CN210391467U

CN210391467U - Multi-body engineering ship body

Info

Publication number: CN210391467U
Application number: CN201921108216.4U
Authority: CN
Inventors: 国强
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-07-16
Filing date: 2019-07-16
Publication date: 2020-04-24
Anticipated expiration: 2029-07-16

Abstract

The utility model discloses a multi-body engineering ship body, which comprises N ship boxes arranged side by side, wherein N is more than or equal to 3, a gap is formed between two adjacent ship boxes, and the fore-aft direction of the gap is communicated, so that a longitudinal water flow channel is formed; and the tops of the two adjacent ship boxes are rigidly connected, and a plurality of flow stabilizing fins are arranged between the bottoms of the two adjacent ship boxes and are arranged at intervals along the length direction of the ship boxes. The box-type ship hull anti-wind and wave-resistant structure can be used for various engineering ships with box-type ship hulls such as various crane ships, pile driving ships, lifting platform ships, deck barges and the like, can obviously improve the wind and wave resistance of the ships, can obviously improve the navigation speed of the ships and can effectively control the cost under the same condition compared with the existing engineering ships.

Description

Multi-body engineering ship body

Technical Field

The utility model belongs to the technical field of boats and ships, concretely relates to multi-body formula engineering ship hull.

Background

In the construction on water, an engineering ship is required to operate. Because the construction of the engineering ship has higher requirements on sea storm conditions, and better maneuvering performance and sailing performance are required for movement and remote dispatch, the current engineering ship has the problem of unsatisfactory two aspects, and the actual using effect of the ship is influenced.

At present, a crane ship, a pile driving ship, a lifting platform ship and a deck barge adopt a single box structure, the ship body has large navigation resistance, the ship body does not have the function of weakening waves, and the problem of influencing normal construction is more prominent particularly in a long-period wave environment.

With the large-scale development of crane ships, pile driving ships, lifting platform ships and deck barges, in order to solve the problems of wind wave resistance, long-period wave resistance, large navigation resistance and the like, the problems can be solved only by increasing the size of the ships and improving the navigation power, and the cost is increased.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to overcome prior art's is not enough, provides a multi-body formula engineering ship hull, and it can be used to various engineering ships of box hulls such as various jack-up boats, pile driving barge, over-and-under type platform ship, deck barge, for current engineering ship, under the same condition, can obviously improve boats and ships anti-storm ability, can obviously improve boats and ships navigation speed, can control cost effectively.

The utility model discloses a realize through following technical scheme:

a multi-body engineering ship body comprises N ship boxes which are arranged side by side, wherein N is more than or equal to 3, a gap is formed between every two adjacent ship boxes, and the gaps are communicated in the fore-aft direction, so that a longitudinal water flow channel is formed; and the tops of the two adjacent ship boxes are rigidly connected, and a plurality of flow stabilizing fins are arranged between the bottoms of the two adjacent ship boxes and are arranged at intervals along the length direction of the ship boxes.

In the technical scheme, the flow stabilizing fins are arranged at intervals of 16-20 m.

In the technical scheme, the flow stabilizing fin is of a plate-shaped structure, the length of the flow stabilizing fin is 6-10m, the width of the flow stabilizing fin is 2-4 m, the height of the flow stabilizing fin is not less than 0.8m, two sides of the flow stabilizing fin in the width direction are rigidly connected with the ship box, and the head end and the tail end of the flow stabilizing fin in the length direction are both arc-shaped so as to reduce the resistance of water flow.

In above-mentioned technical scheme, the stationary flow fin includes inside girder steel and outside cladding shell, and the both ends of inside girder steel weld with the floor of the ship case of both sides respectively.

In above-mentioned technical scheme, complete rigid connection between two adjacent ship case tops, the connection structure height is no less than 1.2m, makes the top of three ship cases constitute a whole, forms complete deck.

In the technical scheme, N is 3, and the multi-body engineering ship body is provided with two longitudinal water flow channels.

In the technical scheme, the two longitudinal water flow channels are symmetrically arranged on the longitudinal vertical bisection plane of the whole ship body.

In the technical scheme, the two side tanks of the three-body type hull are provided with the wave dissipation holes, the wave dissipation holes are through holes transversely penetrating through the tanks, and the wave dissipation holes are used for shunting and reducing the transverse water flow impact of the ship to obtain a further flow stabilizing effect.

In the technical scheme, the number of the wave dissipation holes is consistent with that of the flow stabilizing fins, and the wave dissipation holes are arranged at intervals of 16-20m along the length direction of the ship box.

In the above technical solution, the position of the wave dissipating hole is higher than the designed waterline position, and preferably, the distance from the top of the wave dissipating hole to the designed waterline is 1/3 of the diameter of the wave dissipating hole.

