CN109305285B - Flexible full-rotation tugboat capable of reducing drag and accelerating speed - Google Patents
Flexible full-rotation tugboat capable of reducing drag and accelerating speed Download PDFInfo
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- CN109305285B CN109305285B CN201811220349.0A CN201811220349A CN109305285B CN 109305285 B CN109305285 B CN 109305285B CN 201811220349 A CN201811220349 A CN 201811220349A CN 109305285 B CN109305285 B CN 109305285B
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- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 24
- 230000009467 reduction Effects 0.000 claims abstract description 5
- 230000007704 transition Effects 0.000 claims description 6
- 230000000694 effects Effects 0.000 abstract description 6
- 230000009286 beneficial effect Effects 0.000 abstract description 2
- 230000001965 increasing effect Effects 0.000 description 5
- 230000003028 elevating effect Effects 0.000 description 4
- 230000005484 gravity Effects 0.000 description 4
- 238000011065 in-situ storage Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 230000009194 climbing Effects 0.000 description 2
- 230000007547 defect Effects 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 230000000630 rising effect Effects 0.000 description 2
- 239000000779 smoke Substances 0.000 description 2
- 230000000007 visual effect Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 238000004873 anchoring Methods 0.000 description 1
- 230000003139 buffering effect Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000001795 light effect Effects 0.000 description 1
- 238000003032 molecular docking Methods 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
- B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
- B63B1/06—Shape of fore part
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
- B63B35/66—Tugs
Abstract
The invention discloses a flexible full-rotation tug capable of reducing drag and accelerating speed, which comprises a ship body, a deck house arranged on the ship body and a cab arranged at the top of the deck house, wherein a dragging device is arranged on the ship body, the ship body comprises a bow and a stern which is tilted backwards and is arranged in a suspending manner, the front side profile of the bow is designed into a forward-tilting S-shaped profile, a full-rotation screw propeller is arranged below the stern, a water diversion midship which is longitudinally connected from a midship to the stern is arranged at the middle position of the bottom of the ship body, a bow lifting deck and a main deck are arranged on the ship body, the bow lifting deck is 750-1400mm higher than the main deck, the deck house is arranged at the middle part of the ship body where the bow lifting deck and the main deck are connected, and the lower part of the deck is embedded into the ship body below the bow lifting deck and the main deck. The S-shaped profile with the forward inclined stem is beneficial to breaking the forward of water flow and reducing the resistance of the water flow to the ship body, so that the ship speed propelled by the same power is improved, and the effect of drag reduction and speed increase is achieved.
Description
Technical Field
The invention relates to the technical field of ships, in particular to a tug.
Background
The tugboat is a ship for dragging other ships or floating bodies, belongs to engineering ships, and the full-rotation tugboat can freely rotate in situ by 360 degrees, has flexible steering and small rotation circle, and can rotate in situ.
However, the existing full-rotation tugboat has the defects that the resistance of water flow to the ship body is high during running, the ship speed is difficult to lift, the running flexibility is seriously affected, the tugging force is not fully utilized, and further the oil consumption is high, and the operating cost is increased; the deck structure of the existing full-rotation tugboat is single, buoyancy cabins cannot be fully utilized to promote the buoyancy of the hull, the bow is heavy, the waves are easy to rise when the waves are broken, the full-rotation tugboat is only suitable for a single navigational area, and the full-rotation tugboat is difficult to adapt to various complex conditions such as shallower water depth, poor operating conditions and the like; in addition, the height of the deck house is higher, so that the overall gravity center is higher, and the sailing stability of the ship body in various running states such as routine, emergency traction and towing is seriously affected. Therefore, there is a need for improvements and optimizations for existing tugs.
Disclosure of Invention
In order to overcome the defects of the prior art, the invention provides the flexible full-rotation tugboat capable of reducing drag and accelerating speed, so as to reduce the running resistance of the tugboat and improve the sailing stability of the tugboat.
The utility model provides a flexible full-rotation tug capable of drag reduction and speed increasing, includes the hull, sets up the deck house on the hull and arranges the driver' S cabin at deck house top in, be equipped with towing gear on the hull, the hull includes bow and back perk and unsettled stern that sets up, bow front side profile designs into the S-shaped profile of forward slope, the full-rotation screw is equipped with to stern below, the longitudinal position sets up the water diversion midship that is connected from the midship to the stern longitudinal direction in the hull bottom, be equipped with bow elevating deck and main deck on the hull, bow elevating deck is higher than main deck 750-1400mm, the deck house sets up in the hull middle part of bow elevating deck and main deck junction, and its lower part is embedded into in the hull below bow elevating deck and the main deck.
