Bilge keel assembly applied to ship and ship

Abstract

The utility model relates to a bilge keel assembly applied to a ship and the ship with the bilge keel assembly. The bilge keel assembly comprises a plurality of bilge keel single bodies, in the extending direction of the bilge keel assembly, the discharge edges of every two adjacent bilge keel single bodies are spaced to form discharge spaces, the bilge keel single bodies are provided with first pressure reduction spaces along the discharge edges, and the first pressure reduction spaces communicate with the discharge spaces. And at least one part of area, close to the first pressure reduction space, in the bilge keel single body is a first deformable area. According to the arrangement, the bilge keel single body comprises the first pressure reduction space communicated with the drainage space, and at least part of the area, close to the first pressure reduction space, in the bilge keel single body is the first deformable area. Therefore, the bilge keel assembly can consider the total area size and the connection reliability of the bilge keel assembly and the hull.

Description

Technical Field

[0001] This application relates to the field of marine technology, and in particular to a bilge keel assembly for use in ships, and a ship having the bilge keel assembly. Background Technology

[0002] Ship rolling is the left-right swaying motion of a ship around its longitudinal axis during navigation. This motion can cause many hazards, such as damage to the ship's structure, equipment, cargo, and personnel.

[0003] Therefore, in ship design, the magnitude of the ship's roll angle is particularly important. It is necessary to minimize the ship's roll angle as much as possible to avoid accidents caused by excessive roll angle.

[0004] In related technologies, bilge keels are installed on the outer plating of a ship's hull to control its roll angle. When a ship rolls due to waves or external disturbances (such as crosswinds or cross waves), the bilge keel moves in the water, altering the velocity and pressure distribution of the surrounding water. According to Bernoulli's principle, as fluid velocity increases, pressure decreases; conversely, as fluid velocity decreases, pressure increases. The presence of the bilge keel causes a change in the velocity of the water flowing around it, thus creating a pressure difference. As the bilge keel moves in the water, it experiences viscous resistance. This viscous resistance acts in the opposite direction to the ship's roll motion, functioning like a damper to absorb the energy of the roll. From a rigid body dynamics perspective, the bilge keel increases the ship's moment of inertia during roll. The moment of inertia is a physical quantity that measures an object's resistance to rotation. Therefore, installing bilge keels on a ship can solve the problem of excessive roll angles.

[0005] For intermittent bilge assemblies, it is impossible to simultaneously achieve a large total area and high reliability of connection to the hull. If the connection reliability is prioritized, the total area of ​​the bilge assemblies will be small, resulting in ineffective suppression of the ship's rolling motion. Conversely, if the total area is large, the connection reliability between the individual bilge keels and the ship's outer plating will be low, potentially causing the bilge keels to detach and rendering the entire bilge assemblies ineffective. Utility Model Content

[0006] Therefore, it is necessary to provide a bilge keel assembly for use in ships, addressing the problems existing in the application of bilge keel assemblies in ships.

[0007] A bilge keel assembly for use in ships, the bilge keel assembly comprising:

[0008] Multiple bilge keel units, along the extension direction of the bilge keel assembly, the drainage edges of two adjacent bilge keel units are spaced apart to form a drainage space, and the bilge keel units are provided with a first pressure reduction space along the drainage edge, and the first pressure reduction space is connected to the drainage space;

[0009] At least a portion of the bilge keel unit near the first depressurization space is the first deformable region.

[0010] In one embodiment, the effluent edge includes an adjacent concave edge segment and a parallel straight segment, wherein the concave edge segment is disposed on the side of the parallel straight segment closer to the outer plate.

[0011] In one embodiment, the concave edge segment includes a straight oblique line segment, a parametric curve segment, and a circular arc curve segment connected in sequence, wherein the straight oblique line segment is disposed on the side closer to the outer plate.

[0012] In one embodiment, the effluent edge further includes a first straight segment connecting the outer plate and the concave edge segment.

[0013] In one embodiment, the effluent edge further includes a second straight segment connecting the concave edge segment and the parallel straight segment, and the second straight segment is perpendicular to the parallel straight segment.