In the above technical solution, a stern thruster is respectively provided at the stern portion of each ship box, preferably, 2 stern thrusters are arranged at the stern portion of each ship box, and bow portions of two side ship boxes are respectively provided with a bow thrustor for steering.

The utility model discloses an advantage and beneficial effect do:

1. during ship navigation, a part of wave water flow can flow through the two longitudinal water flow channels, so that navigation resistance can be greatly reduced, meanwhile, the flow stabilizing fins arranged at the bottom of the longitudinal water flow channels at intervals can shunt and reduce waves, the flow stabilizing fins can separate the water flow from top to bottom, and water at the upper part can generate positive pressure on the flow stabilizing fins, so that a flow stabilizing effect is obtained, the stable pressure on a ship body is increased, and the wind and wave resistance of the ship body is improved; in addition, because the two longitudinal water flow channels are symmetrically arranged, symmetrical water flow can be formed to flow through the ship body, so that the stress of the ship body is balanced, and the 'transverse drift' attitude in navigation can be improved.

2. Due to the obvious reduction of the navigation resistance, the width of the ship body can be greatly increased, which has an outstanding effect on engineering ships needing a wide deck or needing to obtain shallow draft.

3. The depth of the ship can be properly increased according to needs, and the measure is simpler and more effective for improving the stability of the ship under the long-period wave sea condition compared with the measure for increasing the length of the ship.

4. Compared with a single hull, the ship can obtain higher navigation speed under the condition of equivalent ship size and propelling power.

5. Six stern thrusters in various forms can be more effectively arranged, and better maneuvering performance is obtained with less cost.

6. The ship body can be widened, and the length of the ship can be shortened, so that the turning radius of the ship is reduced, and better maneuverability or DP effect can be obtained.

Drawings

In order to more clearly illustrate the technical solution of the present invention, the following drawings are provided, and it is obvious that the drawings are only schematic illustrations of the principles of the present invention, and it is obvious for those skilled in the art that the required complete design drawings can be obtained according to the drawings without creative efforts.

Fig. 1 is a front view of a hull of a multi-hull construction vessel;

FIG. 2 is a top view of a multi-hull construction vessel hull;

FIG. 3 is a side view of a hull of the multi-hull vessel;

FIG. 4 is a sectional view taken along line A of FIG. 2;

FIG. 5 is a cross-sectional structural view of a flow stabilizer fin;

FIG. 6 is a schematic view of a wave water current passing through a longitudinal water flow channel;

FIG. 7 is a diagram showing the positional relationship between the wave dissipating holes and the design water line;

fig. 8 is a comparative analysis chart of the navigation resistance received by the multi-hull engineering ship hull and the conventional single-box hull.

In the figure: 1-ship box, 2-longitudinal water flow channel, 3-steady flow fin, 4-wave-eliminating hole, 5-stern propeller and 6-bow side push.

Detailed Description

In order to make the technical field person understand the solution of the present invention better, the technical solution of the present invention is further described below with reference to the specific embodiments.

Example one

Referring to the attached drawings, the multi-body engineering ship body comprises three side-by-side ship boxes 1 with large length-width ratios, wherein a gap is formed between every two adjacent ship boxes, and the gaps are communicated in the fore-aft direction to form a longitudinal water flow channel 2; and the tops of two adjacent ship boxes are rigidly connected, and a plurality of flow stabilizing fins 3 are arranged between the bottoms of the two adjacent ship boxes and are arranged at intervals along the length direction of the ship boxes.

Further, the flow stabilizing fins are arranged at intervals of 16-20 m.

Further, the flow stabilizing fin is of a plate-shaped structure, the length of the flow stabilizing fin is preferably 6-10m, the width of the flow stabilizing fin is preferably 2-4 m, the height of the flow stabilizing fin is not less than 0.8m, two sides of the flow stabilizing fin in the width direction are rigidly connected with the ship box (see fig. 3), and the head end and the tail end of the flow stabilizing fin in the length direction are both arc-shaped or linear so as to reduce the resistance of water flow. Further, referring to fig. 5, the fin for stabilizing flow 3 includes an inner steel beam 3-1 and an outer cladding 3-2, both ends of the inner steel beam are welded to rib plates of the ship's cabins at both sides, respectively.

Furthermore, the tops of two adjacent ship boxes are completely and rigidly connected, and the height of the connecting structure is not less than 1.2m, so that the tops of the three ship boxes form a whole to form a complete deck.

Further, the two longitudinal water flow channels 2 are symmetrically arranged with respect to the longitudinal vertical bisector of the entire hull (i.e. the two longitudinal water flow channels are symmetrically arranged with respect to the longitudinal vertical bisector of the middle ship box).

