Container transport ship

Abstract

The utility model discloses a container transport ship, and belongs to the technical field of ships, and the container transport ship comprises a ship body used for loading containers; the tail vane is mounted at the bottom of the stern end of the hull; the propeller is installed at the bottom of the stern end of the ship body, the propeller is set to be of a fixed pitch, and the propeller is used for providing advancing thrust; wherein the tail vane is closer to the end part of the ship body relative to the propeller, a bulge is arranged at the end part of the tail vane opposite to a middle shaft of the propeller, the surface of the bulge is an arc-shaped surface, and a gap is formed between the bulge and the end part of the middle shaft of the propeller. According to the invention, the fuel consumption is reduced, better power performance can be realized, meanwhile, the pollutant emission in the sailing process is also effectively reduced, and the low-carbon requirement is met.

Description

Technical Field

[0001] The present application belongs to the field of ship technology, and in particular relates to a container transport ship. Background Art

[0002] A container ship is a specialized vessel used to transport containers by sea. It's also known as a container ship. Broadly speaking, it refers to a vessel capable of carrying international standard containers. More narrowly, it refers to a fully containerized vessel with all cabins and decks dedicated to carrying containers. Its cargo capacity is typically expressed in terms of 20-foot equivalent units (TEUs). Container ships are one of the world's three main types of transport vessels. Their high loading and unloading efficiency, labor-saving features, and minimal cargo loss have made them highly sought after by shipping and logistics companies both domestically and internationally, leading to the rapid development of container shipping.

[0003] Existing container ships consume a lot of energy, and the vast majority of them currently use fossil fuels as their primary fuel. The pollution they emit is increasingly harmful to the human environment. In recent years, with the deepening development of green shipping concepts and the rapid development of global green shipping corridors, low-carbon and even zero-carbon emission ships have become a trend, and green and low-carbon ships have become a must-have in ship design and construction. Utility Model Content

[0004] The present application aims to at least to some extent solve the technical problem of high energy consumption of container ships. To this end, the present application provides a container transport ship that reduces fuel consumption and can achieve better power performance, while also effectively reducing pollution emissions during navigation, meeting low-carbon requirements.

[0005] An embodiment of the present application provides a container transport ship, comprising:

[0006] the hull, used to load containers;

[0007] The stern rudder is installed at the bottom of the stern end of the hull;

[0008] The propeller is installed at the bottom of the stern of the hull. The propeller is set to a fixed pitch and is used to provide propulsion;

[0009] The tail rudder is closer to the end of the hull than the propeller, and a protrusion is provided on the guide edge of the tail rudder opposite to the central axis of the propeller. The surface of the protrusion is an arc surface, and there is a gap between the protrusion and the end of the central axis of the propeller.

[0010] In some embodiments, the gap between the protrusion and the end of the central shaft of the propeller is [5 cm, 10 cm].

[0011] In some embodiments, an engine room, a fuel tank and an alcohol fuel tank are provided in the hull, the engine room is equipped with a main engine, the fuel tank is used to contain fuel, and the alcohol fuel tank is used to contain flammable alcohol compounds, and the fuel tank and the alcohol fuel tank are respectively connected to the feed port of the main engine.

[0012] In some embodiments, the bow end of the hull is a straight bow.

[0013] In some embodiments, the hull is provided with a cargo hold and a deck, the cargo hold is located below the deck, and the cargo hold and the top of the deck are used to place containers.

[0014] In some embodiments, the cargo hold and deck have a length of [150m, 170m] and a width of [20m, 30m], enabling the cargo hold and deck to accommodate 1,300 to 1,400 20-foot international standard containers.

[0015] In some embodiments, the hull is further provided with an empty tank and an isolated empty tank. The isolated empty tank is provided outside the alcohol fuel tank, and the empty tanks are provided on both sides of the alcohol fuel tank.

[0016] In some embodiments, the hull further includes a hatch cover installed on the deck, and the hatch cover is used to open or close the alcohol fuel tank and the cargo tank.

[0017] In some embodiments, the vessel further includes thrusters installed on both sides of the bow end of the vessel, and the thrusters are used to provide thrust to the sides of the vessel.

[0018] In some embodiments, the vessel further comprises a mooring device installed at the stern end of the hull.

