A wave-compressible hull structure and a ship

Abstract

The utility model discloses a kind of ship body structure and ship of wave can be pressed, wherein a kind of ship body structure including wave can be pressed comprises: ship body and wave plate. The ship body includes stern plate and ship body, the stern plate is located in the tail of the ship body, the bottom of the ship body has propeller tunnel;The wave plate is set on the stern plate, the wave plate is located in the tail end of the propeller tunnel, part structure of the wave plate overlaps with the stern plate, another part of the wave plate is located in the tail end of the propeller tunnel. The wave plate is set on the stern plate of ship body, simultaneously part structure of the wave plate is located in the tail of propeller tunnel in the bottom of the ship body, so when ship starts, the wave plate can suppress the upward rolling wake formed by propeller rotation, to reduce the resistance formed by propeller rotation to tail wave, to effectively improve the propulsion efficiency of propeller.

Description

Technical Field

[0001] This utility model relates to the technical field of ships, and in particular to a hull structure and ship capable of suppressing waves. Background Technology

[0002] When existing ships are first started, a large proportion of the wake generated by the rotating propeller is upward-rolling foam waves. The air bubbles in the foam waves create resistance to the rotation of the propeller and cannot form a backward-propelling water flow, which greatly affects the propulsion efficiency of the propeller. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a wave-damping hull structure that can reduce the impact of waves on the hull and improve the stability of the ship during navigation.

[0004] The second aspect of this utility model also proposes a ship having the above-mentioned wave-compressible hull structure.

[0005] According to an embodiment of the first aspect of the present invention, a wave-damping hull structure is provided, the wave-damping hull structure comprising:

[0006] A hull, comprising a stern plate and a hull body, the stern plate being located at the stern of the hull, and the bottom of the hull having a propeller tunnel; and

[0007] A wave deflector is disposed on the stern seal plate and located at the tail end of the propeller tunnel. Part of the wave deflector overlaps with the stern seal plate, and another part of the wave deflector is located at the tail end of the propeller tunnel.

[0008] According to a first aspect embodiment of the present invention, a wave-suppressing hull structure has at least the following beneficial effects: the wave-suppressing plate is disposed on the stern sealing plate of the hull, and a portion of the wave-suppressing plate is located at the tail of the propeller tunnel at the bottom of the hull. Therefore, when the ship starts, the wave-suppressing plate can suppress the upward rolling wake generated by the propeller rotation, thereby reducing the resistance of the wake wave to the propeller rotation and effectively improving the propeller's propulsion efficiency.

[0009] According to some embodiments of this utility model, the lower edge of the wave-shock plate is contoured to the shape of the propeller tunnel.

[0010] According to some embodiments of this utility model, the position of the wave suppressor plate corresponding to the stern sealing plate is adjustable, the wave suppressor plate is set on the stern sealing plate by an adjusting member, and the position of the wave suppressor plate can be adjusted in the vertical direction.

[0011] According to some embodiments of the present invention, the wave depressor is provided with a plurality of positioning holes, which are arranged in an array. The adjusting member is a locking bolt, which fixes the position of the wave depressor through the positioning holes.

[0012] According to some embodiments of the present invention, the wave-suppressing plate has a plurality of waist-shaped holes, the length direction of the waist-shaped holes extends in the vertical direction, and the plurality of waist-shaped holes are evenly distributed on the wave-suppressing plate.

[0013] The ship according to an embodiment of the second aspect of the present invention includes the wave-compressible hull structure described in any of the embodiments of the first aspect above.

[0014] The ship according to the second aspect of the present invention has at least the following beneficial effects: the ship has the wave-suppressing hull structure described in any one of the first aspects of the present invention. Therefore, when the ship starts, the wave-suppressing plate can suppress the upward rolling wake formed by the propeller rotation, thereby reducing the resistance of the wake to the propeller rotation, thereby effectively improving the propeller's propulsion efficiency, and ultimately improving the ship's travel efficiency.

[0015] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0016] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0017] Figure 1 This is a schematic diagram of the stern sealing plate at the stern of the ship according to an embodiment of the present utility model;

[0018] Figure 2 for Figure 1 A schematic diagram showing the stern sealing plate of the hull in conjunction with the wave deflector.

[0019] Figure 3 for Figure 2 The diagram shows another configuration of the stern sealing plate and wave deflector.

