Cargo roll-on ship with rotor sail

Abstract

The application belongs to the technical field of roll-on / roll-off ships, and relates to a roll-on / roll-off ship with rotor sails. The roll-on / roll-off ship comprises a roll-on / roll-off ship body, a top deck is arranged at the top of the roll-on / roll-off ship body, a main deck is arranged in the roll-on / roll-off ship body, and a cargo hold is formed between the top deck and the main deck, wherein a plurality of rotor sails are arranged at the outer circumferential edge of the upper end of the top deck; a movable deck is arranged in the cargo hold, the movable deck comprises a plurality of independent pieces arranged side by side, and a driving device for driving the independent pieces to lift and adjust is arranged in the cargo hold. The roll-on / roll-off ship with rotor sails and the lift-adjustable movable deck can reduce fuel consumption and improve the utilization rate of the deck space of the roll-on / roll-off ship.

Description

Technical Field

[0001] This application belongs to the field of cargo roll-on / roll-off ship technology, and more specifically, relates to a cargo roll-on / roll-off ship with a rotor sail. Background Technology

[0002] A ro-ro cargo ship is a specialized vessel designed for transporting wheeled cargo. Its core feature is a retractable ramp structure, allowing cargo (such as motor vehicles, container trailers, and construction machinery) to be directly rolled onto and off the ship using its own wheels or traction equipment, significantly simplifying loading and unloading processes and shortening operation time. The deck of this type of vessel is the core load-bearing and operational area. It must not only meet the weight-bearing requirements of the cargo but also reserve sufficient space for cargo movement, positioning, and the arrangement of the ship's own equipment. The utilization rate and functional flexibility of the deck space directly affect the transportation efficiency and economy of the ro-ro cargo ship.

[0003] With the development of ship energy-saving technologies, some users hope to install auxiliary propulsion systems on the deck to reduce fuel consumption. However, common auxiliary propulsion systems such as folding sails are bulky, which reduces the effective deck area available for cargo stacking or vehicle passage, thus limiting the loading capacity of ro-ro ships. In addition, the decks of traditional ro-ro ships are mostly designed with a fixed height, and their vertical space cannot be flexibly adjusted according to the height of the cargo. When transporting cargo with a low height, the space above the deck is idle, resulting in wasted vertical space. When transporting oversized cargo (such as large construction machinery and special vehicles), the fixed deck height cannot meet the loading requirements, and additional transportation plans need to be adjusted (such as splitting cargo or changing transport vessels), which not only increases transportation costs but also reduces the transport adaptability and market competitiveness of ro-ro ships. Utility Model Content

[0004] In view of the deficiencies or improvement needs of the prior art, this application provides a ro-ro cargo ship with a rotor sail, which aims to improve the utilization rate of the deck space of the ro-ro cargo ship and reduce fuel consumption.

[0005] This application provides a ro-ro cargo ship with a rotor sail, comprising a ro-ro cargo ship body, a top deck at the top of the ro-ro cargo ship body, a main deck inside the ro-ro cargo ship body, and a cargo hold formed between the top deck and the main deck, wherein: Several rotor sails are provided at the upper outer periphery of the top deck; The cargo hold is equipped with a movable deck, which includes multiple independent panels arranged side by side. The cargo hold is also equipped with a drive device for adjusting the lifting and lowering of the independent panels.

[0006] As a further preferred embodiment, the rotor sails are provided in six sections, which are respectively located on both sides of the stern, both sides of the midship and both sides of the bow of the cargo roll-on / roll-off vessel.

[0007] As a further preferred embodiment, multiple driving devices are provided, each corresponding to one of the multiple independent plates. Each driving device includes a suspension rope, a guide mechanism, and a hydraulic telescopic mechanism, wherein: The suspension ropes are provided in multiple ways. One end of each suspension rope is connected to an independent plate, and the other end is guided by the guide mechanism and converges to the movable end of the hydraulic telescopic mechanism. The fixed end of the hydraulic telescopic mechanism is connected to the top deck, and the movable end of the hydraulic telescopic mechanism can move relative to the fixed end to pull the hoisting rope to drive the independent plate to rise and fall.

