CN205345270U - Energy -conserving drag reduction kuppe of ship bow - Google Patents
Energy -conserving drag reduction kuppe of ship bow Download PDFInfo
- Publication number
- CN205345270U CN205345270U CN201620006400.8U CN201620006400U CN205345270U CN 205345270 U CN205345270 U CN 205345270U CN 201620006400 U CN201620006400 U CN 201620006400U CN 205345270 U CN205345270 U CN 205345270U
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- kuppe
- deflector
- deck
- hull
- stem
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Abstract
The utility model provides an energy -conserving drag reduction kuppe of ship bow, by the formation of polylith guide plate interconnect, the guide plate has specific three -dimensional curved surface separately, and forms the cavity cavity between ship bow deck, and in hull bow both sides and the coincidence of ship bow deck side line, the guide plate assembles in a bit at ship bow deck front end to it opens the type opening or at the endcapped extend to form one with this point to ship stern direction. The utility model discloses it is mobile effectually to improve the disorderly air of boats and ships front end, optimizes the air flow field around the hull, effectively reduces superstructure or on -board and piles up the aerodynamic drag that the goods brought, makes the boats and ships drag overall reduce, more does benefit to the purpose that reaches energy saving and emission reduction, the improvement speed of a ship or plane, practices thrift the energy consumption. Under severe sea condition, the utility model discloses the security that reduces the effect that the bow on -board is unrestrained, mitigate hull slamming campaign, guarantee boats and ships, on -board equipment and delivery goods still has. Through the verification of numerical simulation and wind tunnel test, its best damping effect can reach more than 20%.
Description
Technical field
This utility model relates to a kind of kuppe, particularly relates to a kind of energy-conservation drag reduction kuppe of stem, belongs to ship domain.
Background technology
Along with the sustained and rapid development of China's economy and day by day showing especially of world energy sources crisis, all trades and professions all seek sustainable development scheme making great efforts, and shipbuilding industry is no exception.International Maritime Organization (IMO) specifies: the new shipbuilding of more than the 400GT gone into operation after on January 1st, 2013 must carry out EEDI calculating, and meets corresponding efficiency requirement.Therefore also it is propose new challenge for ship drag reduction, reduces suffered resistance in ship's navigation process, it is possible to increase shipping sail speed also reduces energy consumption, improves conevying efficiency.In motion, suffered resistance mainly includes water resistance and air drag to boats and ships, and air drag generally can consume the 3%-5% of hull effective power, and reducing air drag is the effective means reaching energy-conservation drag reduction, emissions-reducing amount, raising ship's speed.
Finding through retrieval, the patent No. is the kuppe of the ship superstructure drag reduction related in the utility model patent of CN203921127U, and for knuckle streamlined structure, the kuppe structure proposed with this utility model is entirely different.And the kuppe structure of the ship superstructure drag reduction related in the utility model patent that the patent No. is CN203921127U is complicated, difficulty of processing is high, and drag-reduction effect lacks calculating and test data support.The energy-conservation drag reduction kuppe structural parameters of stem involved by this utility model patent are clear and definite, and difficulty of processing is little, and has a large amount of numerical simulation and experimental data support, finally draws optimized result by comparing the data of each line style.The drag reduction kuppe structure involved by utility model patent that this utility model and the patent No. are CN201420146626.6 is entirely different.
Summary of the invention
The purpose of this utility model is to reduce air drag in ship's navigation process, improve the speed of a ship or plane, reduce energy consumption and discharge capacity, avoid wave on stem, relax hull slamming and provide a kind of energy-conservation drag reduction kuppe of stem.
The purpose of this utility model is achieved in that the first deflector, second deflector and the 3rd deflector are spliced to form the kuppe of continuous curve surface type successively, and first deflector, second deflector and the 3rd deflector are all curve form deflectors, described kuppe is arranged on stem deck and the both sides of kuppe overlap with deck side line, the front end of the first deflector is compiled in the point foremost of front end fixed point and front end fixing point stem and overlaps, kuppe is extended back by front end fixing point and forms cavity between stem deck, the peak of cavity is the end peak of the 3rd deflector.
This utility model also includes so some architectural features:
1. end peak meets to the ultimate range h on stem deck and the height H of superstructure or deck stacked goods: 0.9H≤h≤1.1H；Distance L between the greatest length l of kuppe and superstructure or deck stacked goods distance front end fixing point meets: l≤L；The Breadth Maximum b of kuppe and the Breadth Maximum B of hull meets: b≤B.