[0019] It can be seen from the above technical solution that the beneficial effects of this application are:

[0020] The present invention maintains a constant spacing between the rudder and the propeller through a fixed-pitch propeller. A protrusion is provided on the leading edge of the rudder behind the propeller. This protrusion is configured as a curved surface and extends rearward of the rudder. The extended portion is a cone, with the end of the propeller's center axis facing the protrusion. This changes the flow state of the fluid between the rudder and the propeller. Experiments have shown that under the thrust generated by the propeller, a low-pressure area exists behind the propeller. When the protrusion is installed in a suitable position, this low-pressure area can be filled, reducing the pressure difference before and after the propeller, thereby improving the efficiency of the propeller. Under the thrust generated by the propeller, the fluid flowing through the protrusion after the propeller is guided to a certain extent, forming a smoother fluid channel. By optimizing the flow state of the fluid between the rudder and the propeller, the curved protrusion helps improve the propeller's propulsion efficiency. This improved propulsion efficiency means that the ship can obtain greater thrust at the same power, or consume less power to obtain the same thrust. Through simulation and optimization, this design can achieve good energy-saving effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for use in the description of the embodiments one by one. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other embodiments and drawings can be obtained based on these drawings without any creative work.

[0022] Figure 1 A schematic diagram of an embodiment of a container transport ship of the present invention is shown;

[0023] Figure 2 Shows the utility model Figure 1 A partial enlarged schematic diagram;

[0024] Figure 3 A schematic diagram of a longitudinal section of a cargo hold of the present invention is shown;

[0025] Figure 4 A schematic diagram of a longitudinal section of a container transport ship according to the present invention is shown;

[0026] Figure 5 A schematic diagram of a cross-section of a container transport ship according to the present invention is shown;

[0027] Figure 6 A schematic top view of an embodiment of a container transport ship of the present invention is shown;

[0028] Figure numerals: 100, container carrier; 110, hull; 110a, straight bow; 110b, stern; 111, engine room; 112, fuel oil tank; 113, alcohol fuel tank; 114, cargo hold; 115, deck; 116, cofferdam; 117, void space; 118, hatch cover; 119, ballast water tank; 120, stern rudder; 121, protrusion; 130, propeller; 140, thruster; 150, mooring equipment; 160, superstructure; 200, container. DETAILED DESCRIPTION

[0029] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0030] It should be noted that all directional indications in the embodiments of the present invention are only used to explain the relative position relationship, movement status, etc. between the various components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0031] In this utility model, unless otherwise specified or limited, the terms "connection" and "fixation" should be understood in a broad sense. For example, "fixation" can mean fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. For those skilled in the art, the specific meanings of the above terms in this utility model can be understood according to specific circumstances.

[0032] In addition, in this utility model, the descriptions of "first" and "second" are for descriptive purposes only and should not be understood as indicating or implying their relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features specified as "first" and "second" may explicitly or implicitly include at least one of such features. In addition, the technical solutions between the various embodiments can be combined with each other, but this must be based on the fact that they can be implemented by ordinary technicians in this field. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by this utility model.

[0033] The present application is described below with reference to specific embodiments and with reference to the accompanying drawings:

[0034] Please refer to Figure 1 and Figure 2In a first embodiment of the present application, there is provided a container transport ship 100, comprising a hull 110, a stern rudder 120 and a propeller 130, wherein the hull 110 is a streamlined hull 110. Taking a certain hull 110 as an example, the hull 110 has a total length of 162 meters, a beam of 24 meters, a depth of 12 meters, a draft of 7 meters, and a structural draft of 8 meters. The hull 110 has a special molding line that can reduce travel resistance. The hull 110 is used to load containers 200 and has a space for accommodating the containers 200. The stern rudder 120 is installed at the bottom of the stern end 110b of the hull 110. The stern rudder 120 extends vertically downward from the bottom of the stern end 110b of the hull 110. The stern rudder 120 is specially designed. The stern rudder 120 is provided with a protrusion 121 at the end or side edge facing the propeller 130. Specifically, the stern rudder 120 is closer to the hull 110 than the propeller 130. At the end of the aircraft 10, that is, along the stern and bow direction, the tail rudder 120 is provided first and then the propeller 130. A protrusion 121 is provided on the leading edge of the tail rudder 120 opposite to the central axis of the propeller 130. The surface of the protrusion 121 is an arc-shaped surface. For example, the protrusion 121 is hemispherical, and there is an arc-shaped transition from the protrusion 121 to the two sides of the tail rudder 120. There is a gap between the protrusion 121 and the end of the central axis of the propeller 130. Due to the provision of the gap, direct contact between the protrusion 121 and the propeller 130 is avoided, thereby reducing possible friction and energy loss. The propeller 130 is installed at the bottom of the stern end 110b of the hull 110. The propeller 130 is set to a fixed pitch. The propeller 130 can adopt an existing design structure. The propeller 130 is used to provide driving thrust and ensure the gap between the middle axis end of the propeller 130 and the protrusion 121; therefore, the above-mentioned setting is adopted to improve the propulsion efficiency of the propeller 130, thereby effectively reducing energy consumption.