[0008] As a further preferred embodiment, the movable end of the hydraulic telescopic mechanism is connected to a guide wheel, the hoisting rope is wound around the outer periphery of the guide wheel, and the end of the hoisting rope away from the independent plate is connected to the top deck in an anti-detachment manner.

[0009] As a further preferred embodiment, the lower end of the top deck is connected to a limiting seat with perforations, and the end of the hoisting rope away from the independent plate passes through the perforations into the limiting seat and is connected to an anti-detachment structure to prevent the hoisting rope from detaching from the limiting seat.

[0010] As a further preferred embodiment, the stern of the cargo roll-on / roll-off vessel is hinged with a rotatable and adjustable stern ramp.

[0011] As a further preferred embodiment, the stern of the cargo roll-on / roll-off vessel is equipped with a propulsion device fueled by methanol and / or diesel.

[0012] As a further preferred embodiment, the bow of the ro-ro ship is provided with several side thrusters for providing steering force to the ro-ro ship.

[0013] As a further preferred embodiment, the midship section of the ro-ro ship is provided with an anti-roll device for suppressing the roll of the ro-ro ship.

[0014] As a further preferred option, the cargo hold is a through cargo hold.

[0015] In summary, compared with the prior art, the technical solutions conceived in this application have the following main technical advantages: 1. This ro-ro cargo ship employs rotor sail-assisted propulsion. By arranging the rotor sails along the outer perimeter of the top deck, the core operating area amidships is effectively avoided. This ensures the sails have full wind access while preventing them from occupying central deck space, achieving compatibility between wind energy utilization and deck functionality. Simultaneously, the inclusion of movable decks within the cargo hold allows for flexible allocation of vertical space based on cargo height, improving the deck space utilization rate of the ro-ro ship.

[0016] 2. This ro-ro cargo ship can use methanol as fuel to reduce carbon emissions. In addition, two anti-heeling devices are installed amidships to suppress deviation of the ship's course and ensure smooth operation of the ro-ro cargo ship. Attached Figure Description

[0017] Figure 1 This is a front view of a cargo roll-on / roll-off ship with a rotor sail provided in an embodiment of this application; Figure 2 This is a top view of a cargo roll-on / roll-off ship with a rotor sail provided in an embodiment of this application; Figure 3 This is a layout diagram of the internal movable deck of a ro-ro cargo ship provided in an embodiment of this application; Figure 4 This is a cross-sectional view of a ro-ro cargo ship provided in an embodiment of this application; Figure 5 This is a partial arrangement diagram of the lifting points on the bottom surface of the top deck provided in an embodiment of this application; Figure 6 This is a schematic diagram of the driving device provided in the embodiments of this application; Figure 7 This is a layout diagram of the hydraulic telescopic mechanism, fixed pulley, and lifting rope provided in the embodiments of this application; Figure 8 This is a diagram showing the position adjustment status of the active deck provided in an embodiment of this application.

[0018] In all the accompanying drawings, the same reference numerals are used to denote the same elements or structures, wherein: 1. Cargo roll-on / roll-off vessel hull; 2. Top deck; 3. Main deck; 4. Cargo hold; 5. Rotary sail; 6. Independent hull; 7. Lifting rope; 8. Guiding mechanism; 9. Hydraulic telescopic mechanism; 9-1. Movable end; 9-2. Fixed end; 10. Limiting block; 11. Guide wheel; 12. Limiting seat; 13. Anti-detachment structure; 14. Stern ramp; 15. Propulsion device; 16. Side thruster; 17. Anti-heeling device; 18. Fixed pulley. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0020] The following is in conjunction with the appendix Figures 1-8 This application will be described in further detail.