Further, the cab is arranged in a polygonal shape with multiple sides transmitting light, and the width of the cab is set to be 1/5 of the total length of the ship body.
Further, the bottom of the ship body is arranged into a transverse V-shaped folded angle line shape, two sides of the ship body are in folded angle transition with two sides of the ship body, the front side of the ship body is connected with an S-shaped profile raised by the bow, and the rear side of the ship body is connected with the stern in a reversely-tilted and upwardly-suspended manner.
Further, a connecting ladder way is arranged between the bow raising deck and the main deck, and the edge of the upper part of the ship body is provided with a bulwark which is enclosed outside the bow raising deck and the main deck.
Further, scales are arranged on two sides of the middle of the ship body and on the bow and the stern, and the scales on the bow are obliquely arranged along the forward-inclined S-shaped profile.
The beneficial effects of the invention are as follows: the ship bow is in an upward-lifting state relative to the water surface through the S-shaped outline of forward inclination, so that the forward-pressing action on the water surface is generated in the area where the front side of the ship bow is contacted with the water surface, the resistance of water flow to the ship body is reduced, the ship speed under the same power pushing is improved, the drag reduction and speed increasing effects are achieved, the maneuvering flexibility is improved, the dragging force of the ship is more fully utilized, the oil consumption is reduced, and the running cost is saved; the buoyancy cabin space below the bow raising deck is greatly expanded through the raising structure of the bow raising deck, so that the buoyancy of the ship body is greatly increased, a buzzing-like ship bow light effect is also created, the ship bow in the advancing process is in a raising state, the wave raising condition during wave breaking navigation is reduced, and the ship bow can be better adapted to various complex conditions such as shallower water depth, poor operating conditions and the like; in addition, through the semi-hidden type deck house structure, the height of the deck house is effectively controlled, the overall gravity center is reduced, the stability of the ship body is improved, the buoyancy reserve space caused by the rising of the bow rising deck is greatly improved, and the sailing stability of the tugboat in various running states including conventional, emergency traction, tugboat and the like is remarkably improved.
Drawings
FIG. 1 is a schematic diagram of the overall structure of the present invention;
fig. 2 is a schematic view of the front side view angle structure of the present invention.
Detailed Description
The technical scheme of the invention is further described below with reference to the accompanying drawings:
referring to fig. 1 to 2, the flexible full-rotation tug capable of reducing drag and accelerating speed of the present invention comprises a hull 10, a deck house 20 arranged on the hull 10 and a cab 30 arranged at the top of the deck house 20, wherein a towing device is arranged on the hull 10, the hull 10 comprises a bow 11 at the front side and a stern 12 which is connected with the bow and is suspended in the air, a water diversion midship 13 which is longitudinally connected from the midship to the stern 12 is arranged at the middle longitudinal position of the bottom of the hull 10, the front side profile of the bow 11 is designed into a forward-inclined S-shaped profile, a full-rotation screw propeller 40 is arranged below the stern 12, and the lower side of the full-rotation screw propeller is in curve smooth transition to the bottom of the hull 10, the full-rotation propeller 40 is used as the power of the ship body 10 to push the ship body 10 to move in multiple directions, turn or keep the ship position in situ, so that other ships are pulled to travel through the towing device on the ship body 10, the front side of the bow 11 is forward inclined S-shaped profile to be in an upward state relative to the water surface, the forward water flow is broken, the forward flying effect is improved, a forward pressure action on the water surface is generated in the area where the front side of the bow 11 is contacted with the water surface, the resistance of the water flow to the ship body 10 is reduced, the ship speed under the same power is improved, the drag reduction and speed acceleration effects are achieved, the towing force is more fully utilized, the oil consumption is reduced, and the running cost is saved; the backward warping suspension structure of the stern 12 is convenient for installing the full-rotation propeller 40, ensures the draft requirement thereof, can effectively reduce the transverse resistance of the ship body 10, improves the rotation efficiency, ensures that the ship is more flexible and convenient to operate, is more suitable for port service with complex shallow water and seabed conditions, is convenient for adapting to various operation airlines such as inland rivers, ports, sea areas and the like, and ensures that the thrust of the full-rotation propeller 40 and the ship body 10 form optimal fit, thereby reducing the drag loss and more effectively exerting the drag thereof. In addition, the two sides of the ship body 10 are also provided with curve-shaped smooth transition, so that the ship body has transverse hydraulic power and also improves the longitudinal water removal efficiency.