2. kuppe hull midship section maximal projection area Sd in the plane and hull superstructure or institute's stacking container satisfied at hull midship section institute projected area S in the plane: Sd≤S.
3. the longitudinal profile line style of kuppe described in is one section of continuous print smooth curve, and the maximum linear distance p between described continuous print smooth curve distance and front end fixing point and end peak line meets: p≤10%h.
Compared with prior art, the beneficial effects of the utility model are: (1) can effectively improve the air flowing that boats and ships front end is disorderly, thus the airflow field optimized around hull, effectively reduce the air drag that on superstructure or deck, stacked goods brings, so that boats and ships drag overall reduces, it is more conducive to reach energy-saving and emission-reduction, improve the purpose of the speed of a ship or plane.(2) the deflector front end constituting kuppe is compiled in a bit, is extended back by this fixing point deflector and deck forms a cavity, and this cavity afterbody is for closing or opening, it is simple to the installation of miscellaneous equipment and laying of goods on ship.(3) the middle buttocks of kuppe of the present utility model is comparable with the height H of the superstructure being close to thereafter or stack goods to the ultimate range h on deck, does not affect the visual field required when ship-handling is handled.(4) the greatest length l of kuppe of the present utility model is not more than the superstructure being close to thereafter or stem first container distance deck distance L foremost, i.e. l≤L, does not affect the handling of goods.(5) the Breadth Maximum b of kuppe of the present utility model is not more than the Breadth Maximum B of hull, i.e. b≤B, does not affect boats and ships and pulls in shore and by restricting navigation channel.(6) kuppe section lines of the present utility model is SPL or the polynomial curve of fairing, and kuppe entirety is smooth and continuous shaped form, and production technology is simple, convenient making, reduces cost.(7) this utility model is through the checking of numerical simulation and wind tunnel test, and its best drag-reduction effect can reach more than 20%.(8) this utility model is possible not only to effectively reduce the air drag of hull superstructure, and can avoid wave on boats and ships bow under severe sea condition, relaxes hull slamming, ensures the safety of boats and ships, ship-borne equipment and delivery goods.
Accompanying drawing explanation
Fig. 1 is three dimensional structure schematic diagram of the present utility model；
Fig. 2 is vertical view direction of the present utility model schematic diagram；
Fig. 3 is kuppe schematic cross section of the present utility model；
Fig. 4 is kuppe vertical section of the present utility model schematic diagram；
Fig. 5 installs model wind force coefficient comparison diagram (wind speed is 15m/s) before and after this utility model；
Fig. 6 installs model wind force coefficient before and after this utility model kuppe to compare (wind speed is 25m/s).
In figure: 1-1. the first deflector, 1-2. the second deflector, 1-3. the 3rd deflector, 2. front end fixing point, 3. bulwark, 4. deck side line, 5-1. the first attachment weld, 5-2. the second attachment weld, 6. bow deck, 7. stem, 8. ship hull plate, 9. superstructure or institute's stack goods, 10. end peak, CFXFor wind force coefficient, α is wind angle.
Detailed description of the invention
Below in conjunction with accompanying drawing and detailed description of the invention, this utility model is described in further detail.
The energy-conservation drag reduction kuppe of stem shown in Fig. 1 Fig. 2, is formed by connecting by polylith deflector, and jointing line is 5-1 and 5-2.The deflector front end constituting kuppe is compiled in 1: 2 and is fixed on bow deck 6, and front end fixing point 2, generally on stem 7, can connect bulwark 3 after kuppe.Being extended back by this fixing point deflector and deck forms a cavity, this cavity end peak 10, kuppe afterbody can be closed also for opening opening.Kuppe bottom welding is fixed on stem deck 6, and both sides overlap with deck side line 4, compact siro spinning technology ship hull plate 8.
Fig. 3 is the schematic cross section of kuppe, and the section lines of kuppe is SPL or the polynomial curve of fairing, the Breadth Maximum b of kuppe is limited so that it is be not more than the Breadth Maximum B of hull, i.e. b≤B meanwhile.And the maximal projection area Sd limiting kuppe cross section is not more than the maximal projection area S, i.e. Sd≤S of hull superstructure or piled goods.
Fig. 4 show the longitudinal section schematic diagram of kuppe, the section lines of kuppe is SPL or the polynomial curve of fairing, in constraint kuppe, buttocks is comparable with the superstructure being close to thereafter or institute stack goods 9 height H to the ultimate range h on deck, and the fluctuation of kuppe maximum height h not can exceed that ± 10%H.The greatest length l simultaneously retraining kuppe is not more than the superstructure being close to thereafter or institute stack goods distance deck distance L foremost, i.e. l≤L.The buttocks distance front end fixing point 2 of kuppe and the maximum linear distance p of end peak 10 line less than the 10% of kuppe height, i.e. p≤10%h.