[0021] This application discloses a cargo roll-on / roll-off ship with a rotor sail. (See also...) Figures 1-3The ro-ro cargo ship with rotor sails includes a cargo ship body 1, a top deck 2 on the top of the cargo ship body 1, a main deck 3 inside the cargo ship body 1, and a cargo hold 4 formed between the top deck 2 and the main deck 3. Several rotor sails 5 are provided at the upper outer periphery of the top deck 2. The cargo hold 4 is provided with a movable deck, which includes multiple independent plates 6 arranged side by side. The cargo hold 4 is provided with a drive device for adjusting the lifting and lowering of the independent plates 6.

[0022] In this design, the rotor sail 5 on the outer edge of the upper part of the top deck 2 can directly capture wind energy and convert it into ship propulsion, thereby reducing the ship's energy consumption. By arranging the rotor sail 5 on the outer edge, the core operating area amidships of the top deck 2 can be effectively avoided, ensuring that the sail can fully contact the wind while avoiding occupying the central deck space, thus achieving compatibility between wind energy utilization and deck function. In addition, the drive device can drive the movable deck to rise and fall, allowing the vertical space in the cargo hold 4 to be flexibly allocated according to the cargo height, which is beneficial to improving the deck space utilization rate of the ro-ro ship.

[0023] Furthermore, in some embodiments, the ro-ro cargo ship is approximately 167 meters long, 23.4 meters wide, 8.5 meters deep, with a structural draft of 6 meters and a deadweight tonnage of approximately 4,500 tons. Below the main deck 3, from stern to bow, along the length of the ship, are sequentially designed a 10.4-meter-long steering gear room, port and starboard No. 1 ballast water tanks, a 40.8-meter-long main engine room, a 93.6-meter-long liquid tank, empty compartments, working compartments, and a 22.8-meter-long bow area.

[0024] Furthermore, in some embodiments, the top deck 2, from stern to bow, is mainly designed with the following: stern anchorage area, funnel, equipment control room, midships mooring area, upper-level living quarters and wheelhouse, manifold area, and bow anchorage area.

[0025] Furthermore, such as Figure 2 In some embodiments, six rotor sails 5 are provided, respectively located on both sides of the stern, both sides of the midships, and both sides of the bow of the ro-ro ship hull 1; that is, rotor sails 5 are symmetrically arranged on the left and right sides of the stern, midships, and bow of the top deck 2, in order to maximize the use of wind power and reduce carbon emissions. The base of the rotor sails 5 is integrated with the bow, stern, and side lines of the hull.

[0026] Furthermore, in some embodiments, the main deck 3 of the ro-ro ship hull 1 is used for transporting ro-ro cargo, including special cargo, automobiles, trailers, container trailers, and heavy cargo ro-ro equipment. The cargo holds 4 in the ro-ro ship are longitudinally continuous cargo holds without supporting structures, and the entire cargo hold area has the same clearance height. When transporting cargo, some special cargo can be arranged separately on the main deck 3 and the movable deck, and some special components can be transported to the main deck 3 and the movable deck by towing trucks and trailers. All cargo is properly secured according to specifications to ensure safety and reliability during navigation.

[0027] Furthermore, such as Figure 3 As shown, in some embodiments, the movable deck consists of ten independent segments 6, and multiple drive devices are provided, each corresponding to one of the multiple independent segments 6. The drive devices are preferably located below the top deck 2, and the drive devices are preferably hydraulic devices.

[0028] As a preferred option, such as Figures 4-7 As shown, in some embodiments, the drive device includes a hoisting rope 7, a guide mechanism 8, and a hydraulic telescopic mechanism 9. Multiple hoisting ropes 7 are provided, one end of each rope 7 is connected to an independent plate 6, and the other end is guided by the guide mechanism 8 and converges to the movable end 9-1 of the hydraulic telescopic mechanism 9; the fixed end 9-2 of the hydraulic telescopic mechanism 9 is connected to the top deck 2 (the connection point is approximately located at...). Figure 5 (at mark b in the diagram), the movable end 9-1 of the hydraulic telescopic mechanism 9 can move relative to the fixed end 9-2 to pull the suspension rope 7 to drive the independent plate 6 to rise and fall.

