CN116873102A

CN116873102A - Ship bridge wing sail

Info

Publication number: CN116873102A
Application number: CN202311001306.4A
Authority: CN
Inventors: 王国强; 孙海晓; 朱冬健; 李邦华; 常凯; 孙华伟
Original assignee: Shanghai Sidarui Ship Sea Engineering Service Co ltd
Current assignee: Shanghai Sidarui Ship Sea Engineering Service Co ltd
Priority date: 2023-08-09
Filing date: 2023-08-09
Publication date: 2023-10-13

Abstract

The invention relates to a ship bridge wing sail, bridge decks around a cab extend out of bridge wings to two sides, a vertical mast is fixedly arranged between each of two bridge wings positioned at two sides of the cab and an upper deck, the upper end of the mast is rotationally connected with the lower part of the bridge wing, and the lower end of the mast is rotationally connected with the upper deck; a hard sail is fixed on the mast; the two masts are positioned on the same cross section position of the ship to form a pair; the two hard sails are positioned on the same cross section position of the ship to form a pair; the pair of masts are each driven by an independent rotary power mechanism and control the rotation angle. The invention can assist the ship to propel by wind power, is convenient to arrange, is not influenced by goods loading and unloading, does not cause sight blind areas for ship drivers, fully utilizes the space below the bridge wings, utilizes the support of the bridge wings and an upper deck structure, saves an extra structural frame required by independently erecting a sail on the ship, and ensures the energy efficiency, convenience and safety.

Description

Ship bridge wing sail

Technical Field

The invention relates to a ship sail, in particular to a ship bridge wing sail, and belongs to the technical field of ship sails.

Background

Under the environment of environmental protection, the ship design is more and more paid attention to energy conservation and emission reduction, various energy conservation and drag reduction technologies are also continuously researched and used, wherein the wind sail drag reduction is mainly arranged in a cargo hold area, is not friendly to a cargo ship, is of a separate structure, and has high cost no matter the convenience and safety of arrangement are all prohibitive to the shipper.

The existing sail solution is shown in fig. 1 (front view), basically arranged in the cargo hold area shown in fig. 2 (top view), and the vertical space occupied by the sail body is large due to the large wind area required. The sail mast is erected from the deck surface in that the top of the sail mast is not provided with a fixing mechanism, and the lower end supporting structure (shown in figure 1) of the sail is required to be particularly strong.

The bridge of the ship is provided with important monitoring, commanding and controlling equipment required by navigation of the ship such as a driving console, a driving device, a navigation instrument and the like, and the arrangement of the bridge has clear requirements in international maritime organization IMO files because of the unique and indispensable importance of the important monitoring, commanding and controlling equipment, wherein one of the important monitoring, commanding and controlling equipment is a bridge wing. No matter how wide the ship is, the IMO requires the cab bridge wing to extend to a position close to the ship width, so that a driver can conveniently watch the water surface on the ship side. Therefore, the cab bridgewing extends to the width of the ship in various dimensions, whether the cabin is wide or narrow. The space below the overhanging structure is far from the upper deck surface, and the space is not used by any energy-saving design.

To sum up, the existing sail has the technical scheme disadvantages that:

1) The sail body is basically arranged in a cargo hold area, and because a larger windward area is needed, the vertical space occupied by the sail body is large, the loading and unloading are particularly influenced, and the operation of a wharf is inconvenient.

2) The top of the sail mast is not provided with a fixing mechanism, so the sail mast is erected from the deck surface, the fixing mechanism cannot be arranged at the top, and in order to ensure that the sail mast can bear marine hurricanes, the sail mast and the lower end supporting structure are required to be particularly strong, materials are wasted, and the deck space is occupied.

3) The arrangement in the cargo space area may interfere with the line of sight of the ship's pilot, resulting in line of sight dead zones.

Disclosure of Invention

The invention aims to solve the technical problems that the ship achieves the effects of energy conservation and emission reduction by increasing the thrust through the hard sail in navigation, overcomes the defects in the prior art, provides the bridge wing sail arranged below the cab bridge wing, can be propelled by the wind power assisting ship, is convenient to arrange and install and use, is not influenced by goods to be loaded and unloaded, does not cause sight blind areas for ship drivers, fully utilizes the space below the bridge wing, utilizes the support of the bridge wing and an upper deck structure, saves an additional structural frame required by independently erecting the bridge wing on the ship, and ensures the energy efficiency, convenience and safety.