When ship's navigation, after air meets with hull, separated by front end fixing point 2, pile warp has the kuppe of three-dimensional smooth surface, and the deflector 1 through polylith with specific molded line carries out rectification, forms the airflow field with certain degree of stability, and extend to kuppe rear, airflow field around hull superstructure and goods being played a role in improving, thus reducing air drag, reducing energy consumption and discharge capacity.Meanwhile, when severe sea condition occurs, owing to wave is difficult to cross the kuppe being made up of polylith deflector 1, therefore avoid shipping of green water, relaxed ship motion response.
Operation principle of the present utility model is:
Air drag in ship's navigation process generally comprises frictional resistance and pressure drag, and wherein frictional resistance generally accounts for the 3%～30% of total air drag, and pressure drag accounts for 50%～90%.This utility model can pass through to improve the race conditio of incoming flow, improves the turbulent extent between superstructure or deck stacked goods, reduces pressure reduction before and after it, effectively reduces pressure drag.Meanwhile, stable air-flow defines one layer of gas-bearing formation all having lubrication in hull periphery, also has certain help for reducing frictional resistance.Therefore, after installation kuppe, hull drag overall is improved.
This utility model is each had the deflector of specific three dimensional curved surface and constitutes by polylith, is interconnected to form the kuppe with continuous and derivable curvilinear characteristic, is fixed on stem deck bottom kuppe between deflector, and both sides overlap with deck side line.The deflector front end constituting kuppe is compiled in a bit, is extended back by this fixing point deflector and deck forms a cavity, and this cavity afterbody is closed or is opening opening.Kuppe rear portion can connect bulwark, it is possible to does not use bulwark, determines depending on concrete condition.In kuppe, buttocks is comparable with the superstructure being close to thereafter or institute stacked goods height H to the ultimate range h on deck, and the fluctuation of kuppe maximum height h not can exceed that ± 10%H.The greatest length of kuppe is not more than the superstructure being close to thereafter or institute's stacked goods distance deck distance foremost.The Breadth Maximum of kuppe is not more than the Breadth Maximum of hull.Kuppe section lines is SPL or the polynomial curve of fairing, kuppe hull midship section maximal projection area in the plane be not more than hull superstructure or institute's stack goods hull midship section projected area in the plane.The longitudinal profile line style of kuppe is one section of continuous print smooth curve, the maximum linear distance p of this curve distance front end fixing point and end peak line less than the 10% of kuppe height, i.e. p≤10%h.
A kind of energy-conservation drag reduction kuppe of stem, kuppe is made up of polylith deflector 1-1,1-2, the 1-3 with three-dimension curved surface.Polylith deflector each has particular curvature shape, is connected with each other by attachment weld 5 between deflector, and deflector converges at front end fixing point 2 to stem direction according to specific curves, extends to ship stern direction according to specific curves with front end fixing point 2, forms kuppe.
Kuppe has smooth curved profile, is fixed on hull bow deck 6, and the front end fixing point 2 of kuppe is usually located on hull stem 7, is the point foremost on bow deck.Kuppe both sides coincide with deck side line 4, and middle part and bow deck 6 form a cavity, and kuppe afterbody can be that opening opening can also be closed.
The visual concrete condition flexible arrangement in its rear portion, can connect bulwark 3, it is possible to do not use bulwark.
In kuppe, buttocks is comparable with the height H of the superstructure being close to thereafter or deck stacked goods to the ultimate range h on deck, and the change of kuppe maximum height h not can exceed that ± 10%H.The greatest length l of kuppe is not more than the superstructure being close to thereafter or deck stacked goods distance deck distance L foremost, i.e. l≤L.The Breadth Maximum b of kuppe is not more than the Breadth Maximum B of hull, i.e. b≤B.
Kuppe section lines of the present utility model is smooth SPL or polynomial curve, kuppe hull midship section maximal projection area Sd in the plane be not more than hull superstructure or institute's stacking container hull midship section projected area S, i.e. Sd≤S in the plane.
The longitudinal profile line style of kuppe of the present utility model is one section of continuous print smooth curve, the maximum linear distance p of this curve distance front end fixing point 2 and end peak 10 line less than the 10% of kuppe height, i.e. p≤10%h.