[0029] The hoisting ropes 7 are preferably steel wire ropes, with four hoisting ropes 7 installed at each independent section 6, and the four hoisting ropes 7 are connected at the four corners of the independent section 6. The guiding mechanism 8 is preferably a pulley system, including multiple fixed pulleys 18 installed at the bottom of the main deck 3 (some connection points are approximately located at...). Figure 5 (marked at point a in the diagram). The wire rope is guided from the vertical direction to the horizontal direction via the fixed pulley 18, and then guided to the hydraulic telescopic mechanism 9, so that the hydraulic telescopic mechanism 9 can connect to the independent plates 6.

[0030] In actual use, each drive unit can be operated individually, or several drive units can be operated simultaneously (depending on specific operational needs). The extension and retraction of the wire rope is achieved through the extension and retraction of the hydraulic telescopic mechanism 9 (such as a telescopic rod) within the drive unit, thereby controlling the vertical movement of the independent sections 6 on the movable deck. Generally, the specific locations of each hoisting point need to be determined based on the specific dimensions of the sections. To ensure hull stability, a reinforcing structure (such as stiffening plates) should be installed at the bottom of the top deck 2, and a side reinforcing structure should be installed on the sides of ro-ro cargo ships.

[0031] Furthermore, in some embodiments, such as Figure 7As shown, the movable end 9-1 of the hydraulic telescopic mechanism 9 is connected to a guide wheel 11, and the suspension rope 7 is wound around the outer periphery of the guide wheel 11. The end of the suspension rope 7 away from the independent plate 6 is connected to the top deck 2 in an anti-detachment manner. In this design, the guide wheel 11 acts as a movable pulley, thereby significantly reducing the load pressure on the hydraulic telescopic mechanism 9 and improving the driving efficiency and structural stability. Similarly, in some embodiments, the suspension rope 7 can be guided by a guide mechanism 8 containing a fixed pulley 18 and a movable pulley before being connected to the independent plate 6.

[0032] Furthermore, such as Figure 7 As shown, the lower end of the top deck 2 is connected to a perforated limiting seat 12. The end of the hoisting rope 7 away from the independent piece 6 passes through the perforation through the limiting seat 12 and is connected to an anti-detachment structure 13 to prevent the hoisting rope 7 from detaching from the limiting seat 12. That is, the anti-detachment structure 13 cannot pass through the perforation.

[0033] With this design, the anti-detachment structure 13 ensures that the end of the suspension rope 7 away from the independent plate 6 has a certain amount of room for movement, but it will not detach from the limiting seat 12. This allows for a certain adjustment buffer when the hydraulic telescopic mechanism 9 pulls the suspension rope 7 to adjust the independent plate 6. Of course, in some other embodiments, the movable end 9-1 of the hydraulic telescopic mechanism 9 may not have a guide wheel 11 and may instead be directly connected and fixed to the suspension rope 7.

[0034] Furthermore, in some embodiments, the sidewall of the hull is provided with multiple mounting slots, and a limiting mechanism is provided within each mounting slot. The limiting mechanism includes a limiting block 10 and a hydraulic drive device. The hydraulic drive device can drive the limiting block 10 to move, causing it to protrude from the mounting slot to support the independent piece 6, and also causing it to retract into the mounting slot to prevent vertical adjustment of the independent piece 6. Once the independent piece 6 reaches a predetermined position on the movable deck, it is supported by the limiting block 10.

[0035] In some specific embodiments, the limiting mechanism is provided in three sets along the height direction on the side wall of the cabin, so that the movable deck has two working positions and one storage position, thereby providing different loading space heights and transporting goods of different sizes (heights). Figure 8 Images (A) and (B) show two work positions on the active deck. Figure 8 (C) in the image shows the storage compartments of the active deck.

