CN211494406U - Anti-shake and course stability-enhancing full-rotation tug - Google Patents

Abstract

The utility model discloses an anti-shake and strengthen full gyration tow boat of course stability, which comprises a ship body, the bilge of hull portion is provided with the bilge fossil fragments, the bottom center of hull is provided with the ventral fin, the bilge fossil fragments with the ventral fin is followed the fore-and-aft direction of hull extends the setting. The utility model discloses an anti-shake and strengthen full gyration tug of course stability through setting up bilge keel and ventral fin simultaneously to, form horizontal, vertical two-way pressurized-water effect, cause the swirl damping of boosting nature, and then, on the basis that improves anti-shake performance and driving stability, avoid promoting the reaction to the gyration flexibility and the ship speed, thereby, improve the comprehensive properties of boats and ships.

Description

Anti-shake and course stability-enhancing full-rotation tug

Technical Field

The utility model relates to a ship technology, in particular to anti-shake and strengthen full gyration tug of course stability.

Background

In the prior art, a tug boat can also be called a tug boat, and refers to a ship for dragging barges and ships and an engineering ship for assisting corresponding engineering.

The tug has the characteristics of firm structure, good stability, small ship body, high host power, high traction force and good operation performance.

Since tugboats are used primarily to tow boats, frequent turning or turning is required.

However, the rolling performance of the tug is affected by the choice of the tug due to the flexibility of the tug.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to solve one of the technical problem that exists among the prior art at least, provide an anti-shake and strengthen the full gyration tug of course stability.

The utility model discloses a realize through following technical scheme:

the utility model discloses a first aspect provides an anti-shake and strengthen full gyration tow boat of course stability, which comprises a ship body, the bilge portion of hull is provided with the bilge fossil fragments, the bottom center of hull is provided with the ventral fin, the bilge fossil fragments with the ventral fin is followed the fore-and-aft direction of hull extends the setting.

According to the utility model discloses an anti-shake and strengthen full gyration tug of course stability, preferred, the hull has bow and stern, the bow is the S-shaped profile, stick up and unsettled setting behind the stern, the bottom of stern sets up screw and stiff wood, stiff wood is located the place ahead of full gyration pipe screw.

According to the utility model discloses an anti-shake and strengthen full gyration tug of course stability, preferred, the front end of bilge keel begin with the line type point is received to the bow end arc of bow, the rear end of bilge keel terminate in the point of intaking of screw.

According to the utility model discloses an anti shake and strengthen course stability's full gyration tug, preferred, the front end and the tail end of bilge keel are along with the upwards perk setting of bow stern contour.

According to the utility model discloses the first aspect an anti shake and strengthen full gyration tow boat of course stability, it is preferred, the front end of ventral fin with the front end of bilge keel sets up along the coincidence of fore-and-aft direction.

According to the utility model discloses an anti shake and strengthen full gyration tow boat of course stability, preferred, the rear end of ventral fin is followed stiff wooden bottom extends the setting backward.

According to the utility model discloses an anti shake and strengthen course stability's full gyration tug, preferred, the rear end of bilge keel is located along the projection of upper and lower direction the place ahead of the rear end of ventral fin.

According to the utility model discloses a full gyration tug of anti shake and reinforcing course stability, preferred, the width of bilge keel is 270 to 560 millimeters.

According to the utility model discloses a full gyration tug of anti shake and reinforcing course stability of first aspect, it is preferred, the bilge keel is between 1/4 to 1/6 captain apart from the distance of stem.

According to the utility model discloses a full gyration tug of anti shake and reinforcing course stability, preferred, the degree of depth of ventral fin is 450 to 600 millimeters.

Has the advantages that: compared with the prior art, the utility model discloses an anti-shake and strengthen full gyration tow boat of course stability is provided with the bilge fossil fragments through the bilge at the hull to, damping when increasing the tow boat and rolling alleviates the degree of transversely rocking, simultaneously, strengthens the resistant wave form of vertically rocking.

The utility model discloses an anti-shake and strengthen full gyration tug of course stability still sets up the ventral fin through the bottom at the hull to, lead to advancing of hull, improve the stability that the hull traveled.

The utility model discloses an anti-shake and strengthen full gyration tug of course stability is still through setting up bilge keel and ventral fin simultaneously to, form horizontal, vertical two-way pressurized-water effect, cause the swirl damping of boosting nature, and then, on the basis that improves anti-shake performance and driving stability, avoid promoting the reaction to the gyration flexibility and the ship speed, thereby, improve the comprehensive properties of boats and ships.

Drawings

The present invention will be further described with reference to the accompanying drawings and examples;

fig. 1 is a schematic structural diagram of an embodiment of the present invention;

fig. 2 is another directional view of the embodiment of fig. 1.

