the arc segment can be isolated into separate cabins, so that the cabin on the windward side completely occupies the arc segment, preventing the layout of subsequent cabins from being affected by the arc segment, thereby achieving a rational layout. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is a schematic diagram of the windward end structure of an embodiment of the utility model

[0030] Figure 2 The main view of the embodiment of the utility model in which the living area and the cabin functional area are continuously arranged

[0031] Figure 3 Schematic diagram of the structure of the continuous arrangement of the living area and the cabin functional area of the embodiment of the utility model

[0032] Figure 4 The main view of the living area and the cabin functional area separated by a distance in the embodiment of the utility model

[0033] Figure 5 Schematic diagram of the structure of the living area and the cabin functional area separated by a distance according to the embodiment of the utility model

[0034] Description of reference numerals:

[0035] Low wind resistance ship superstructure 100

[0036] Windward end 1

[0037] Side end 2

[0038] Line segment 3

[0039] Arc segment 4

[0040] First arc segment 5

[0041] Second arc segment 6

[0042] Cabin 7

[0043] Windows 8

[0044] Windward side cabin 9

[0045] Partial straight line segment 10

[0046] Partial arc segment 11

[0047] Residential Area 12

[0048] Cabin functional area 13 DETAILED DESCRIPTION

[0049] A preferred embodiment is given below, and the present invention is described more clearly and completely in conjunction with the accompanying drawings.

[0050] This embodiment provides a low wind resistance ship superstructure 100, such as Figure 1As shown, the low-drag ship superstructure 100 has a windward end 1 arranged toward the bow and side ends 2 located on both sides of the ship width direction. The windward end 1 includes a straight segment 3 and an arc segment 4. The arc segment 4 includes a first arc segment 5 and a second arc segment 6. The first arc segment 5 and the second arc segment 6 are respectively arranged on both sides of the straight segment 3 in the ship width direction. The first ends of the first arc segment 5 and the second arc segment 6 are connected to the straight segment 3, and the second ends of the first arc segment 5 and the second arc segment 6 are connected to the side ends 2 on the corresponding sides. The first arc segment 5 and the second arc segment 6 both face the low-drag ship superstructure 100. protrudes outward; the width of the straight segment 3 in the ship width direction is 1 / 4 to 2 / 5 of the width of the low-drag ship superstructure 100 in the ship width direction; a plurality of cabins 7 are provided inside the low-drag ship superstructure 100, each cabin 7 having different functions, including a cockpit, an engine room, a cargo hold and a crew cabin 7, etc. The cabin 7 on the windward end 1 side is connected to the second end of the first arc segment 5 and / or the second end of the second arc segment 6 on the side away from the windward end 1 in the length direction of the ship, so as to ensure that the first arc segment 5 and the second arc segment 6 are completely occupied by the cabin 7 on the windward end 1 side.

[0051] Thus, by configuring the windward end 1 of the ship's superstructure as a curved surface combining a straight segment 3 and an arc segment 4, the curved surface can more effectively guide the wind as it flows through the ship's superstructure, reducing airflow separation and the formation of vortices, thereby reducing pressure differential resistance. The straight segment 3 can meet the ship's observation needs during navigation. At the same time, by limiting the width of the straight segment 3 to 1 / 4 to 2 / 5, a larger installation space can be reserved for the arc segment 4, thereby increasing the effect of reducing wind resistance. Furthermore, since the installation area of the arc segment 4 is increased, the first arc segment 5 and the second arc segment 6 of the arc segment 4 can each be isolated into a separate cabin 7, allowing the cabin 7 on the windward side to fully occupy the arc segment 4, preventing the layout of subsequent cabins 7 from being affected by the arc segment 4 and achieving a rational layout.

[0052] Specifically, the first arc segment 5 and the second arc segment 6 are symmetrically arranged relative to the length direction of the ship.

[0053] Therefore, by arranging the first arc segment and the second arc segment symmetrically with the straight line segment, the effect of reducing wind resistance can be further improved, thereby improving the energy efficiency and performance of the ship.

[0054] Specifically, the widths of the straight segment 3 , the first arc segment 5 , and the second arc segment 6 in the ship width direction are all one third of the width of the low-drag ship superstructure 100 in the ship width direction.