[0035] The energy consumption of existing container ships is relatively high. The reason is that carrying large containers requires more fuel and a huge load, which requires a lot of energy to propel itself. In addition, the loss during operation caused by the design structure of the ship itself limits the power. However, the present application uses a fixed-pitch propeller 130 to keep the distance between the rudder 120 and the propeller 130 unchanged, and the protrusion 121 is installed on the guide edge of the rudder 120 behind the propeller 130. The protrusion 121 is set with an arc-shaped surface and extends to the rear of the rudder 120. The extended part is a cone, and the end of the central axis of the propeller 130 is opposite to the protrusion 121. This changes the flow state of the fluid between the rudder 120 and the propeller 130. Under the thrust generated by the propeller 130, experiments show that there is a low-pressure area behind the propeller 130. When the protrusion 121 is installed at a reasonable position, this low-pressure area can be filled, so that the propeller 130 can be kept in a stable state. The pressure difference before and after the propeller 130 is reduced, thereby improving the efficiency of the propeller 130. Under the thrust generated by the propeller 130, the fluid will be guided to a certain extent when flowing through the protrusion 121 after the propeller 130, forming a smoother fluid channel; in this way, by optimizing the flow state of the fluid between the rudder 120 and the propeller 130, the curved protrusion 121 helps to improve the propulsion efficiency of the propeller 130. The improvement in propulsion efficiency means that under the same power, the ship can obtain greater thrust, or consume less power when obtaining the same thrust. After simulation calculation optimization, this design can achieve better energy-saving effects.

[0036] In some embodiments, the gap between protrusion 121 and the center axis end of propeller 130 is [5 cm, 10 cm], such as 5 cm, 8 cm, or 10 cm. Within this gap, fluid (water) can flow more smoothly through the area between protrusion 121 and propeller 130. The protrusion 121 is similar in configuration to a rudder bulb, with a unique placement. This helps reduce the formation of turbulence and eddies, thereby reducing energy consumption. The gap allows the fluid to maintain a certain velocity and pressure gradient as it passes through this area, which helps improve the propulsion efficiency of propeller 130. This is achieved by optimizing fluid dynamics, reducing energy loss, improving propeller 130 performance, and adapting to different navigation conditions. In some embodiments, the bow end of hull 110 is a straight bow 110a. The use of a straight bow structure can achieve better power performance. The straight bow 110a, also known as an upright bow, allows the hull 110 to better cut through the water during navigation, reducing resistance to the water flow. Compared to bows of other shapes, the straight bow 110a creates a smoother water path during navigation, thereby reducing friction and impact on the hull 110, reducing energy consumption, and improving power performance. The straight bow 110a can better adapt to changes in the water flow, reducing the adverse effects of the water flow on the hull 110, thereby improving the hydrodynamic performance of the hull 110. Through the optimized design calculation of the straight bow end, the ship's wave-making resistance can be effectively reduced, achieving excellent drag reduction performance and achieving an energy saving effect of approximately 5%.

[0037] Please refer to Figure 3 、 Figure 4 and Figure 5In some embodiments, an engine room 111, a fuel tank 112, and an alcohol fuel tank 113 are provided in the hull 110. The engine room 111 has a platform on which a main engine is installed. The main engine is a dual-fuel propulsion main engine with a low speed and a clamp-type shaft-belt generator. The main engine has higher efficiency than a diesel auxiliary engine generator. The engine room 111 also has a propeller shaft and related electromechanical system equipment. The fuel tank 112 is used to store fuel, and the alcohol fuel tank 113 is used to store flammable alcohol compounds. The fuel tank 112 and the alcohol fuel tank 113 are respectively connected to the main engine's feed port. Methanol is loaded into the alcohol fuel tank 113, while conventional fuel is loaded into the fuel tank 112. In this way, methanol and conventional fuel can be used to power the main engine through the fuel tank 112 and the alcohol fuel tank 113. The deck 115 at the stern end 110b is arranged with a methanol fuel system such as a methanol preparation room, a methanol daily room, and a methanol filling station. The methanol-related systems and layout meet the requirements for hazardous area classification. In some embodiments, the propeller 130, stern rudder 120, and main engine output are positioned on the axis of the hull 110, resulting in a single-engine, single-propeller, and single-rudder design. Consequently, this application not only improves the fuel economy of the vessel but also helps reduce emissions. Calculated EEDI (Energy Efficiency Index) of this transport vessel meets Phase 3 requirements, making it suitable for loading dry cargo containers 200, refrigerated containers, and chemical tanks, reducing fuel consumption by approximately 12%.