[0014] In one embodiment, the concave edge segment satisfies the smoothness condition.

[0015] In one embodiment, in the bilge keel assembly, the bilge keel unit located at the bow end and / or the stern end is provided with an anti-sloping portion, which is the end of the bilge keel unit away from the first pressure reduction space along the length direction of the bilge keel unit.

[0016] In one embodiment, the anti-skewing edge of the anti-skewing portion has an anti-skewing concave section, which is recessed toward the anti-skewing portion to define a second pressure reduction space, and at least a portion of the anti-skewing portion near the second pressure reduction space is a second deformable region.

[0017] In one embodiment, the bilge keel unit includes a first plate portion and a second plate portion that are overlapped and connected, wherein a first pressure relief space is disposed in the first plate portion.

[0018] The aforementioned bilge keel assembly includes a first pressure-reducing space communicating with the drainage space, and at least a portion of the bilge keel unit near the first pressure-reducing space is a first deformable region. This results in a large total area of ​​the bilge keel assembly, strengthening the anti-roll capability of ships equipped with the bilge keel assembly of this application and effectively suppressing the ship's rolling motion. Furthermore, the connection reliability between the bilge keel assembly and the ship's outer plating is high, ensuring reliable assembly of the bilge keel assembly to the ship's outer plating, avoiding the risk of separation between the bilge keel assembly and the ship's outer plating, and guaranteeing the effectiveness of the bilge keel assembly.

[0019] This application further proposes a vessel comprising:

[0020] The hull body and the bilge keel assembly as described in some of the above embodiments, the bilge keel assembly being fitted onto the outer plating of the hull body. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the assembly of a bilge keel assembly with the outer plating of a ship according to an embodiment of this application.

[0022] Figure 2 for Figure 1 Enlarged view of point A in the middle.

[0023] Figure 3 This is a schematic diagram of a concave edge segment according to an embodiment of this application.

[0024] Figure 4 This is a stress diagram at the first deformable region of a bilge keel unit according to an embodiment of this application.

[0025] Figure 5 for Figure 1 Enlarged view of section B in the middle.

[0026] Figure 6 This is a stress diagram at the second deformable region in a bilge keel unit according to an embodiment of this application.

[0027] Figure label:

[0028] 100. Bike keel unit; 200. Outer plate; 101. Drainage space; 102. First pressure reduction space; 103. First deformable area; 104. Second pressure reduction space; 105. Second deformable area; 1. Drainage edge; 11. Concave edge segment; 111. Sloping straight line segment; 112. Parametric curve segment; 113. Circular arc curve segment; 12. Parallel straight line segment; 13. First straight line segment; 14. Second straight line segment; 2. Anti-sloping part; 21. Anti-sloping edge; 22. Anti-sloping concave segment. Detailed Implementation

[0029] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0030] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0031] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0032] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0033] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0034] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0035] See Figure 1 , Figure 1 This diagram illustrates the assembly of a bilge keel assembly with the outer plating 200 of a vessel according to one embodiment of this application. It should be understood that, in one embodiment of this application, when the bilge keel assembly is assembled onto the vessel, the width direction of the bilge keel assembly (i.e.,...) Figure 1 Taking the Y-direction shown as perpendicular to the cross-section of the outer plate 200 as an example. And in this embodiment, the bilge keel assembly includes three bilge keel units 100, wherein the direction in which the three bilge keel units 100 are arranged sequentially is the length direction of the bilge keel assembly (i.e., the direction of the length direction of the bilge keel assembly). Figure 1 The bilge keel assembly extends along the length of the vessel, as shown in the X direction. It should be noted that, although this embodiment uses three bilge keel units 100 as an example, this application is not limited to this. The number of bilge keel units 100 in the bilge keel assembly can also be two, four, ten, twenty, etc., and the specific arrangement of the number of bilge keel units 100 in the bilge keel assembly can be determined according to the length of the vessel to which the bilge keel assembly is actually applied.