In this embodiment, the hull 10 is provided with a bow raising deck and a main deck, wherein the bow raising deck and the main deck occupy 1/3 and 2/3 of the length of the upper side of the hull 10 respectively, and the bow raising deck is 750-1400mm higher than the main deck, and in particular, in the embodiment, the height difference of the bow raising deck and the main deck is 1000mm, namely 1 meter, so that the buoyancy cabin space below the bow raising deck is greatly expanded, the buoyancy of the hull 10 is greatly increased, a "buzzer" effect of the ship bow 11 is created, the ship bow 11 in a raised state in the running process is reduced, the condition of the upper waves in the process of wave breaking is reduced, and a companion platform with proper height is formed. In order to facilitate the passage between the bow raising deck and the main deck, a connecting ladder way is arranged between the bow raising deck and the main deck at two sides of the deckhouse 20 so as to facilitate the passage, and the upper edge of the hull 10 is provided with a bulwark 16 surrounding the bow raising deck and the main deck so as to improve the safety of the movement on the bow raising deck and the main deck, and meanwhile, the water wave can be effectively blocked, and the water wave entering the bow raising deck and the main deck is reduced. In particular, the towing means comprises a winch 14 fixed in the middle of the bow raising deck, which winch 14 can be used to release the vessel anchor and cable for anchoring for towing vessel docking or for towing a streamer, and a towing hook 15 fixed on the main deck, which towing hook 15 can tow the vessel or the marine buoy.
In addition, the deckhouse 20 is arranged in the middle of the ship body 10 at the joint of the bow raising deck and the main deck, and the lower part of the deckhouse 20 is embedded into the ship body 10 below the bow raising deck and the main deck, so that the deckhouse 20 is semi-hidden and hidden in the ship body 10, the height of the deckhouse 20 is effectively controlled, hidden danger caused by overhigh deckhouse is eliminated, the integral center of gravity is reduced, the stability of the ship body 10 is improved, and the sailing stability of the tugboat in various running states including conventional, emergency traction, tugboat and the like is remarkably improved by combining the great improvement of buoyancy reserve space caused by the bow raising deck. Specifically, in this embodiment, the overall length of the hull 10 may be set to 30 meters, the profile width to 12 meters, the profile depth to 5.5 meters, the design draft to 3.6 meters, the distance from the front wall of the deckhouse 20 to the front column position of the stern 11 to 8000mm (i.e., 8 meters), and the distance from the rear wall to the tail end of the stern 12 to 10000mm (i.e., 10 meters), so as to ensure that enough anchor areas remain on the bow-raising deck, enough cargo or working areas are provided on the main deck, and living matching of crews is satisfied; meanwhile, the two side walls of the deckhouse 20 are left with channels with the width of 1300mm from the side of the ship body 10, so that the width and the roll angle of the channels at the two sides of the deckhouse 20 are ensured. After the deckhouse 20 is set, the chimney 24 of the tugboat extends from the upper part of the rear side of the deckhouse and is obliquely set towards the rear upper part so as to discharge smoke towards the rear upper part, thereby avoiding the influence of the smoke discharge on the activity on the main deck, and simultaneously, the tugboat is matched with the fan to achieve the optimal air suction and exhaust effect.
Further, the cab 30 is configured in a polygonal shape with multiple transparent surfaces, the width of the cab is 1/5 of the total length of the ship 10, so that the cab is more exquisite and compact, is more coordinated with the whole ship, reduces the windward area, and combines the submerged deck house 20 to reduce the center of gravity, thereby effectively reducing wind resistance, further improving the ship speed, facilitating the operation, ensuring the wider visual field of the cab 30 with multiple transparent surfaces, fully ensuring the visual field of the cab 30 under the conditions of sailing, towing, pushing and the like, facilitating the real-time observation of the collision situation around, avoiding the mutual collision between two ships caused by rolling when the ship is accompanied with towing service for a large ship, ensuring the towing and pushing service to be safer, and effectively improving the operation safety.