The invention adopts the following technical scheme:

the bridge deck around the cab extends out of the bridge wings towards two sides, an upright mast 2 is fixedly arranged between each of the two bridge wings positioned at two sides of the cab and the upper deck, the upper end of the mast 2 is rotationally connected with the lower part of the bridge wing, and the lower end of the mast 2 is rotationally connected with the upper deck; a hard sail 1 is fixed on the mast 2; the two masts 2 are positioned on the same cross section position of the ship to form a pair; the two hard sails 1 are positioned on the same cross section position of the ship to form a pair; the pair of masts 2 are each driven by an independent rotary power mechanism and control the rotation angle.

Preferably, a cabin is arranged below the cab, and the pair of masts 2 are positioned on two sides of the cabin.

Preferably, the cab is located at the stern and avoids the cargo compartment.

Preferably, the cab is located at the bow and avoids the cargo compartment.

Preferably, the hard sail 1 is located laterally within a wide range of the vessel.

Preferably, the hard sail 1 extends laterally beyond the span of the ship.

Preferably, the upper end of the mast 2 is rotationally connected with the lower part of the bridge wing through a rotary bearing 3, and the lower end is rotationally connected with the upper deck through a power bearing 4; the power bearing 4 is connected with a rotating power mechanism.

The invention has the beneficial effects that:

1) Is positioned below two sides of the cab and is very close to the cab, so that blind areas are not generated in the vision of a driver.

2) The pair of bridge wing sails on the port side and the starboard side can be respectively adjusted in angle, so that the wind energy is utilized to assist the ship to propel towards the target direction, and the effects of energy conservation and emission reduction are achieved.

3) The semi-enclosed space formed by the cooperation of the bridge wing sails and the ship accommodation surrounding walls improves the energy efficiency of the sails.

4) The upper end and the lower end of the bridge wing sail are fixed on the strong structure, so that the sail body can be made to be quite large, the arrangement is convenient, and the strength is ensured. And the wind sail can be extended out of the side of the ship, so that the wind boosting effect is improved.

5) The hard sails are arranged on two sides of the ship accommodation area, so that cargo piling areas are avoided, barriers are not formed when cargoes are loaded and unloaded, inconvenience is not brought to the operation of the quay crane, loading and unloading efficiency is not reduced, dock time is not prolonged, and the risk of damage to the sails due to collision when cargoes are loaded and unloaded by the dock is avoided.

6) The bridge wing sails are arranged outside the deck cargo loading range, so that the space of the cargo hold area is not occupied, and inconvenience is not brought to deck equipment and cargo arrangement.

Drawings

FIG. 1 is a simplified view of a prior art sail disposed over an upper deck.

FIG. 2 is a schematic view of a prior art sail deployment area.

FIG. 3 is a partial schematic view of the inventive ship bridge wing sail disposed between an upper deck and a floor deck.

FIG. 4 is a schematic view of the layout area in the horizontal plane of the sails of the bridge wings of the ship of the present invention.

Fig. 5 is a schematic view of the arrangement of the bridge wing sail of the present invention in a longitudinal view of the ship, wherein (a) is the case where the bridge wing sail is inside the side of the ship and (b) is the case where the bridge wing sail exceeds the side of the ship.

Fig. 6 is a schematic diagram of the layout of the bridge wing sail of the present invention in a top view, wherein (a) is the case where the bridge wing sail is inside the side of the ship and (b) is the case where the bridge wing sail exceeds the side of the ship.

Fig. 7 is a schematic view of a ship being propelled forward by wind force when the wind force is directed forward. Where (a) is the case where the bridge wing sail is inside the broadside and (b) is the case where the bridge wing sail exceeds the broadside.

FIG. 8 is a schematic view of the angular arrangement of a pair of sails when the wind is leaning forward and sideways to the left. Where (a) is the case where the bridge wing sail is inside the broadside and (b) is the case where the bridge wing sail exceeds the broadside.

FIG. 9 is a schematic view of the angular arrangement of a pair of sails with the wind facing in the left-side direction. Where (a) is the case where the bridge wing sail is inside the broadside and (b) is the case where the bridge wing sail exceeds the broadside.