[0036] Furthermore, such as Figure 1As shown, in some embodiments, the stern of the ship is provided with an open web structure, and a rotatable and adjustable stern ramp 14 is installed on the stern via a hinge shaft. The stern ramp 14 is a watertight structure, and the watertightness and weathertightness between the stern ramp 14 and the ro-ro ship body 1 are achieved by the compression of rubber installed on the ro-ro ship body 1 and pressure bars (preferably stainless steel) on the stern ramp 14; the rubber is fixed by a sufficient number of clamping devices, and the pressure bars are hydraulically driven to achieve integrated automated operation. The operating cylinder is arranged on the outside of the stern ramp 14 and is integrally embedded in the stern of the ro-ro ship. When the stern ramp 14 is closed, the hydraulic and mechanical components are located inside the hull, achieving good protection for the hydraulic and mechanical components and avoiding the influence of the external environment.

[0037] The hydraulic components mentioned above include cylinders, pipes, valves, etc. Related mechanical components include hinges, clamping devices, etc. The arrangement of the hydraulic and mechanical components should facilitate the replacement of hydraulic cylinders and mechanical equipment. When the stern ramp 14 is deployed, it should ensure the smooth entry of roll-on / roll-off cargo, the ramp should meet the requirements for the transfer and passage of roll-on / roll-off cargo, and it should have lateral flexibility. During the loading and unloading of special cargo components, the stern ramp 14 should be able to maintain a specific tilt angle without rising or falling, and operate smoothly within the specified height.

[0038] Furthermore, such as Figure 1 As shown, in some embodiments, the stern of the ro-ro cargo ship hull 1 is equipped with a propulsion unit 15 fueled by methanol and / or diesel. In some specific embodiments, the propulsion unit 15 includes two medium-speed main engines mounted on the ro-ro cargo ship hull 1. The medium-speed main engines are connected to the propulsion shaft via a reduction gearbox, and the propulsion shaft is then connected to an adjustable pitch propeller. Each reduction gearbox is equipped with a PTO / PTI shaft-driven generator. In addition, the ship also has two auxiliary diesel generator sets and two tunnel-type bow thrusters (as auxiliary engines).

[0039] The medium-speed main engine can use either methanol or diesel fuel (i.e., a medium-speed methanol dual-fuel main engine). Below the main deck (3rd deck), there is a second deck containing fuel oil storage tanks and methanol storage tanks. Surrounding these are fuel oil day tanks, fuel oil settling tanks, fuel oil preparation rooms, fuel oil overflow tanks, and methanol day tanks and methanol preparation rooms. Processed methanol fuel is transported to the medium-speed main engine via piping. The fuel oil and methanol compartments are arranged along the length of the ship. Considering the empty ship's center of gravity, the center of gravity and center of buoyancy are nearly aligned when the ship is fully loaded, eliminating the need for ballast water to adjust the ship's trim.

[0040] Furthermore, such as Figure 1As shown, in some embodiments, the bow of the ro-ro ship body 1 is provided with a plurality of side thrusters 16 for providing steering force to the ro-ro ship. Preferably, two sets of side thrusters 16 are provided, each side thruster 16 including a side thrust cylinder, a thruster and a propeller. The side thrust cylinder is installed on the side wall of the ro-ro ship body 1, and the thruster is installed in the side thrust cylinder for driving the propeller to rotate.

[0041] Preferably, each thruster has a power of at least 750 kW, and the propeller is a variable pitch propeller, providing additional steering force to the vessel, assisting in berthing and unberthing, turning, and other maneuvers, thus improving flexibility and safety. The design of the side thruster cylinder opening and the thruster diameter and arrangement in the side thruster unit 16 are optimized to improve hydrodynamic characteristics during navigation and maximize thrust, based on recommendations from equipment manufacturers and tank tests. The bow thrusters are remotely controlled via the control room and bridge. All hinges and bolts are made of stainless steel.

[0042] Furthermore, such as Figure 1 As shown, in some embodiments, the midship section of the ro-ro ship hull 1 is provided with an anti-roll device 17 for suppressing the roll of the ro-ro ship. Specifically, the anti-roll device 17 includes anti-roll tanks symmetrically arranged in the midship section below the second deck.