Further, the bottom of the hull 10 is arranged in a transverse V-shaped angle line shape, two sides of the hull are in angle transition with two sides of the hull 10, the front side is connected with the S-shaped profile of the ship bow 11, and the rear side is in reverse tilting and hanging connection with the stern 12. Through the structure, the tugboat has excellent transverse overturning moment, so that the transverse stability of the tugboat can be effectively improved, and the sailing stability and the maneuvering performance are further ensured. Specifically, the V-shaped angle of the bottom of the hull 10 is set at 166 ° and transitions with the two-sided angle at 500mm ascent to the two sides of the hull 10 to ensure the running water and speed requirements of the bottom of the hull 10.
Further, scales 18 are arranged on both sides of the middle part of the ship body 10 and on the bow 11 and the stern 12, and the scales 18 on the bow 11 are obliquely arranged along the forward-inclined S-shaped outline of the ship body so as to observe the draft condition of the tugboat.
Further, an anti-collision fender 17 is arranged on the outer side of the ship body 10 corresponding to the bow raising deck and the main deck, so that the ship body 10 is prevented from being damaged by collision and buffering.
Further, an inclined ladder 21 is arranged between the top of the deck house 20 and the bow raising deck, a railing 22 surrounding the outer side of the cab 30 is arranged at the edge of the inclined ladder 21, a climbing opening is reserved at the railing 22, the top of the deck house 20 can be conveniently raised from the bow through the inclined ladder 21 through the climbing opening so as to enter the cab 30, and the railing 22 improves the safety performance of the tugboat. In addition, the top of the cab 30 is provided with a mast 31, and the mast 31 is provided with a radar 32 and a loudspeaker 33, and can be used for mounting banners, navigation lights and other facilities so as to be convenient for transmitting signals and communication.
Further, the deckhouse 20 is provided with a hatch door 23, the lower edge of the hatch door 23 is higher than the main deck, and a stair is arranged between the inner side of the hatch door 23 and the bottom of the deckhouse 20, and water falling onto the main deck can be prevented from entering the deckhouse 20 by setting the lower edge of the hatch door 23 higher than the main deck, so that the safety and recession of the ship are maintained.
The present invention is not limited to the above embodiments, but can be implemented by any similar or identical means.
Claims (4)
1. The utility model provides a flexible full-rotation tug of speed-raising that can drag reduction, includes hull (10), setting up deck house (20) on hull (10) and places driver's cabin (30) at deck house (20) top in, be equipped with trailing device on hull (10), its characterized in that: the ship body (10) comprises a ship bow (11) and a ship stern (12) which is tilted backwards and is arranged in a suspending mode, the front side profile of the ship bow (11) is designed into a forward-tilting S-shaped profile, a full-rotation screw propeller (40) is arranged below the ship stern (12), a water diversion midship (13) which is longitudinally connected from the ship midship to the ship stern (12) is arranged at the middle position of the bottom of the ship body (10), a bow lifting deck and a main deck are arranged on the ship body (10), the bow lifting deck is 1000mm higher than the main deck, a deckhouse (20) is arranged in the middle of the ship body (10) at the joint of the bow lifting deck and the main deck, the lower portion of the deckhouse is embedded into the ship body (10) below the bow lifting deck and the main deck, the cab (30) is arranged into a polygonal light-transmitting polygonal shape with the width being 1/5 of the total length of the ship body (10).
2. The flexible full-rotation tug capable of reducing drag and accelerating speed according to claim 1, wherein: the bottom of the ship body (10) is arranged into a transverse V-shaped folded angle line shape, two sides of the ship body are in folded angle transition with two sides of the ship body (10), the front side of the ship body is connected with an S-shaped profile raised by a ship bow (11), and the rear side of the ship body is connected with a ship stern (12) in a reversely tilting and hanging mode.
3. The flexible full-rotation tug capable of reducing drag and accelerating speed according to claim 1, wherein: a connecting ladder way is arranged between the bow raising deck and the main deck, and a bulwark (16) surrounding the bow raising deck and the outside of the main deck is arranged at the edge of the upper part of the ship body (10).