[0020] Figure label:

[0021] 10. Hull; 11. Stern plate; 12. Hull; 13. Propeller tunnel;

[0022] Wave deflector 20; positioning hole 21. Detailed Implementation

[0023] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0024] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model 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. Therefore, they should not be construed as limitations on this utility model.

[0025] In the description of this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. If "first" or "second" is used in the description, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0026] In the description of this utility model, unless otherwise explicitly defined, terms such as "setting," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0027] Reference Figures 1 to 3 According to an embodiment of the first aspect of the present invention, a wave-suppressing hull 10 structure is provided, comprising a hull 10 and a wave-suppressing plate 20. The hull 10 includes a stern plate 11 and a hull 12, the stern plate 11 being located at the stern of the hull 12, and a propeller tunnel 13 being located at the bottom of the hull 12; the wave-suppressing plate 20 is disposed on the stern plate 11, the wave-suppressing plate 20 being located at the stern end of the propeller tunnel 13, a portion of the structure of the wave-suppressing plate 20 overlapping with the stern plate 11, and another portion of the wave-suppressing plate 20 being located at the stern end of the propeller tunnel 13.

[0028] Specifically, the wave-damping hull 10 structure of this embodiment mainly includes a hull 10 and a wave-damping plate 20. The hull 10 consists of a hull body 12 and a stern plate 11. The stern plate 11 is located at the stern of the hull body 12, and a propeller tunnel 13 is designed at the bottom of the hull body 12. As the main structure of the hull 10, the hull body 12 is designed according to the principles of hydrodynamics to reduce resistance during navigation. The stern plate 11 serves to close and protect the stern of the hull body 12, and also helps to optimize the water flow characteristics of the hull 10. The propeller tunnel 13 provides space for the installation of the propeller, ensuring that the propeller can operate in a good water flow environment, thereby improving propulsion efficiency. The wave-damping plate 20 is installed on the stern plate 11, and its position is set at the stern end of the propeller tunnel 13. Specifically, a portion of the wave deflector 20 overlaps with the stern plate 11. This design not only enhances the connection strength between the wave deflector 20 and the stern plate 11 but also allows the wave deflector 20 to more effectively perform its wave-deflecting function. The remaining portion of the wave deflector 20 extends to the stern of the propeller tunnel 13. This layout helps to significantly reduce waves generated at the stern during navigation, thereby improving the stability and navigation efficiency of the hull 10.

[0029] In practice, the shape and size of the wave deflector 20 can be adjusted according to actual needs. Generally, the wave deflector 20 should have an appropriate width and length to ensure it can fully cover and suppress waves generated at the stern. Simultaneously, the thickness and material selection of the wave deflector 20 must be based on the specific operating environment and requirements of the hull 10 to ensure sufficient strength and durability. The connection between the wave deflector 20 and the stern sealing plate 11 can be achieved through welding, bolting, or other suitable connection methods. During the connection process, it is essential to ensure that the connection between the wave deflector 20 and the stern sealing plate 11 is firm and reliable to prevent loosening or detachment during navigation.

[0030] In summary, this hull 10 structure, by incorporating wave-damping plates 20 on the stern sealing plate 11, effectively reduces waves generated at the stern during navigation, significantly improving the stability and navigation efficiency of the hull 10. Furthermore, this embodiment of the invention also boasts advantages such as simple structure, ease of manufacture, and installation.

[0031] Therefore, it is understood that the wave-suppressing hull 10 structure according to the first aspect of the present invention has at least the following beneficial effects: the wave-suppressing plate 20 is disposed on the stern sealing plate 11 of the hull 10, and part of the structure of the wave-suppressing plate 20 is located at the tail of the propeller tunnel 13 at the bottom of the hull 10. So when the ship starts, the wave-suppressing plate 20 can suppress the upward rolling wake formed by the propeller rotation, thereby reducing the resistance of the wake wave to the propeller rotation, and thus effectively improving the propeller's propulsion efficiency.

[0032] Furthermore, referring to Figures 1 to 3In some embodiments of this utility model, the lower edge of the wave deflector 20 is contoured to the shape of the propeller tunnel 13.