This utility model provides a kind of energy-conservation drag reduction kuppe of stem, this utility model is interconnected to form by polylith deflector, described deflector each has specific three dimensional curved surface, hollow cavity is formed with stem between decks, overlap with stem deck side line in hull bow both sides, deflector converges at a bit in front end, stem deck, and extends to form an opening opening to ship stern direction or at endcapped with this point.This utility model design is typically mounted at hull stem, for smooth curve structure, this device can effectively improve the air flowing that boats and ships front end is disorderly, thus the airflow field optimized around hull, effectively reduce the air drag that on superstructure or deck, stacked goods brings, so that boats and ships drag overall reduces, it is more conducive to reach energy-saving and emission-reduction, improve the purpose of the speed of a ship or plane, energy efficient.Meanwhile, under severe sea condition, this utility model design also has the effect reducing bow shipping of green water, relaxing hull slamming motion, ensures the safety of boats and ships, ship-borne equipment and delivery goods.Kuppe provided by the utility model, through the checking of numerical simulation and wind tunnel test, its best drag-reduction effect can reach more than 20%.
Claims (5)
1. the energy-conservation drag reduction kuppe of stem, it is characterized in that: the first deflector, second deflector and the 3rd deflector are spliced to form the kuppe of continuous curve surface type successively, and first deflector, second deflector and the 3rd deflector are all curve form deflectors, described kuppe is arranged on stem deck and the both sides of kuppe overlap with deck side line, the front end of the first deflector is compiled in the point foremost of front end fixed point and front end fixing point stem and overlaps, kuppe is extended back by front end fixing point and forms cavity between stem deck, the peak of cavity is the end peak of the 3rd deflector.
2. a kind of energy-conservation drag reduction kuppe of stem according to claim 1, it is characterised in that: end peak meets to the ultimate range h on stem deck and the height H of superstructure or deck stacked goods: 0.9H≤h≤1.1H；Distance L between the greatest length l of kuppe and superstructure or deck stacked goods distance front end fixing point meets: l≤L；The Breadth Maximum b of kuppe and the Breadth Maximum B of hull meets: b≤B.
3. a kind of energy-conservation drag reduction kuppe of stem according to claim 1 and 2, it is characterised in that: kuppe hull midship section institute maximal projection area Sd in the plane and hull superstructure or institute's stacking container hull midship section projected area S in the plane satisfied: Sd≤S.
4. a kind of energy-conservation drag reduction kuppe of stem according to claim 1 and 2, it is characterized in that: the longitudinal profile line style of described kuppe is one section of continuous print smooth curve, the maximum linear distance p between described continuous print smooth curve distance and front end fixing point and end peak line meets: p≤10%h.
5. a kind of energy-conservation drag reduction kuppe of stem according to claim 3, it is characterized in that: the longitudinal profile line style of described kuppe is one section of continuous print smooth curve, the maximum linear distance p between described continuous print smooth curve and front end fixing point and end peak line meets: p≤10%h.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201620006400.8U CN205345270U (en) | 2016-01-04 | 2016-01-04 | Energy -conserving drag reduction kuppe of ship bow |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201620006400.8U CN205345270U (en) | 2016-01-04 | 2016-01-04 | Energy -conserving drag reduction kuppe of ship bow |
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| Publication Number | Publication Date |
|---|---|
| CN205345270U true CN205345270U (en) | 2016-06-29 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201620006400.8U Expired - Fee Related CN205345270U (en) | 2016-01-04 | 2016-01-04 | Energy -conserving drag reduction kuppe of ship bow |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105480384A (en) * | 2016-01-04 | 2016-04-13 | 哈尔滨工程大学 | Ship bow energy-saving anti-drag guide sleeve |
| CN115042934A (en) * | 2022-06-21 | 2022-09-13 | 中船黄埔文冲船舶有限公司 | Complex upper-building molded line fairing method |
-
2016
- 2016-01-04 CN CN201620006400.8U patent/CN205345270U/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105480384A (en) * | 2016-01-04 | 2016-04-13 | 哈尔滨工程大学 | Ship bow energy-saving anti-drag guide sleeve |
| CN115042934A (en) * | 2022-06-21 | 2022-09-13 | 中船黄埔文冲船舶有限公司 | Complex upper-building molded line fairing method |
| CN115042934B (en) * | 2022-06-21 | 2024-03-26 | 中船黄埔文冲船舶有限公司 | Complicated upper building line fairing method |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20160629 Termination date: 20220104 |
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| CF01 | Termination of patent right due to non-payment of annual fee |