[0036] Combination Figure 1 and Figure 2 As shown, in some embodiments of this application, along the length direction of the bilge keel assembly, two adjacent bilge keel units 100 are spaced apart, so that a drainage space 101 is formed between two adjacent bilge keel units 100. That is, along the length direction of the bilge keel unit 100, the end edge of the bilge keel unit 100 near the drainage space 101 is the drainage edge 1.

[0037] In the extending direction of the spillway edge 1, from the side near the outer plating 200 of the ship to the side away from the outer plating 200, at least part of the spillway edge 1 is concave. Thus, in the width direction of the bilge keel unit 100, a first pressure-reducing space 102 is formed on the side of the bilge keel unit 100 near the outer plating 200, and the first pressure-reducing space 102 communicates with the spillway space 101. It should be understood that... Figure 2 The dashed line segment is used only in one embodiment of this application to illustrate the first pressure reduction space 102 and the discharge space 101.

[0038] By providing a first pressure reduction space 102 in the bilge keel unit 100, at least a portion of the bilge keel unit 100 near the first deformable region 103 is designated as the first deformable region 103.

[0039] It is important to understand that, in combination Figure 1 and Figure 2 As shown, in the bilge keel assembly, along the length of the bilge keel assembly, adjacent bilge keel units 100 are spaced apart by a drainage space 101, making the bilge keel assembly a spaced-out type. The bilge keel assembly can provide a more flexible roll reduction effect in certain situations. When the ship is sailing in irregular waves, the individual sections of the bilge keel assembly (i.e., each bilge keel unit 100) can function at different wave action locations and times. For example, when encountering waves with shorter wavelengths, the segmented structure of the bilge keel assembly can better adapt to the periodic changes of the waves, dispersing wave energy through the sequential interaction of different sections with the waves, thus potentially suppressing the ship's roll motion more effectively than a continuous bilge keel.

[0040] Furthermore, because the bilge keel assembly is segmented, compared to a continuous bilge keel, water flow can be relatively smoother within the spillway 101 during ship navigation, reducing overall appendage drag and having a smaller impact on ship speed. In terms of ship maneuvering, the bilge keel assembly does not generate the same significant additional resistance during maneuvers such as turning as a continuous bilge keel, allowing for more agile ship handling. It is important to understand that appendage drag refers to the increased resistance caused by the presence of hull appendages (such as the rudder, bilge keel, propeller shaft support, etc.) during ship navigation. These appendages interact with the surrounding water during navigation, generating additional drag and increasing the power required for the ship to overcome this resistance.

[0041] Combination Figure 1 and Figure 2 As shown, in the bilge keel unit 100, the bilge keel unit 100 is provided with a first pressure-reducing space 102, giving the bilge keel unit 100 a concave notch (the space of this notch is the first pressure-reducing space 102). It is worth noting that, see [reference needed]. Figure 1 As shown, in the width direction of the bilge keel unit 100, the first pressure relief space 102 is provided in the bilge keel unit 100 near the outer plating 200 of the ship. It can also be understood that the first pressure relief space 102 is provided near the root of the bilge keel unit 100, and the root of the bilge keel unit 100 is the part connected to the outer plating 200.

[0042] Since the first pressure-reducing space 102 and the drainage space 101 are connected, during the ship's rolling motion, water flows through the first pressure-reducing space 102 and the drainage space 101 in the thickness direction of the bilge keel unit 100, flowing from one side of the bilge keel unit 100 to the other. This ensures that the bilge keel assembly has a large total area while reducing the force exerted by the water flow on the root of the bilge keel unit 100, thereby reducing the risk of the bilge keel unit 100 separating from the outer plate 200.

[0043] Furthermore, see Figure 2 As shown, since the first pressure-reducing space 102 is located near the root of the bilge keel unit 100, a first deformable region 103 is formed in a portion of the bilge keel unit 100 near the outer plate 200. It should be further noted that the structural stiffness of the first deformable region 103 in the bilge keel unit 100 is lower than that of other regions of the bilge keel unit 100. This makes the structure of the first deformable region 103 more easily deformable than that of other regions of the bilge keel unit 100, meaning the first deformable region 103 has a certain degree of flexibility.