[0043] By incorporating anti-roll tanks, counteracting forces are generated to offset wave moments and compensate for the effects of cargo loading and unloading activities. Simultaneously, this design enables the ro-ro ship to compensate for an angle of inclination of approximately 3 degrees under design conditions, significantly reducing ship roll and improving comfort and safety during navigation. More preferably, the anti-roll device 17 is equipped with a tilt meter, which can be remotely controlled automatically and manually from the control room and bridge.

[0044] Furthermore, in some embodiments, the living quarters of the ro-ro cargo ship are arranged on the top deck 2, and include crew cabins, crew common areas, and service and technical areas. Crew common areas include a dining room, recreation room, activity room, and gymnasium. Service and technical areas include ship offices, generator control room, power distribution room, engine room, cargo control room, conference room, galley, dry food storage and cold storage room, laundry room, changing room, storage room and lockers, and fire control station.

[0045] Under this design scheme, using the above-described layout, the cargo roll-on / roll-off vessel, in a horizontal floating state with a design draft of 6 meters, has a carrying capacity of approximately 4400 tons. In particular, this designed cargo roll-on / roll-off vessel has at least the following significant advantages: 1. Cargo hold 4 is located between the main deck 3 and the top deck 2. Cargo hold 4 is a long, through-flow cargo hold without pillars, approximately 144 meters long and with an area of ​​approximately 2600 square meters. A movable deck is located between the main deck 3 and the top deck 2, with two working positions and one storage position. When stored below the top deck 2, the clearance between the main deck 3 and the movable deck is no less than 11 meters. A ramp connects the main deck 3 and the movable deck. The movable deck is 6 meters wide and approximately 56 meters long.

[0046] 2. This ship is equipped with six 35x5 meter rotor sails, resulting in significant energy savings. On the planned route, at the design draft and design speed, fuel consumption is reduced by approximately 40%. In addition, this cargo ro-ro ship is equipped with two medium-speed methanol dual-fuel main engines, and the auxiliary engines also use methanol dual fuel. When using methanol fuel, carbon dioxide emissions can be reduced by approximately 7%.

[0047] 3. The vessel is equipped with two sets of anti-heeling devices 17 amidships, which can suppress deviation of the vessel's course.

[0048] It should be noted that methanol contains no sulfur; therefore, the sulfur oxide (SOx) emissions (from pilot fuel) of methanol-fueled engines can be reduced by 99% compared to diesel engines (which use heavy fuel oil), effectively meeting the requirements of IMO emission control areas and China's three major shipboard SOx emission control areas. Regarding nitrogen oxide (NOx) emissions, methanol-fueled engines easily meet IMO Tier 2 and domestic and international NOx emission requirements. From the perspective of operational vessels, methanol-fueled ships have undergone years of commercial application testing and possess the capability for market development.

[0049] It's important to understand that rotary sails, also known as vortex sails, vortex propulsion sails, wind-powered rotors, Magnus vortexes, Flettner rotors, etc., are a lesser-known wind-powered propulsion technology for ships, distinct from traditional rigid wing sails. Unlike traditional sails, which resemble upright circular "chimneys" on a ship, rotary sails generate a force perpendicular to the wind direction by driving the cylinders to rotate in the wind, providing thrust for the ship. As a novel propulsion device, rotary sails can adjust their rotation speed according to wind direction to fully utilize wind power. Compared to traditional ship sails, they have a simpler structure, occupy less deck space, are less affected by severe wind conditions, and are most effective against crosswinds. In simple terms, rotary sails use an electric motor to drive the cylinders to rotate, increasing the air pressure on the side rotating against the wind and decreasing the air pressure on the side rotating with the wind, thus generating lift perpendicular to the airflow direction. Projecting this lift onto the ship's direction of travel provides the thrust that propels the ship forward. By adjusting the rotation speed and direction of the rotating cylinder, the magnitude and direction of the force on the cylinder can be adjusted, thereby providing auxiliary thrust for the ship's forward movement.