[0033] Specifically, the lower edge of the wave deflector 20 is not a simple straight line or a fixed curve, but is carefully designed and contoured according to the actual shape of the propeller tunnel 13. Through this contouring design, the lower edge of the wave deflector 20 can better match the water flow characteristics of the propeller tunnel 13. This helps reduce eddies and turbulence generated between the wave deflector 20 and the propeller tunnel 13, thereby reducing water resistance and improving navigation efficiency. Simultaneously, the contoured wave deflector 20 can better conform to the stern of the propeller tunnel 13, reducing vibration and swaying caused by wave impact. This design helps improve the stability of the hull 10 in harsh sea conditions, ensuring navigation safety. Furthermore, because the lower edge of the wave deflector 20 matches the shape of the propeller tunnel 13, wear caused by water flow impact and friction can be reduced. This helps extend the service life of the wave deflector 20 and reduce maintenance costs.

[0034] During installation, it is necessary to ensure a firm and reliable connection between the wave deflector 20 and the stern sealing plate 11, and that the lower edge of the wave deflector 20 closely conforms to the shape of the propeller tunnel 13. This can be achieved by using appropriate connection methods and adjustment techniques to ensure that the wave deflector 20 maintains a stable position and shape during navigation. In summary, the wave-deflecting hull 10 structure of this utility model, through the contour-following design of the lower edge of the wave deflector 20, further optimizes the water flow characteristics, improves the stability and navigation efficiency of the hull 10, and enhances the durability of the wave deflector 20.

[0035] Furthermore, referring to Figures 1 to 3 In some embodiments of this utility model, the position of the wave suppressor 20 relative to the stern sealing plate 11 is adjustable. The wave suppressor 20 is set on the stern sealing plate 11 by an adjusting member, and the position of the wave suppressor 20 can be adjusted in the vertical direction.

[0036] The wave-damping hull 10 structure in this embodiment of the invention also has a significant feature: the position of the wave-damping plate 20 relative to the stern sealing plate 11 is adjustable. The wave-damping plate 20 is mounted on the stern sealing plate 11 via adjusting components, allowing its position to be adjusted vertically. To achieve this adjustment, this embodiment of the invention incorporates a flexible adjusting device on the stern sealing plate 11. This device mainly includes adjusting components, such as adjusting bolts, adjusting nuts, or hydraulic adjusting devices, which precisely control the vertical position of the wave-damping plate 20. The adjusting components are installed at the connection between the stern sealing plate 11 and the wave-damping plate 20. By adjusting the adjusting components, such as rotating the adjusting bolts or adjusting the pressure of the hydraulic device, the relative height between the wave-damping plate 20 and the stern sealing plate 11 can be changed. This design allows the crew to easily adjust the position of the wave-damping plate 20 according to actual navigation conditions and wave conditions.

[0037] The wave deflector 20 should have a sufficiently wide adjustment range to adapt to different navigation needs. For example, in calm waters, the wave deflector 20 can be lowered to near the water surface to reduce water resistance and increase navigation speed; while in turbulent waters, the wave deflector 20 can be raised to more effectively suppress waves and improve the stability of the hull 10. To ensure that the wave deflector 20 maintains a stable position during navigation, the adjustment device is also equipped with a locking mechanism. Once the wave deflector 20 is adjusted to the required height, the locking mechanism will securely lock it to the stern plate 11 to prevent positional changes due to water flow impact or vibration.

[0038] When installing and adjusting the wave deflector 20, certain steps and standards must be followed. First, ensure that the installation positions of the adjusting components and locking mechanism are accurate and that all parts are secure and reliable. Second, when adjusting the position of the wave deflector 20, appropriate tools and methods should be used to ensure the accuracy and stability of the adjustment. Finally, the position of the wave deflector 20 should be checked and confirmed before voyage to ensure it is in optimal condition. Furthermore, to facilitate quick adjustment of the wave deflector 20 position by the crew during voyage, a remote control device can be installed in the wheelhouse. This device can be connected to the adjusting device via cable or wireless signal, allowing the crew to adjust the height of the wave deflector 20 at any time according to voyage requirements. In summary, the wave-deflecting hull 10 structure of this embodiment, through the adjustable design of the wave deflector 20 position, provides the crew with a flexible and effective means to cope with different navigation conditions and wave situations.

[0039] Furthermore, referring to Figures 1 to 3 In some embodiments of this utility model, the wave depressor 20 is provided with a plurality of positioning holes 21, which are arranged in an array. The adjusting component is a locking bolt, which fixes the position of the wave depressor 20 through the positioning holes 21.

[0040] Based on the above embodiments, the wave-damping hull 10 structure of this utility model embodiment also has a specific and practical feature: the wave-damping plate 20 is provided with multiple positioning holes 21, which are arranged in an array. The adjusting component uses locking bolts, which are inserted into these positioning holes 21 to fix the position of the wave-damping plate 20.