[0044] It is also important to understand that, due to the flexibility of the first deformable region 103, it can better adapt to the deformation of adjacent structures under different working conditions. During ship navigation, the ship's hull will deform due to factors such as the action of waves and the bending deformation of the hull.

[0045] Therefore, by providing a first pressure-reducing space 102 in the bilge keel unit 100, the bilge keel unit 100 is given a first deformable region 103. This reduces the force exerted by the water flow on the root of the bilge keel unit 100. Furthermore, since the first deformable region 103 can elastically deform with the deformation of the hull, good contact and connection are maintained between the bilge keel unit 100 and the outer plate 200 provided on the hull, enhancing the reliability of the connection between the bilge keel unit 100 and the outer plate 200. Because each bilge keel unit 100 has a reliable connection to the outer plate 200, the bilge keel assembly according to this application can be reliably fixed and assembled to the outer plate 200.

[0046] It should be noted that the bilge keel assembly can be fixedly connected to the outer plating 200, but this application is not limited to this. The bilge keel assembly can also be indirectly fixed to the outer plating 200 via a cladding plate. It should be understood that in ship structures, a cladding plate is an additional sheet metal. It is typically located in certain critical parts of the ship structure or in areas susceptible to wear, corrosion, or other damage.

[0047] Additionally, it's worth noting that for the current intermittent bilge keel, the shape of the current bilge keel unit resembles an "isosceles trapezoid," meaning the orthographic projection of the current bilge keel unit along its thickness direction resembles an "isosceles trapezoid." However, see [reference needed]. Figure 1 As shown, the bilge keel unit 100 according to this application has a shape resembling a rectangle in its orthographic projection along its thickness direction. Therefore, compared to current bilge keel units, the bilge keel unit 100 according to this application has a larger area for the same length, resulting in a larger total area for the bilge keel assembly according to this application. Based on this, since the bilge keel assembly according to this application has a larger total area, it can effectively suppress the rolling motion of the ship when applied to a vessel.

[0048] In summary, according to the bilge keel assembly of this application, the bilge keel unit 100 is provided with a first pressure-reducing space 102 communicating with the drainage space 101, and at least a portion of the bilge keel unit 100 near the first pressure-reducing space 102 is a first deformable region 103. This results in a large total area of ​​the bilge keel assembly, giving the ship equipped with the bilge keel assembly of this application strong anti-roll capability and effectively suppressing the ship's rolling motion. Furthermore, the connection reliability between the bilge keel assembly and the ship's outer plating 200 is high, ensuring that the bilge keel assembly is reliably assembled onto the ship's outer plating 200, avoiding the risk of separation between the bilge keel assembly and the ship's outer plating 200, and ensuring the effectiveness of the bilge keel assembly.

[0049] See Figure 2 As shown, in some embodiments of this application, the drainage edge 1 includes adjacent concave edge segments 11 and parallel straight line segments 12. It can be understood that in the drainage edge 1, the concave edge segments 11 and parallel straight line segments 12 are arranged adjacently, wherein the concave edge segments 11 and parallel straight line segments 12 can be directly connected, or the concave edge segments 11 and parallel straight line segments 12 can be indirectly connected.

[0050] Furthermore, along the length of the bilge keel unit 100, the concave edge segment 11 is recessed towards the interior of the bilge keel unit 100 to define a first pressure-reducing space 102 communicating with the drainage space 101 within the bilge keel unit 100. And along the extension direction of the drainage edge 1, the concave edge segment 11 is positioned on the side of the parallel straight segment 12 near the outer plating 200 of the ship, so that the concave edge segment 11 is positioned close to the outer plating 200 of the ship, i.e., the first pressure-reducing space 102 is positioned near the root of the bilge keel unit 100. This ensures that at least a portion of the area in the bilge keel unit 100 near the first pressure-reducing space 102 is a first deformable region 103. Because the first deformable region 103 has a certain degree of flexibility, it can better adapt to the deformation of adjacent structures under different operating conditions. During ship navigation, the ship's hull will deform due to factors such as wave action and hull bending deformation.