FIG. 10 is a schematic view of the angular arrangement of a pair of sails when the wind is leaning backwards and sideways to the left. Where (a) is the case where the bridge wing sail is inside the broadside and (b) is the case where the bridge wing sail exceeds the broadside.

FIG. 11 is a top view of various different sails.

In the figure, 1, a hard sail, 2, a mast, 3, a rotary bearing, 4, a power bearing, 5, a sail body front panel and 6, a sail body back panel.

Detailed Description

The invention will be further described with reference to the drawings and specific examples.

The invention realizes the arrangement and installation of the bridge wing sails by means of the top, side and bottom semi-surrounding spaces formed by the bridge wings, the housing surrounding walls and the decks, and can protect and support the sails to a certain extent. The construction details are shown in fig. 3.

The arrangement of the bridge wing sails is as shown in fig. 4, and the arrangement area avoids the loading and unloading area; the marine sailing device comprises a sail mast connected with a marine bridge wing structure, wherein the upper part of the sail mast is connected with a bridge wing through a rotating bearing, the lower part of the sail mast is connected with a deck through a rotating bearing, and the mast can rotate around an axis in 360 degrees; the wind power generation device also comprises a hard sail fixed on the mast, wherein the hard sail is made of any material capable of bearing wind pressure of more than 12 grades, and is optimally made of a light high-strength material.

1-6, bridge decks around the cab extend out of the bridge wings to two sides, an upright mast 2 is fixedly arranged between each of the two bridge wings positioned at two sides of the cab and the upper deck, the upper end of the mast 2 is rotationally connected with the lower part of the bridge wing, and the lower end of the mast 2 is rotationally connected with the upper deck; a hard sail 1 is fixed on the mast 2; the two masts 2 are positioned on the same cross section position of the ship to form a pair; the two hard sails 1 are positioned on the same cross section position of the ship to form a pair; the pair of masts 2 are each driven by an independent rotary power mechanism and control the rotation angle.

The mast 2 can be used for installing the sail body 1 and supporting a top bridge wing deck, the lower end of the mast is arranged on an open-air deck surface below, the lower end of the mast is movably connected through a power bearing 4, and the upper end of the mast is movably connected through a rotating bearing 3. The lower bearing 4 is a power rotating device and can receive a rotating instruction, so that when the power bearing 4 receives a steering signal, the mast 2 can be driven to rotate to an angle given by the instruction, and the sail body is driven to rotate, so that the aim of propelling the sail is achieved.

Referring to fig. 5, below the cab is a cabin, and the pair of masts 2 are located on both sides of the cabin.

In this embodiment, see fig. 2, the cab is located at the stern and avoids the cargo compartment.

In another embodiment, the cab is located at the bow and avoids the cargo area. The figures are not shown for this.

In this embodiment, the hard sail 1 is located laterally within the breadth of the boat. As shown in fig. 5 (a).

In this embodiment, the hard sail 1 extends laterally beyond the extent of the ship's width. As shown in fig. 5 (b).

With continued reference to fig. 5, the upper end of the mast 2 is rotatably connected with the lower part of the bridge wing through a rotary bearing 3, and the lower end is rotatably connected with the upper deck through a power bearing 4; the power bearing 4 is connected with a rotating power mechanism.

Fig. 7 (a) and (b) are schematic diagrams in top view in forward direction, wherein wind blows from the stern to the bow, and wind force acts on the sail vertically to increase thrust in the forward direction of the ship.

Fig. 8 (a) and (b) are schematic diagrams of side-by-side wind overlooking, wind blows from the rear side of the stern, the wind sails change the flow route after meeting the sail body by adjusting the windward angle, so that different flow rates are formed in the front and rear of the sail body, the windward flow rate of the sail body is low to be a high pressure area, the leeward flow rate of the sail body is high to be a low pressure area, and thus a pressure difference is generated in the front and rear of the sail body, a component force is formed in the advancing direction of the ship, and the aim of propelling the wind sails is achieved.