Reference numerals: 100-hull, 200-bilge keel and 300-ventral fin;

110-stem, 111-bow end arc take-up type point, 120-stern, 130-full rotation guide pipe propeller, 140-dead wood and 131-water inlet point.

Detailed Description

This section will describe in detail the embodiments of the present invention, preferred embodiments of the present invention are shown in the attached drawings, which are used to supplement the description of the text part of the specification with figures, so that one can intuitively and vividly understand each technical feature and the whole technical solution of the present invention, but they cannot be understood as the limitation of the protection scope of the present invention.

In the description of the present invention, it should be understood that the orientation or positional relationship indicated with respect to the orientation description, such as up, down, front, rear, left, right, etc., is based on the orientation or positional relationship shown in the drawings, and is only for convenience of description and simplification of description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.

In the description of the present invention, a plurality of means are one or more, a plurality of means are two or more, and the terms greater than, less than, exceeding, etc. are understood as not including the number, and the terms greater than, less than, within, etc. are understood as including the number. If the first and second are described for the purpose of distinguishing technical features, they are not to be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated or implicitly indicating the precedence of the technical features indicated.

In the description of the present invention, unless there is an explicit limitation, the words such as setting, installation, connection, etc. should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meanings of the above words in combination with the specific contents of the technical solution.

Referring to fig. 1, a full-circle-turning tug with anti-shake and enhanced course stability is provided.

Structurally, having hull 100, in detail, being provided with the deckhouse on hull 100, the top of deckhouse is provided with the driver's cabin, and hull 100 still is provided with towing gear to, conveniently tow other boats.

For the hull 100, the embodiment is 25 to 53 m in length, structurally, the hull 100 is provided with a bow 110 and a stern 120, the bow 110 is in an S-shaped profile, the stern 120 is tilted backwards and suspended, a propeller 130 and a stay wood 140 are arranged at the bottom of the stern 120, and the stay wood 140 is positioned in front of the full-circle-turning duct propeller 130.

The bow 110 is in an S-shaped profile, so that the bow rises relative to the water surface, the flow breaking and the advancing are convenient, the contact position of the bow 110 and the water has the pressing-down effect on the water surface, the resistance of the water flow to the ship body 100 is reduced, and therefore, under the same navigation speed, the energy consumption is low, and the use cost is reduced.

The stern 120 is tilted and suspended, the full-rotation ducted propeller is convenient to install and lift, the transverse resistance of the hull 100 can be effectively reduced, the rotation efficiency is improved, the propelling force is increased, the operation is more flexible and convenient, meanwhile, the propeller is more suitable for port service in shallow water and complicated seabed conditions, and the propeller is convenient to adapt to various operation navigation areas such as inland rivers, ports and sea areas.

The propeller 130 should be used in a full revolution form, thereby facilitating steering and driving of the hull 100.

The stay 140 is used to direct water flow towards the propeller 130, also known as a midship, to reduce turbulence created by water flowing along the hull 100 and to reduce drag of the water flow into the propeller 130.

Referring to fig. 1, the bilge of the hull 100 is provided with a bilge keel 200, a belly fin 300 is provided at the bottom center of the hull 100, and the bilge keel 200 and the belly fin 300 are extended in the fore-and-aft direction of the hull 100.

As for the bilge keels 200, the bilge keels 200 are provided at bilge portions of the hull 100, and the bilge portions refer to linear portions where the side panels and the bottom panel are connected, that is, the connection portions of the side walls and the bottom wall.

In detail, the front end of the bilge keel 200 starts from a bow arc take-up point 111 of the bow 110, and the rear end of the bilge keel 200 ends at a water inlet point 131 of the propeller 130.

The bow end arc take-up type point 111 refers to the middle position of the S shape of the bow 110 having the S-shaped profile, and mathematically, there are two points having the largest curvature change in the S shape, which are sequentially arranged in the fore-and-aft direction of the hull 100, and the bow end arc take-up type point 111 is one of the points and is a point far from the foremost end of the bow 110.

The water entry point 131 of the propeller 130 is located forward 1/4 from the center of the full-circle ducted propeller 130.

In the embodiment, the bilge keels 200 are arranged at the bilge part of the ship body 100, so that the damping of the tug during rolling is increased, the degree of transverse rolling is reduced, and the wave shape resistance of longitudinal rolling is enhanced.

In the present embodiment, the ventral fins 300 are provided at the bottom of the hull 100, thereby guiding the forward movement of the hull 100 and improving the navigation stability of the hull 100.

This embodiment is still through setting up bilge keel 200 and ventral fin 300 simultaneously to, form horizontal, vertical two-way pressurized-water effect, cause the swirl damping of boosting nature, and then, on the basis that improves anti-rocking performance and driving stability, avoid promoting the reaction to gyration flexibility and ship speed, thereby, improve the comprehensive properties of boats and ships.