[0051] It is also worth noting that, see Figure 2 As shown, in two adjacent bilge keel units 100, the two adjacent parallel straight line segments 12 are parallel, making the main shape of the drainage space 101 formed by the interval between the two adjacent bilge keel units 100 rectangular. Compared with the current intermittent bilge keel, since the shape of the current bilge keel unit is similar to an "isosceles trapezoid", the space formed by the interval between two adjacent current bilge keel units is also an "isosceles trapezoid". Therefore, the drainage space 101 in the bilge keel assembly according to this application can avoid the loss of the total area of ​​the bilge keel assembly while ensuring the drainage flow rate, so that the bilge keel assembly has a larger total area. Therefore, when the bilge keel assembly according to this application is applied to a ship, it can effectively suppress the ship's rolling motion. Furthermore, the main shape of the drainage space 101 formed by the interval between two adjacent bilge keel units 100 is rectangular, which can also reduce the deformation-induced stress of the hull for the bilge keel unit 100.

[0052] See Figure 2 and Figure 3As shown, in some embodiments of this application, the concave edge segment 11 includes a straight oblique segment 111, a parametric curve segment 112, and a circular arc curve segment 113 connected in sequence, wherein the straight oblique segment 111 is disposed near the outer plate 200. The straight oblique segment 111 has an angle with the outer plate 200 of the ship, so that in the length direction of the bilge keel unit 100, from the side where the first pressure relief space 102 is provided to the central region of the bilge keel unit 100, the width of the first deformable region 103 gradually increases, making the first deformable region 103 gradually change from "flexible" to "rigid". That is, the structural stiffness of the first deformable region 103 has a gradual transition trend, avoiding the risk of stress concentration at a certain position in the first deformable region 103, thereby effectively reducing the risk of the first deformable region 103 breaking and separating from the main structure of the bilge keel unit 100, while also ensuring that the first deformable region 103 has a certain degree of flexibility.

[0053] See Figure 3 As shown, Figure 3 The graph of the concave edge segment 11 in the coordinate system is shown, where the parametric curve segment 112 must satisfy the formula:

[0054] X=a(1-cost)(costcosF-sintsinF);

[0055] Y=a(1-cost)(costsinF+sintcosF).

[0056] This can be understood as follows: parametric curve segment 112 is a cardioid-like curve. Additionally, arc curve segment 113 connects parametric curve segment 112 and parallel straight line segment 12. It's important to understand that a cardioid-like curve is a planar curve that resembles the shape of a cardioid line. However, cardioid-like curves may exhibit some deformations from the basic cardioid shape, thus their form will differ from that of a cardioid line.

[0057] Additionally, see Figure 3 As shown, the concave edge segment 11 satisfies the smoothness condition. It's important to understand that the smoothness condition (smoothness) refers to the degree of smoothness and the rationality of the shape of a curve or surface. For curves, the smoothness condition mainly includes the continuity of the second derivative (C² continuity). Intuitively, a curve cannot have sharp corners, and its curvature should change continuously. Mathematically, let the parametric equation of the curve be given by [equation missing], where the first derivative represents the tangent vector of the curve, and the second derivative is related to the curvature of the curve. When the second derivative is continuous, the curvature of the curve can transition smoothly, making the curve appear "smooth."

[0058] Combination Figure 3 and Figure 4 As shown, where Figure 4 Showing based on Figure 3 The concave edge segment 11 drawn in the figure is applied to the stress analysis diagram of the bilge keel assembly. Figure 4 The stress at the connection between the first deformable region 103 and the outer plate 200 of the ship is minimized. Therefore, based on the concave edge section 11 design of the bilge keel unit 100 of this application, the stress at the connection between the first deformable region 103 and the outer plate 200 of the ship can be effectively controlled. This solves the problem of stress concentration at the connection between the bilge keel unit 100 and the outer plate 200 of the ship, thereby avoiding the problem of separation from the outer plate 200 of the ship due to stress concentration, and ensuring the reliability of the connection between the first deformable region 103 of the bilge keel unit 100 and the outer plate 200 of the ship. It is also worth noting that, by solving the problem of stress concentration at the connection between the bilge keel unit 100 and the outer plate 200 of the ship, the fatigue life of the bilge keel unit 100 is also improved.