[0055] Therefore, by combining the straight segment with the curved area, and the straight segment, the first arc segment and the second arc segment each occupying one-third of the curved surface, it is possible to effectively reduce wind resistance and improve the energy efficiency and performance of the ship while ensuring the structural strength of the ship's superstructure.

[0056] Specifically, the straight segment 3 , the first arc segment 5 and the second arc segment 6 are all provided with windows 8 .

[0057] Therefore, by installing windows 8 in the straight section and the curved area, it is possible to conveniently observe the front of the ship, while also meeting the lighting requirements of the living cabin 7.

[0058] Specifically, there are multiple windows 8 on the straight line segment 3 .

[0059] Therefore, the lighting of the cabin 7 can be further improved by providing multiple windows 8.

[0060] Specifically, the windward end 1 of the low-drag ship superstructure 100 is provided with multiple independent windward cabins 9 along the width of the ship. At least one of the straight segment 3, the first arc segment 5, and the second arc segment 6 forms the windward exterior wall of the windward cabin 9. Windows 8 are provided on the windward exterior wall of each windward cabin 9. The windward cabins 9 can be configured as conference rooms, gyms, kitchens, and other functional rooms, and the upper floors can be used as crew quarters.

[0061] Therefore, by arranging windows 8 on the windward side outer wall of any windward side cabin 9, the utilization rate of light can be increased to meet the lighting needs of multiple cabins 7.

[0062] Specifically, the windward outer wall of at least one windward compartment 9 includes a partial straight segment 10 and a partial arc segment 11, both of which are provided with windows 8. Preferably, a plurality of windows 8 are provided in the partial straight segment 10 and the partial arc segment 11.

[0063] Therefore, by providing windows 8 in both the partial straight line segment 10 and the partial arc segment 11 , the lighting of the cabin 7 can be further improved.

[0064] Specifically, the windward cabin 9 includes a first cabin and a second cabin, the outer walls of which form a first arc segment 5. The outer wall of the first cabin is completely located within the first arc segment 5, and the outer wall of the second cabin is partially located within the first arc segment 5 and partially located within the straight segment 3. The cabin also includes a third cabin, a fourth cabin, and a fifth cabin, the outer walls of which form a second arc segment 6. The outer wall of the third cabin is partially located within the second arc segment 6 and partially located within the straight segment 3, and the fourth and fifth cabins are completely located within the second arc segment 6.

[0065] Therefore, by forming the straight segment 3, the first arc segment 5 and the second arc segment 6 by a plurality of windward side cabins 9 respectively, the structural stress can be distributed more evenly and the stress concentration at the cabin connection can be reduced, thereby improving the integrity and durability of the ship structure.

[0066] Specifically, the low-drag ship superstructure 100 includes a living area 12 and an engine room functional area 13. The living area 12 is approximately 12 to 16 meters wide along the ship's width and approximately 20 to 28 meters long along the ship's length. The engine room functional area 13 is located on the side of the living area 12 that is farther from the windward end 1 along the ship's length. A suspended skylight can be provided between the engine room functional area 13 and the living area 12 to enhance daylighting.

[0067] Therefore, by arranging the cabin functional area 13 on the side away from the windward end 1, the space can be used more effectively, leaving more space for other functional areas such as the living area 12, thereby improving the overall utilization efficiency of the ship.

[0068] Specifically, the low-drag ship superstructure is applicable to two types of ships, one of which is Figure 2 and Figure 3 As shown, the living area 12 and the engine room functional area 13 are arranged continuously in the length direction of the ship. Continuous arrangement means that the living area 12 and the engine room functional area 13 are adjacent to each other and arranged without any gap. Figure 4 and Figure 5 As shown, the living area 12 and the engine room functional area 13 are spaced apart in the length direction of the ship. Preferably, the living area 12 and the engine room functional area 13 are continuously arranged to maximize the use of the space on board.

[0069] Thus, by setting it up continuously, the internal space of the ship can be used more effectively, unnecessary partitions and corridors can be reduced, and more space can be provided for the living area 12 or the cabin functional area 13. By setting up a partition between the living area 12 and the cabin, the impact of noise and other factors on the living area 12 can be reduced and safety can be enhanced.