The lateral direction refers to the width direction of the hull 100 and also refers to the left-right direction of the ship, and the vertical direction refers to the up-down direction of the hull 100, and the directions are indicated schematically and are not strictly determined as the horizontal direction or the vertical direction.

In some preferred embodiments, the front end and the rear end of the bilge keels 200 may be tilted upward, so that the water flow resistance in the front-rear direction is reduced, and the driving performance is improved.

In some preferred embodiments, the front end of the ventral fin 300 and the front end of the bilge keel 200 may be arranged to coincide with each other in the front-rear direction.

Therefore, the ventral fin 300 and the bilge keel 200 act on the water flow at the same time, so that time difference is avoided, and influence caused by asynchronism is avoided.

In some preferred embodiments, the rear end of the ventral fin 300 may extend backward along the bottom of the stay 140, thereby increasing the water pressing area and improving the stability of the heading.

In some preferred embodiments, the projection of the rear end of the bilge keel 200 in the up-down direction is located in front of the rear end of the ventral fin 300.

That is, the ventral fin 300 is extended backward with respect to the bilge keel 200, thereby improving the stability of the stern 120.

In some preferred embodiments, the width of the bilge keels 200 may be set to 270 to 560 mm, that is, the bilge keels 200 are higher than the bilge distance, so as to increase the pumping area and improve the anti-shaking performance, and at the same time, ensure the bilge keels 200 and prevent the bilge keels 200 from bending and affecting the sailing speed and the handling flexibility.

In some preferred embodiments, the bilge keels 200 may be spaced from the stem by a distance of 1/4 to 1/6 ship length.

The stem is an outer contour structure of the foremost end of the hull 100, and functions to connect the side planks, the deck and the ends of the keel, and reinforce the bow 110, ensuring that the shape of the bow 110 end is unchanged.

The distance between the bilge keels 200 and the stem is 1/4-1/6 ship length, so that under various load conditions, the bilge keels 200 do not expose out of the water surface, water attack is reduced, and influence on the speed is avoided.

In some preferred embodiments, the length of the ventral fin 300 is similar to the length of the bilge keels 200, and the depth of the ventral fin 300 is 450 to 600 mm.

The depth of the ventral fin 300 is 450 to 600 mm, thereby avoiding increasing the sailing draft and reducing the influence of the sailing river. And avoid excessive initiation of vortex damping, causing a significant reduction in dexterity.

The embodiments of the present invention have been described in detail with reference to the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made without departing from the spirit of the present invention within the knowledge of those skilled in the art.

Claims (10)

1. The full-circle-rotation tugboat is characterized by comprising a boat body (100), wherein a bilge keel (200) is arranged at the bilge part of the boat body (100), a belly fin (300) is arranged at the center of the bottom of the boat body (100), and the bilge keel (200) and the belly fin (300) are arranged in an extending mode along the front-back direction of the boat body (100).

2. The all-rotation tug for anti-rolling and heading stability enhancement according to claim 1, wherein the tug body (100) is provided with a bow (110) and a stern (120), the bow (110) is in an S-shaped profile, the stern (120) is tilted backwards and suspended, a full-rotation ducted propeller (130) and a stiff wood (140) are arranged at the bottom of the stern (120), and the stiff wood (140) is located in front of the full-rotation ducted propeller (130).

3. The anti-sway and course stability augmentation full-circle-rotation tug of claim 2, wherein a front end of the bilge keel (200) starts at a bow arc take-up point (111) of the bow (110), and a rear end of the bilge keel (200) ends at a water entry point (131) of the full-rotation ducted propeller (130).

4. The all-round tug for anti-rolling and heading stability enhancement according to claim 2, wherein the front end and the tail end of the bilge keel (200) are arranged to be tilted upwards along the fore-aft contour.

5. The all-round tug for anti-sway and course stability enhancement according to claim 2, wherein a front end of said ventral fin (300) and a front end of said bilge keel (200) are disposed to coincide in a front-to-rear direction.

6. The all-swivel tug of claim 2 wherein a rear end of said ventral fin (300) extends rearwardly along a bottom of said stay (140).

7. The all-round tug with anti-sway and heading stability enhancement according to claim 6, wherein a projection of a rear end of the bilge keels (200) in an up-down direction is located in front of a rear end of the ventral fins (300).

8. The all-round tug with anti-sway and heading stability enhancement according to claim 1, wherein a width of the bilge keels (200) is 270 to 560 mm.

9. The anti-sway and course stability enhanced all-round tug of claim 1, wherein said bilge keels (200) are between 1/4 and 1/6 captans from the stem.

10. The all-rotation tug of claim 1 wherein said ventral fin (300) has a depth of 450 to 600 mm.

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