[0038] Please refer to Figure 5 In some embodiments, the hull 110 is provided with a cargo hold 114 and a deck 115. The deck 115 is a continuous deck 115 extending from the bow end to the stern end 110b of the hull 110. The superstructure 160 of the hull 110 is disposed on the deck 115 at the stern of the hull 110. The cargo hold 114 is located below the deck 115. The cargo hold 114 is a square space that facilitates loading containers 200, thereby improving space utilization in the cargo hold 114. The cargo hold 114 and the top of the deck 115 are used to store containers 200. In an alternative embodiment, the deck 115 further includes a deck 115 disposed on the superstructure 160. From top to bottom, the deck 115 includes a compass deck 115, a bridge deck 115, an F deck 115, an E deck 115, a D deck 115, a C deck 115, a B deck 115, an A deck 115, a forecastle deck 115, and an upper deck 115.

[0039] Please refer to Figure 6In some embodiments, the hull 110 is further provided with a void space 117 and an isolation void space 116. The isolation void space 116 is located outside the alcohol fuel tank 113, and the void space 117 is located on both sides of the alcohol fuel tank 113. The void space 117 is used to provide buoyancy and reduce the weight of the hull 110, while the isolation void space 116 is used to isolate the alcohol fuel tank 113 from the walls of the hull 110. In an alternative embodiment, the alcohol fuel tank 113 is located aft of the cargo hold 114. The cargo hold 114 occupies a large area of ​​the hull 110. There are multiple cargo holds 114 arranged in intervals, with fuel tanks located between adjacent cargo holds 114. This fully utilizes the internal space of the hull 110 below the deck 115. For example, five cargo holds 114 and four fuel tanks may be provided, with the fuel tanks located between adjacent cargo holds 114. The superstructure 160 also houses cabins such as a cockpit, living quarters, and work cabins to facilitate normal operation of the transport ship. In some embodiments, the hull 110 further includes a hatch cover 118, which can be designed to be square, circular or other shapes as needed. The hatch cover 118 is installed on the deck 115, and the hatch cover 118 and the deck 115 can be hinged with hinges. Openings are provided at the tops of the alcohol fuel tank 113 and the cargo hold 114, and the hatch covers 118 are installed at the openings. The hatch covers 118 are used to open or close the alcohol fuel tank 113 and the cargo hold 114.

[0040] Please refer to Figure 1 In some embodiments, a bow tank is provided at the bow end of the hull 110 to provide ballast. A paint room, a boatswain's storage room, and an emergency fire pump can also be located in the bow tank. Ballast water tanks 119 are also provided on the sides and bottom of the hull 110. The ballast water tanks 119 are located at the bottom and both sides of the hull 110, specifically at the bottom and both sides of the cargo hold 114. The ballast water tanks 119 are used to adjust the center of gravity, buoyancy, and stability of the vessel. The hull 110 structure corresponding to the cargo hold 114 area can be configured as a double-hull structure, with the ballast water tanks 119 located within the double-hull structure. The double-hull structure is arranged from the front end of the stern tube cooling water tank to the rear end of the bow thruster tank. The ballast water tanks 119 located on both sides of the hull 110 also serve as anti-roll tanks.

[0041] In some embodiments, the length of the cargo hold 114 and the deck 115 is [150m, 170m], such as 150m, 160m or 170m, and the width is [20m, 30m], such as 20m, 25m or 30m, so that the cargo hold 114 and the deck 115 can accommodate 1,300 to 1,400 20-foot international standard containers 200. For example, the hull 110 can carry a maximum of 1,319 20-foot ISO standard containers when fully loaded. Currently, transport ships of the above size do not use methanol as fuel, nor do they have a special design of the stern rudder 120. However, with the above dimensions, the cargo hold 114 and the deck 115 can accommodate containers 200 of this size and meet the transportation requirements.