4. The flexible full-rotation tug capable of reducing drag and accelerating speed according to claim 1, wherein: scales (18) are arranged on two sides of the middle of the ship body (10) and on the bow (11) and the stern (12), and the scales (18) on the bow (11) are obliquely arranged along the forward-inclined S-shaped outline.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811220349.0A CN109305285B (en) | 2018-10-19 | 2018-10-19 | Flexible full-rotation tugboat capable of reducing drag and accelerating speed |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811220349.0A CN109305285B (en) | 2018-10-19 | 2018-10-19 | Flexible full-rotation tugboat capable of reducing drag and accelerating speed |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109305285A CN109305285A (en) | 2019-02-05 |
| CN109305285B true CN109305285B (en) | 2024-03-12 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811220349.0A Active CN109305285B (en) | 2018-10-19 | 2018-10-19 | Flexible full-rotation tugboat capable of reducing drag and accelerating speed |
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| Country | Link |
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Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1253074A1 (en) * | 2001-04-27 | 2002-10-30 | Wijsmuller Engineering B.V. | Tugboat |
| CN1546351A (en) * | 2003-12-01 | 2004-11-17 | 上海港复兴船务公司 | Towboat for facilitating in shore or off shore of large ships |
| CN201305121Y (en) * | 2008-12-09 | 2009-09-09 | 江苏省镇江船厂有限责任公司 | Port full-gyration workboat |
| CN201380950Y (en) * | 2009-04-28 | 2010-01-13 | 江苏省镇江船厂有限责任公司 | Full-rotating tugboat capable of performing ice-breaking operation in harbor |
| CN201989928U (en) * | 2011-03-12 | 2011-09-28 | 广州市亚旗船舶技术开发有限公司 | Full-rotation towboat with totally-enclosed type bulwark |
| CN103587658A (en) * | 2013-11-18 | 2014-02-19 | 江苏省镇江船厂（集团）有限公司 | Full-rotation tugboat with floating oil recovery function |
| CN103587657A (en) * | 2013-11-18 | 2014-02-19 | 江苏省镇江船厂（集团）有限公司 | Multifunctional full-rotation tugboat with floating oil recovery function |
| CN206968939U (en) * | 2017-02-22 | 2018-02-06 | 江苏省镇江船厂（集团）有限公司 | Z-propeller tug cabin structure |
| CN209051552U (en) * | 2018-10-19 | 2019-07-02 | 华南造船厂（江门）有限公司 | It is a kind of can drag reduction speed-raising nimble type Z-drive tug |
-
2018
- 2018-10-19 CN CN201811220349.0A patent/CN109305285B/en active Active
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1253074A1 (en) * | 2001-04-27 | 2002-10-30 | Wijsmuller Engineering B.V. | Tugboat |
| CN1546351A (en) * | 2003-12-01 | 2004-11-17 | 上海港复兴船务公司 | Towboat for facilitating in shore or off shore of large ships |
| CN201305121Y (en) * | 2008-12-09 | 2009-09-09 | 江苏省镇江船厂有限责任公司 | Port full-gyration workboat |
| CN201380950Y (en) * | 2009-04-28 | 2010-01-13 | 江苏省镇江船厂有限责任公司 | Full-rotating tugboat capable of performing ice-breaking operation in harbor |
| CN201989928U (en) * | 2011-03-12 | 2011-09-28 | 广州市亚旗船舶技术开发有限公司 | Full-rotation towboat with totally-enclosed type bulwark |
| CN103587658A (en) * | 2013-11-18 | 2014-02-19 | 江苏省镇江船厂（集团）有限公司 | Full-rotation tugboat with floating oil recovery function |
| CN103587657A (en) * | 2013-11-18 | 2014-02-19 | 江苏省镇江船厂（集团）有限公司 | Multifunctional full-rotation tugboat with floating oil recovery function |
| CN206968939U (en) * | 2017-02-22 | 2018-02-06 | 江苏省镇江船厂（集团）有限公司 | Z-propeller tug cabin structure |
| CN209051552U (en) * | 2018-10-19 | 2019-07-02 | 华南造船厂（江门）有限公司 | It is a kind of can drag reduction speed-raising nimble type Z-drive tug |
Non-Patent Citations (1)
| Title |
|---|
| 42m拖网渔船船体结构疲劳强度评估;杨高胜;中国优秀硕士学位论文全文数据库农业科技辑(第10期);第46-47页第4.3.2节结构整体布置概述 * |
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| CN109305285A (en) | 2019-02-05 |
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