During the navigation of the ship, a part of the wave water flows will flow through the two longitudinal water flow channels, thus greatly reducing the navigation resistance (see fig. 8, the total navigation resistance a of the ship box of the three-body hull of the invention is much smaller than the navigation resistance b of the traditional one-body hull), meanwhile, the flow stabilizing fins arranged at intervals at the bottom of the longitudinal water flow channel can shunt and reduce waves (as shown in figure 6, the water flow in the longitudinal water flow channel is wavy, and the flow stabilizing fins are arranged at intervals, so the wave water flow can penetrate through the gaps among the flow stabilizing fins to a certain extent, and then the wave shunting and reducing effect is achieved), the flow stabilizing fins can separate water flow up and down, water at the upper part can generate positive pressure on the flow stabilizing fins, thereby obtaining the effect of flow stabilization, increasing the stable pressure on the ship body and improving the wind wave resistance of the ship body; in addition, because the two longitudinal water flow channels are symmetrically arranged, symmetrical water flow can be formed to flow through the ship body, so that the stress of the ship body is balanced, and the 'transverse drift' attitude in navigation can be improved.

The three-body type hull can be applied to various engineering ships with similar hull structures, such as crane ships, pile driving ships, lifting type platform ships, deck barges and the like.

Example two

On the basis of the first embodiment, wave dissipation holes 4 are further formed in two side tanks of the three-body type ship body and are through holes transversely penetrating through the tanks, and the wave dissipation holes are used for shunting and reducing transverse water flow impact of the ship and obtaining a further flow stabilizing effect.

Furthermore, the number of the wave dissipation holes is consistent with that of the flow stabilizing fins, and the wave dissipation holes are arranged at intervals of 16-20m along the length direction of the ship box.

Preferably, the wave dissipating holes are positioned above the flow stabilizing fins, see fig. 7, the positions of the wave dissipating holes are higher than the position of the designed waterline, and the distance from the tops of the wave dissipating holes to the designed waterline is 1/3 of the diameters of the wave dissipating holes.

EXAMPLE III

On the basis of the first embodiment, furthermore, a stern thruster 5 is respectively arranged at the stern part of each ship box, and preferably, 2 stern thrusters are arranged at the stern part of each ship box.

Example four

On the basis of the first embodiment, furthermore, bow thrusters 6 for steering are respectively arranged at the bow parts of the two side ship boxes.

The invention has been described above by way of example, and it should be noted that any simple variants, modifications or other equivalent substitutions by a person skilled in the art without spending creative effort may fall within the scope of protection of the present invention without departing from the core of the present invention.

Claims

1. A multi-body engineering ship hull is characterized in that: the water-saving ship comprises N ship boxes arranged side by side, wherein N is more than or equal to 3, a gap is formed between every two adjacent ship boxes, and the gaps are communicated in the fore-aft direction, so that a longitudinal water flow channel is formed; and the tops of the ship boxes are connected, and the bottom parts of two adjacent ship boxes are provided with flow stabilizing fins which are arranged at intervals along the length direction of the ship boxes.

2. The multi-body engineering vessel hull according to claim 1, characterized in that: the ship box is provided with wave dissipation holes, and the wave dissipation holes are through holes transversely penetrating through the ship box.

3. The multi-body engineering vessel hull according to claim 1 or 2, characterized in that: the tops of two adjacent ship boxes are rigidly connected, so that the tops of the N ship boxes form a whole to form a complete deck.

4. The multi-body engineering vessel hull according to claim 1 or 2, characterized in that: the stern part of each ship box is respectively provided with a stern propeller, and the bow parts of the two side ship boxes are respectively provided with bow thrusters for steering.

5. The multi-body engineering vessel hull according to claim 1 or 2, characterized in that: the width direction both sides of stationary flow fin and ship case rigid connection, the length direction head and the tail both ends of stationary flow fin are circular-arc or linear.

6. The multi-body engineering vessel hull according to claim 1 or 2, characterized in that: the flow stabilizing fins are arranged at intervals of 16-20m and are of plate-shaped structures, the length of each flow stabilizing fin is 6-10m, the width of each flow stabilizing fin is 2-4 m, and the height of each flow stabilizing fin is not less than 0.8 m.

7. The multi-body engineering vessel hull according to claim 5, characterized in that: the flow stabilizing fins are arranged at intervals of 16-20m and are of plate-shaped structures, the length of each flow stabilizing fin is 6-10m, the width of each flow stabilizing fin is 2-4 m, and the height of each flow stabilizing fin is not less than 0.8 m.

8. The multi-body engineering vessel hull according to claim 2, characterized in that: the number of the wave dissipation holes is consistent with that of the flow stabilizing fins, and the wave dissipation holes are arranged at intervals along the length direction of the ship box.

9. The multi-body engineering vessel hull according to claim 8, characterized in that: the wave dissipation holes are 16-20m apart, and the positions of the wave dissipation holes are higher than the designed waterline position.

10. The multi-body engineering vessel hull according to claim 1, characterized in that: n is 3.