[0059] See Figure 2 As shown, in some embodiments of this application, the drainage edge 1 further includes a first straight segment 13, which connects the outer plating 200 of the vessel and the concave edge segment 11. This ensures that the minimum dimension of the first deformable region 103 in the width direction of the bilge keel unit 100 is greater than zero. For example, when the bilge keel unit 100 is welded to the outer plating 200 of the vessel, the width of the weld is guaranteed. It is worth noting that the connection between the first straight segment 13 and the oblique straight segment 111 in the concave edge segment 11 is rounded to reduce the risk of stress concentration at the connection between the first straight segment 13 and the oblique straight segment 111.

[0060] See Figure 2 As shown, in some embodiments of this application, the drainage edge 1 further includes a second straight segment 14, which connects the concave edge segment 11 and the parallel straight segment 12, and is perpendicular to the parallel straight segment 12. This creates a flat angle at the connection between the parallel straight segment 12 and the concave edge segment 11 to avoid sharp corners in this area. This reduces the risk of stress concentration in this area (i.e., the connection between the parallel straight segment 12 and the concave edge segment 11). It is worth noting that both ends of the second straight segment 14 are rounded at their connections to the parallel straight segment 12 and the concave edge segment 11, respectively.

[0061] See Figure 1As shown, in some embodiments of this application, in the bilge keel assembly, the bilge keel units 100 located at the bow and / or stern are provided with anti-sloping portions 2. This can be understood as either the bilge keel unit 100 located at the bow or the bilge keel unit 100 located at the stern having an anti-sloping portion 2, or both the bilge keel unit 100 located at the bow and the bilge keel unit 100 located at the stern having anti-sloping portions 2. It should also be understood that the bilge keel unit 100 located at the bow is the bilge keel unit 100 located near the bow of the vessel in the bilge keel assembly. The bilge keel unit 100 located at the stern is the bilge keel unit 100 located near the stern of the vessel in the bilge keel assembly. Along the length of the bilge keel unit 100, the anti-sloping portion 2 is the end of the bilge keel unit 100 that is furthest from the first pressure-reducing space 102. This reduces the resistance the ship faces against the water during navigation.

[0062] In some embodiments of this application, see Figure 5 As shown, Figure 5 for Figure 1 Enlarged view at point B in the middle. Figure 5 A partially enlarged view of the bilge keel unit 100 located at the bow is shown. The anti-skewing edge 21 of the anti-skewing portion 2 has an anti-skewing concave section 22, which is recessed towards the anti-skewing portion 2 to define a second pressure-reducing space 104. At least a portion of the anti-skewing portion 2 near the second pressure-reducing space 104 constitutes a second deformable region 105. This gives the second deformable region 105 a certain degree of flexibility, allowing it to better adapt to the deformation of adjacent structures under different operating conditions. During ship navigation, the ship's hull will deform due to factors such as wave action and hull bending deformation.

[0063] In addition, combined Figure 6 As shown, Figure 6 The stress analysis diagram of the second deformable region 105 in the bilge keel assembly is shown. Figure 6 The stress at the connection between the second deformable region 105 and the outer plate 200 of the ship is minimized. Therefore, the bilge keel unit 100 according to this application can effectively control the stress at the connection between the second deformable region 105 and the outer plate 200 of the ship, ensuring the reliability of the connection between the second deformable region 105 and the outer plate 200 of the bilge keel unit 100. It is also worth noting that by solving the stress concentration problem in the second deformable region 105, the fatigue life of the bilge keel unit 100 is further improved.

[0064] In some embodiments of this application, the bilge keel unit 100 includes a first plate portion and a second plate portion that are lapped together, wherein a first pressure-reducing space 102 is provided in the first plate portion. For example, the first plate portion is a flat steel bar, and the second plate portion is a bulb flat steel bar, which can be fixed to the flat steel bar using an lapped assembly method. It should be understood that bulb flat steel bars have good bending resistance. The cross-sectional shape of bulb flat steel bars makes them excellent at resisting lateral bending forces. When a ship is sailing in waves and subjected to lateral hydrodynamic forces, bulb flat steel bars can effectively disperse stress and prevent the bilge keel unit 100 structure from being damaged due to excessive bending. Flat steel bars, on the other hand, can provide good tensile and compressive strength in the plane. The combination of the two fully utilizes the bending resistance advantage of bulb flat steel bars and the in-plane strength advantage of flat steel bars, thereby enhancing the overall structural strength of the bilge keel unit 100.