[0050] It should be understood that expressions such as "comprising" and "may include" as used in this application indicate the existence of the disclosed functions, operations, or constituent elements, and do not limit one or more additional functions, operations, and constituent elements. In this application, terms such as "comprising" and / or "having" may be interpreted as indicating a specific characteristic, number, operation, constituent element, component, or combination thereof, but should not be interpreted as excluding the existence or possibility of adding one or more other characteristics, numbers, operations, constituent elements, components, or combinations thereof.

[0051] It should be understood that the terms “center,” “upper,” “lower,” “front,” “rear,” “left,” “right,” “vertical,” “horizontal,” “inner,” “outer,” “clockwise,” “counterclockwise,” “axial,” “radial,” and “circumferential” indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used 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. Therefore, they should not be construed as limitations on this application.

[0052] Furthermore, the terms "first" and "second" are used 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 as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0053] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0054] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A cargo roll-on / roll-off vessel with a rotor sail, characterized in that, The vessel includes a ro-ro ship body (1), a top deck (2) on top of the ro-ro ship body (1), a main deck (3) inside the ro-ro ship body (1), and a cargo hold (4) formed between the top deck (2) and the main deck (3), wherein: Several rotor sails (5) are provided at the upper outer periphery of the top deck (2); The cargo hold (4) is provided with a movable deck, which includes multiple independent plates (6) arranged side by side. The cargo hold (4) is provided with a drive device for driving the independent plates (6) to rise and fall.

2. The cargo roll-on / roll-off vessel as described in claim 1, characterized in that, The rotor sails (5) are provided in six units, which are located on both sides of the stern, both sides of the midship and both sides of the bow of the cargo roll ship body (1).

3. The roll-on / roll-off cargo ship as described in claim 1, characterized in that, Multiple drive devices are provided, each corresponding to one of the multiple independent plates (6). Each drive device includes a suspension rope (7), a guide mechanism (8), and a hydraulic telescopic mechanism (9), wherein: Multiple suspension ropes (7) are provided. One end of each suspension rope (7) is connected to an independent plate (6), and the other end is guided by the guide mechanism (8) and converges to the movable end (9-1) of the hydraulic telescopic mechanism (9). The fixed end (9-2) of the hydraulic telescopic mechanism (9) is connected to the top deck (2), and its movable end (9-1) can move relative to the fixed end (9-2) to pull the hoisting rope (7) to drive the independent plate (6) to rise and fall.

4. The roll-on / roll-off cargo ship as described in claim 3, characterized in that, The movable end (9-1) of the hydraulic telescopic mechanism (9) is connected to a guide wheel (11), and the hoisting rope (7) is wrapped around the outer periphery of the guide wheel (11). The end of the hoisting rope (7) away from the independent plate (6) is connected to the top deck (2) in an anti-detachment manner.

5. The roll-on / roll-off cargo ship as described in claim 4, characterized in that, The lower end of the top deck (2) is connected to a perforated limiting seat (12). The end of the hoisting rope (7) away from the independent piece (6) passes through the perforation into the limiting seat (12) and is connected to an anti-detachment structure (13) to prevent the hoisting rope (7) from detaching from the limiting seat (12).

6. The cargo roll-on / roll-off vessel as described in any one of claims 1-5, characterized in that, The stern of the cargo roll-on / roll-off vessel body (1) is hinged with a rotatable and adjustable stern ramp (14).

7. The cargo roll-on / roll-off vessel as described in any one of claims 1-5, characterized in that, The stern of the cargo roll-on / roll-off vessel (1) is equipped with a propulsion device (15) fueled by methanol and / or diesel.

8. The cargo roll-on / roll-off vessel as described in any one of claims 1-5, characterized in that, The bow of the ro-ro ship body (1) is provided with several side thrusters (16) for providing steering force to the ro-ro ship.

9. The cargo roll-on / roll-off vessel as described in any one of claims 1-5, characterized in that, The midship section of the cargo roll vessel body (1) is provided with an anti-roll device (17) for suppressing the roll of the cargo roll vessel.

10. The cargo roll-on / roll-off vessel as described in any one of claims 1-5, characterized in that, The cargo hold (4) is a through cargo hold.

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