[0042] Please refer to Figure 1 In some embodiments, the transport vessel further includes thrusters 140, which are mounted on both sides of the bow of the hull 110. The thrusters 140 are used to provide thrust to the sides of the hull 110. The thrusters 140 are underwater fans. The thrusters 140 are fixed on both sides of the bow of the hull 110 and can be fixed using screws. To better provide lateral thrust and improve maneuverability, the thrusters 140 are mounted on the outside of the separation between the bow of the hull 110 and the cargo hold 114. In some embodiments, the transport vessel further includes mooring equipment 150, which is an existing device capable of anchoring. The mooring equipment 150 is mounted on the stern 110b of the hull 110 and fixed to the deck 115, such as a conventional mooring equipment 150.

[0043] The transport ship of the present application has a main engine power MCR of 8147KW (too small does not meet the design index requirement of 18 knots, too large does not meet the energy efficiency index limit of the ship specification, the smaller the energy efficiency index, the better, so it is determined to be 8147KW), and a speed of 18 knots (this indicator is generally proposed according to operational needs, and the feeder container 200 ship is mainly 14-19 knots. If the speed is too small, the voyage takes too long and the transportation cannot be completed within the expected time. If the speed is too large, the main engine power required by the ship increases, the fuel consumption increases, and it is not economical). The transport ship meets the specifications and market requirements in terms of ship energy consumption level, speed, stability, maneuverability, structural strength, etc., and is an environmentally friendly, energy-saving, efficient and economical green feeder container 200 ship.

[0044] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", "optional example" or "optional implementation" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification.

[0045] In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the fact that ordinary technicians in this field can implement them. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0046] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A container transport ship, characterized in that: include: A hull (110) for loading containers (200); a stern rudder (120) mounted on the bottom of the stern end (110b) of the hull (110); A propeller (130) is installed at the bottom of the stern end (110b) of the hull (110), wherein the propeller (130) is set to a fixed pitch and is used to provide propulsion for travel; The stern rudder (120) is closer to the end of the hull (110) than the propeller (130), and a protrusion (121) is provided on the guide edge of the stern rudder (120) opposite to the center axis of the propeller (130). The surface of the protrusion (121) is an arc-shaped surface, and there is a gap between the protrusion (121) and the end of the center axis of the propeller (130).

2. The container transport ship according to claim 1, characterized in that: The gap between the protrusion (121) and the end of the central axis of the propeller (130) is [5 cm, 10 cm].

3. The container transport ship according to claim 1, characterized in that: The hull (110) is provided with an engine room (111), a fuel tank (112) and an alcohol fuel tank (113); a main engine is arranged in the engine room (111); the fuel tank (112) is used to contain fuel oil; the alcohol fuel tank (113) is used to contain flammable alcohol compounds; the fuel tank (112) and the alcohol fuel tank (113) are respectively communicated with a feed port of the main engine.

4. The container transport ship according to claim 3, characterized in that: The bow end of the hull (110) is a straight bow (110a).

5. The container transport ship according to claim 4, characterized in that: The hull (110) is provided with a cargo hold (114) and a deck (115), wherein the cargo hold (114) is located below the deck (115), and the cargo hold (114) and the top of the deck (115) are used to place containers (200).

6. The container transport ship according to claim 5, characterized in that: The cargo hold (114) and the deck (115) have a length of [150m, 170m] and a width of [20m, 30m], so that the cargo hold (114) and the deck (115) can accommodate 1,300 to 1,400 20-foot international standard containers (200).

7. The container transport ship according to claim 5, characterized in that: The hull (110) is further provided with an empty tank (117) and an isolation empty tank (116), wherein the isolation empty tank (116) is provided outside the alcohol fuel tank (113), and the empty tank (117) is provided on both sides of the alcohol fuel tank (113).

8. The container transport ship according to claim 5, characterized in that: The hull (110) further includes a hatch cover (118) installed on the deck (115), and the hatch cover (118) is used to open or close the alcohol fuel tank (113) and the cargo tank (114).

9. The container transport ship according to any one of claims 1 to 8, characterized in that: The invention also includes a thruster (140), which is installed on both sides of the bow end of the hull (110). The thruster (140) is used to provide thrust to the side of the hull (110).

10. The container transport ship according to any one of claims 1 to 8, characterized in that: It also includes a mooring device (150) installed at the stern end (110b) of the hull (110).

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