[0070] This embodiment also provides a ship, which includes the low-wind resistance ship superstructure 100 as described above.

[0071] Thus, by configuring the windward end 1 of the ship's superstructure as a curved surface combining a straight segment 3 and an arc segment 4, the curved surface can more effectively guide the wind as it flows through the ship's superstructure, reducing airflow separation and the formation of vortices, thereby reducing pressure differential resistance. The straight segment 3 can meet the ship's observation needs during navigation. At the same time, by limiting the width of the straight segment 3 to 1 / 4 to 2 / 5, a larger installation space can be reserved for the arc segment 4, thereby increasing the effect of reducing wind resistance. Furthermore, since the installation area of the arc segment 4 is increased, the first arc segment 5 and the second arc segment 6 of the arc segment 4 can each be isolated into a separate cabin 7, allowing the cabin 7 on the windward side to fully occupy the arc segment 4, preventing the layout of subsequent cabins 7 from being affected by the arc segment 4 and achieving a rational layout.

[0072] Although specific embodiments of the present invention have been described above, those skilled in the art will appreciate that these are merely illustrative and that the scope of protection of the present invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, and such changes and modifications are intended to fall within the scope of protection of the present invention.

Claims

1. A low wind resistance ship superstructure, characterized in that: The low-drag ship superstructure has a windward end arranged toward the bow and side ends located on both sides in the ship width direction, the windward end includes a straight line segment and an arc segment, the arc segment includes a first arc segment and a second arc segment, the first arc segment and the second arc segment are respectively arranged on both sides of the straight line segment in the ship width direction, the first ends of the first arc segment and the second arc segment are connected to the straight line segment, the second ends of the first arc segment and the second arc segment are connected to the side ends on the corresponding sides, and the first arc segment and the second arc segment both protrude toward the outside of the low-drag ship superstructure; The width of the straight section in the ship width direction is 1 / 4 to 2 / 5 of the width of the low-drag ship superstructure in the ship width direction; A plurality of cabins are provided inside the superstructure of the low-drag ship, and the cabin located on the windward end side is connected to the second end of the first arc segment and / or the second end of the second arc segment on the side away from the windward end in the length direction of the ship.

2. The low-drag ship superstructure according to claim 1, characterized in that: The first arc segment and the second arc segment are symmetrically arranged relative to the length direction of the ship.

3. The low-drag ship superstructure according to claim 2, characterized in that: The widths of the straight line segment, the first arc segment, and the second arc segment in the ship width direction are all one-third of the width of the low-drag ship superstructure in the ship width direction.

4. The low-drag ship superstructure according to claim 1, characterized in that: The straight line segment, the first arc segment and the second arc segment are all provided with windows.

5. The low-drag ship superstructure according to claim 4, characterized in that: There are multiple windows on the straight line segment.

6. The low-drag ship superstructure according to claim 4, characterized in that: A plurality of windward side cabins independent of each other along the width direction of the ship are provided on the windward end side of the low-drag ship superstructure, and at least one of the straight line segment, the first circular arc segment and the second circular arc segment forms the windward side outer wall of the windward side cabin, and the windows are provided on the windward side outer wall of any of the windward side cabins.

7. The low-wind resistance ship superstructure according to claim 6, characterized in that: The windward side outer wall of at least one of the windward side cabins includes a partial straight line segment and a partial arc segment, and both the partial straight line segment and the partial arc segment are provided with the windows.

8. The low-drag ship superstructure according to claim 1, characterized in that: The low-wind-drag ship superstructure comprises a living area and an engine room functional area, wherein the engine room functional area is arranged on a side of the living area away from the windward end in the length direction of the ship.

9. The low-wind resistance ship superstructure according to claim 8, characterized in that: The living area and the engine room functional area are arranged at intervals in the length direction of the ship, or the living area and the engine room functional area are arranged continuously in the length direction of the ship.

10. A ship, characterized in that: The ship comprises the low-wind resistance ship superstructure according to any one of claims 1 to 9.

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