Fig. 9 (a) and (b) are schematic diagrams of a ship from the right side to the wind, wherein the wind sail actively adjusts the windward angle according to the wind direction, a pressure difference is formed between the front surface and the back surface of the wind sail, a propulsion component force is formed in the forward direction of the ship, and the aim of the wind sail propulsion is achieved. The principle of the ship left side division is the same and the directions are opposite.

Fig. 10 (a) and (b) are schematic diagrams of a front incoming wind view on the right side of the ship, wherein the wind sail actively adjusts the windward angle according to the incoming wind direction, a pressure difference is formed between the front surface and the back surface of the wind sail, a propulsion component force is formed in the forward direction of the ship, and the aim of the propulsion of the wind sail is achieved. The principle of the ship left side division is the same and the directions are opposite.

FIG. 11 is a diagram of a variety of sail body configurations that may be used with the bridge wing sails described in this embodiment. It comprises a mast 2, a sail body front sheet 5 and a sail body back sheet 6.

In summary, the invention designs the bridge wing sail designed by utilizing the ship bridge wing structure, which is arranged in the space below the two sides of the bridge wing and below the two sides of the cab and is very close to the cab, so that the blind area generated by the sight of a driver is not caused; the wind sail can adjust the angle according to the wind direction in the navigation process of the ship, so that the incoming wind acts on the wind sail to form a component force in the advancing direction of the ship to assist the ship to propel, and the ship can achieve the effects of energy conservation and emission reduction by pushing of wind force in navigation. The support of the bridge wings and the upper deck structure is utilized, an additional structural frame required by independently erecting the sail on the ship is omitted, and the energy efficiency, convenience and safety are ensured; the semi-enclosed space formed by the cooperation of the bridge wing sails and the ship accommodation surrounding walls improves the energy efficiency of the sails; the upper end and the lower end of the bridge wing sail are fixed on the strong structure, so that the sail body can be made to be quite large, the arrangement is convenient, and the strength is ensured. The wind sail can extend out of the side of the ship, so that the wind boosting effect is improved; the hard sails are arranged on two sides of a ship accommodation area, so that cargo piling areas are avoided, barriers are not formed when cargoes are loaded and unloaded, inconvenience is not brought to the operation of a quay crane, loading and unloading efficiency is not reduced, dock time is not prolonged, and the risk of damage to the sails due to collision when cargoes are loaded and unloaded by the dock is avoided; the bridge wing sails are arranged outside the deck cargo loading range, so that the space of the cargo hold area is not occupied, and inconvenience is not brought to deck equipment and cargo arrangement.

The foregoing is a preferred embodiment of the present invention, and various changes and modifications may be made therein by those skilled in the art without departing from the general inventive concept, and such changes and modifications should be considered as falling within the scope of the claimed invention.

Claims

1. The utility model provides a boats and ships bridge wing sail, bridge deck around the driver's cabin stretches out the bridge wing to both sides, its characterized in that:

two bridge wings positioned at two sides of the cab are respectively and fixedly provided with a vertical mast (2) between the two bridge wings and the upper deck, the upper end of the mast (2) is rotationally connected with the lower part of the bridge wings, and the lower end of the mast is rotationally connected with the upper deck; a hard sail (1) is fixed on the mast (2);

the two masts (2) are positioned on the same cross section position of the ship to form a pair;

the two hard sails (1) are positioned on the same cross section position of the ship to form a pair;

a pair of masts (2) are each driven by an independent rotary power mechanism and control the rotation angle.

2. The ship bridge wing sail of claim 1, wherein: the cabin is arranged below the cab, and the pair of masts (2) are positioned on two sides of the cabin.

3. The ship bridge wing sail of claim 1, wherein: the cab is located at the stern and avoids the cargo compartment.

4. The ship bridge wing sail of claim 1, wherein: the cab is located at the bow and avoids the cargo area.

5. The ship bridge wing sail of claim 1, wherein: the hard sail (1) is transversely positioned within the range of the ship width.

6. The ship bridge wing sail of claim 1, wherein: the hard sail (1) extends laterally beyond the span of the ship.

7. The ship bridge wing sail of claim 1, wherein: the upper end of the mast (2) is rotationally connected with the lower part of the bridge wing through a rotary bearing (3), and the lower end of the mast is rotationally connected with the upper deck through a power bearing (4); the power bearing (4) is connected with the rotating power mechanism.