[0041] The positioning holes 21 on the wave deflector 20 are for more precise and stable position adjustment. These positioning holes 21 are arranged in a certain array, such as a rectangular array or a circular array, covering the entire range that the wave deflector 20 can be adjusted to. The number and distribution density of the positioning holes 21 are determined according to actual needs to ensure that the corresponding positioning hole 21 can be found at any adjustment position. The locking bolt, as an adjusting component, passes through the positioning holes 21 to firmly fix the wave deflector 20 to the stern plate 11. The locking bolt has sufficient strength and rigidity to withstand various forces and vibrations generated during navigation, ensuring that the position of the wave deflector 20 remains stable. When adjusting the position of the wave deflector 20, the crew first loosens the locking bolt and then adjusts the height of the wave deflector 20 as needed. After the wave deflector 20 is adjusted to the appropriate position, the crew inserts the locking bolt into the corresponding positioning hole 21 and tightens the nut to firmly lock the wave deflector 20 onto the stern plate 11. Understandably, to facilitate quick adjustment and locking of the position of the wave deflector 20 during navigation, scales or indicators can be set on the wave deflector 20 and the stern plate 11. These scales or indicators can help the crew quickly locate the required positioning hole 21 and accurately adjust the height of the wave deflector 20.

[0042] In summary, the wave-damping hull 10 structure of this embodiment achieves precise adjustment and stable fixation of the wave-damping plate 20 through the use of positioning holes 21 and locking bolts on the wave-damping plate 20. This design feature not only improves the stability and navigation efficiency of the hull 10, but also provides the crew with a simple and effective adjustment method, enabling the hull 10 to better adapt to different navigation conditions and wave situations.

[0043] Similarly, it can be understood that in some embodiments of this utility model, the wave deflector 20 has multiple oblong holes (not shown in the figure), the length direction of which extends vertically, and the multiple oblong holes are evenly distributed on the wave deflector 20. An oblong hole is a special hole shape, its length being significantly greater than its width, and its length direction extending vertically. This design allows the adjusting component (such as a locking bolt) to move up and down within the length range of the oblong hole when adjusting the position of the wave deflector 20, thus providing greater adjustment flexibility. The even distribution of multiple oblong holes on the wave deflector 20 ensures that the wave deflector 20 can be stably supported and fixed in all positions.

[0044] According to an embodiment of the second aspect of the present invention, the ship (not shown in the figure) includes a wave-suppressing hull 10 structure according to any one of the embodiments of the first aspect. Because the ship has the wave-suppressing hull 10 structure according to any one of the embodiments of the first aspect, when the ship starts, the wave-suppressing plate 20 can suppress the upward rolling wake generated by the propeller rotation, thereby reducing the resistance of the wake wave to the propeller rotation, effectively improving the propeller's propulsion efficiency, and ultimately improving the ship's travel efficiency.

[0045] The embodiments of the present utility model have been described in detail above with reference to the accompanying drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model.

Claims

1. A wave-compressible hull structure, characterized in that, include: The hull includes a stern plate and a ship's body, the stern plate being located at the stern of the ship's body, and the bottom of the ship's body having a propeller tunnel; as well as A wave deflector is disposed on the stern seal plate and located at the tail end of the propeller tunnel. Part of the wave deflector overlaps with the stern seal plate, and another part of the wave deflector is located at the tail end of the propeller tunnel.

2. The wave-compressible hull structure according to claim 1, characterized in that, The lower edge of the wave-shock plate is contoured to the shape of the propeller tunnel.

3. The wave-compressible hull structure according to claim 1, characterized in that, The position of the wave deflector corresponding to the stern sealing plate is adjustable. The wave deflector is set on the stern sealing plate by an adjusting component, and the position of the wave deflector can be adjusted in the vertical direction.

4. The wave-compressible hull structure according to claim 3, characterized in that, The wave deflector has multiple positioning holes arranged in an array. The adjusting component is a locking bolt, which fixes the position of the wave deflector through the positioning holes.

5. A wave-compressible hull structure according to claim 3, characterized in that, The wave deflector has multiple waist-shaped holes, the length of which extends vertically, and the multiple waist-shaped holes are evenly distributed on the wave deflector.

6. A ship, characterized in that, Including the wave-compressible hull structure as described in any one of claims 1 to 5.

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