[0065] According to some embodiments of this application, the ship includes a hull and at least one set of bilge keel assemblies, which are mounted on the outer plating 200 of the hull. It should be noted that, in the bilge keel assembly of this application, the bilge keel unit 100 is provided with a first pressure-reducing space 102 communicating with the drainage space 101, and at least a portion of the bilge keel unit 100 near the first pressure-reducing space 102 is a first deformable region 103. This results in a large total area of ​​the bilge keel assembly, giving the ship equipped with the bilge keel assembly strong anti-roll capability and effectively suppressing the ship's rolling motion. Furthermore, the connection reliability between the bilge keel assembly and the outer plating 200 of the ship is high, ensuring that the bilge keel assembly is reliably mounted on the outer plating 200 of the ship, avoiding the risk of separation between the bilge keel assembly and the outer plating 200 of the ship, and ensuring the effectiveness of the bilge keel assembly.

[0066] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0067] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A bilge keel assembly for use on a ship, the bilge keel assembly extending along the length direction of the ship and mounted on the outer plating (200) of the ship, characterized in that, include: Multiple bilge keel units (100), along the extension direction of the bilge keel assembly, the drainage edges (1) of two adjacent bilge keel units (100) are spaced apart to form a drainage space (101), and the bilge keel unit (100) is provided with a first pressure reduction space (102) along the drainage edge (1), and the first pressure reduction space (102) communicates with the drainage space (101); At least a portion of the bilge keel unit (100) near the first pressure reduction space (102) is the first deformable region (103).

2. The bilge keel assembly for ships according to claim 1, characterized in that, The drain edge (1) includes an adjacent concave edge segment (11) and a parallel straight segment (12), wherein the concave edge segment (11) is disposed on the side of the parallel straight segment (12) near the outer plate (200).

3. The bilge keel assembly for ships according to claim 2, characterized in that, The concave edge segment (11) includes a straight oblique line segment (111), a parametric curve segment (112) and an arc curve segment (113) connected in sequence, wherein the straight oblique line segment (111) is provided on the side close to the outer plate (200).

4. The bilge keel assembly for ships according to claim 2, characterized in that, The drain edge (1) also includes a first straight segment (13) which connects the outer plate (200) and the concave edge segment (11).

5. The bilge keel assembly for ships according to claim 2, characterized in that, The drain edge (1) further includes a second straight segment (14), which connects the concave edge segment (11) and the parallel straight segment (12), and the second straight segment (14) is perpendicular to the parallel straight segment (12).

6. The bilge keel assembly for ships according to claim 2, characterized in that, The concave edge segment (11) satisfies the smoothness condition.

7. The bilge keel assembly for a ship according to any one of claims 1 to 5, characterized in that, In the bilge keel assembly, the bilge keel unit (100) located at the bow end and / or the stern end is provided with a de-sloping portion (2). Along the length direction of the bilge keel unit (100), the de-sloping portion (2) is the end of the bilge keel unit (100) that is away from the first pressure reduction space (102).

8. The bilge keel assembly for ships according to claim 7, characterized in that, The anti-slant edge (21) of the anti-slant portion (2) has an anti-slant concave section (22), which is recessed toward the anti-slant portion (2) to define a second pressure reduction space (104), and at least a portion of the anti-slant portion (2) near the second pressure reduction space (104) is a second deformable region (105).

9. The bilge keel assembly for a ship according to any one of claims 1 to 5, characterized in that, The bilge keel unit (100) includes a first plate portion and a second plate portion that are overlapped and connected, wherein the first pressure relief space (102) is disposed in the first plate portion.

10. A ship, characterized in that, include: The hull itself; The bilge keel assembly according to any one of claims 1 to 9 is assembled to the outer plating (200) of the hull body.

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