A ship gas lubrication drag reduction system and ship

Abstract

The present invention relates to the field of ship technology, and in particular to a ship gas lubrication drag reduction system and a ship. The ship gas lubrication drag reduction system includes an air supply component; an airflow ejection part, which is arranged at the bottom of the hull, and the airflow ejection part is connected with the air supply component, and can eject airflow to form a drag reduction lubrication layer at the bottom of the hull; the ship gas lubrication drag reduction system also includes: an air replenishment container, which is connected with the airflow ejection part, and can store gas in advance and replenish gas to the airflow ejection part after the drag reduction lubrication layer is formed. In the ship gas lubrication drag reduction system, by providing an air replenishment container, a small flow of gas can be replenished to the drag reduction lubrication layer during the operation process after the ship gas lubrication drag reduction system is started to maintain the stability of the drag reduction lubrication layer, without starting the air supply component for air replenishment, thereby reducing power loss, which is conducive to ensuring the long-term stable use of the system.

Description

Technical Field

[0001] The present invention relates to the technical field of ships, and in particular to a ship gas lubrication drag reduction system and a ship. Background Art

[0002] Ship gas drag reduction technology is a technology that reduces the friction resistance on the surface of the ship by introducing air into the bottom of the ship while the ship is moving to form a stable gas lubrication layer.

[0003] At present, the ship gas lubrication drag reduction system includes subsystems such as air supply and jet. The air supply system is an indispensable part of the ship gas lubrication drag reduction system, which provides the jet system with gas that meets a certain pressure and flow rate. As an energy-consuming device of the air layer drag reduction system, the air supply system reduces the energy consumption of the system, increases efficiency, and can directly increase the energy-saving effect of the ship gas lubrication drag reduction system.

[0004] When the ship's gas lubrication drag reduction system is started, the air supply system needs to provide a large pressure and flow rate to form a stable gas lubrication layer at the bottom of the ship. When the gas lubrication layer at the bottom of the ship is stable, it only needs to be properly replenished to maintain the bottom air layer. At this time, the required air supply volume is small. Since the flow rate and power of the air supply system are large, replenishing a small flow of gas to the bottom of the hull through the air supply system will cause a large power loss and is not conducive to the long-term use of the equipment.

[0005] Therefore, there is an urgent need for a ship gas lubrication drag reduction system and a ship to solve the problem of large power loss during air replenishment. Summary of the invention

[0006] One purpose of the present invention is to provide a ship gas lubrication drag reduction system that can achieve small flow rate air replenishment, reduce power loss, and extend the service life of the ship gas lubrication drag reduction system.

[0007] To achieve this object, the present invention adopts the following technical solutions:

[0008] A ship gas lubrication drag reduction system, comprising:

[0009] Air supply components;

[0010] An airflow ejection part is arranged at the bottom of the hull, the airflow ejection part is communicated with the air supply assembly, and can eject airflow to form a drag reduction lubrication layer at the bottom of the hull; the ship gas lubrication drag reduction system also includes:

[0011] An air replenishing container is communicated with the air flow ejection portion, and can store gas in advance and replenish gas to the air flow ejection portion after the drag reducing lubricating layer is formed.

[0012] Wherein, the gas supplement container is communicated with the gas supply component.

[0013] There are a plurality of airflow ejection parts, which are arranged along the length direction of the hull, and the air replenishment container is connected to the plurality of airflow ejection parts respectively.

[0014] Wherein, the air supply assembly comprises a plurality of air sources arranged along the length direction of the hull, and the air flow ejection portion and the air replenishment container are connected to the air source closest to each other.

[0015] Wherein, the ship gas lubrication drag reduction system also includes:

[0016] The auxiliary gas supply component is communicated with the gas supplement container and is used for providing gas to the gas supplement container.

[0017] Wherein, the airflow ejection part comprises:

[0018] A pressure stabilizing chamber, connected to the gas supply assembly and the gas replenishing container; and

[0019] The jet hole is arranged at the bottom of the pressure stabilizing chamber, and the gas in the pressure stabilizing chamber is ejected from the jet hole to form the drag reducing lubricating layer on the bottom of the hull.

[0020] Wherein, the ship gas lubrication drag reduction system also includes:

[0021] A pressure-stabilizing gas storage container, wherein the gas supply assembly and the gas flow ejection portion are connected through the pressure-stabilizing gas storage container.

[0022] Wherein, the air supplement container is connected to the air flow ejection part through the pressure-stabilizing air storage container.

[0023] There are multiple pressure-stabilizing gas storage containers, which are arranged along the length direction of the hull, and the airflow ejection portion is connected to the closest pressure-stabilizing gas storage container.

[0024] Wherein, the ship gas lubrication drag reduction system also includes:

[0025] A gas detection component is used to detect parameters of the drag-reducing lubrication layer formed on the bottom of the hull, and the gas replenishing container replenishes gas into the airflow ejection part according to the detection result of the gas detection component.

[0026] There are multiple gas detection components, which are arranged along the length direction of the hull.

[0027] Another object of the present invention is to provide a ship that applies air layer drag reduction technology to achieve small flow air replenishment, reduce power loss, and extend the service life of the ship's gas lubrication drag reduction system.

[0028] To achieve this object, the present invention adopts the following technical solutions:

[0029] A ship comprises a hull, wherein the hull is provided with the above-mentioned ship gas lubrication drag reduction system.

[0030] Beneficial effect: By setting up an air replenishment container, a small flow of gas can be added to the drag reduction lubrication layer during the operation of the ship's gas lubrication drag reduction system after it is started to maintain the stability of the drag reduction lubrication layer. There is no need to start the air supply component for air replenishment, thereby reducing power loss and ensuring the long-term stable use of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 is a schematic structural diagram of a ship provided in Embodiment 1 of the present invention;

[0032] Figure 2 is a schematic structural diagram of a ship provided in Embodiment 2 of the present invention;

[0033] Figure 3 It is a schematic diagram of the structure of a ship provided in Embodiment 3 of the present invention.

[0034] in:

[0035] 100, hull; 200, propeller; 300, control room; 400, navigation status monitoring system;

[0036] 51. Gas source; 52. Air flow ejection part; 53. Gas replenishing container; 54. Gas detection component; 551. First switch valve; 552. Second switch valve; 553. Third switch valve; 554. Fourth switch valve; 555. Fifth switch valve; 556. Sixth switch valve; 56. Pressure-stabilizing gas storage container; 57. Auxiliary gas supply component. DETAILED DESCRIPTION

[0037] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0038] In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions.

[0039] Unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "fixed" should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0040] Unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include the first feature being in direct contact with the second feature, or may include the first feature being in contact with the second feature through another feature between them instead of being in direct contact. Moreover, a first feature being "above", "above" and "above" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes the first feature being directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0041] The technical solution of the present invention is further described below with reference to the accompanying drawings and through specific implementation methods.

[0042] Embodiment 1

[0043] like Figure 1 As shown, this embodiment provides a ship, including a hull 100, a propulsion system and a control room 300 arranged on the hull 100, the propulsion system is used to drive the hull 100 to move in a specified direction, and the control room 300 is used for the crew to drive the ship.

[0044] Optionally, the propulsion system includes a propeller 200 , which is disposed at one end of the hull 100 along the length direction. The propeller 200 is driven to rotate by a motor to provide propulsion power for the hull 100 .

[0045] A control system is provided in the control room 300. The control system includes an operation terminal for the driver to input commands. The control system is electrically connected to the propulsion system so as to control the operation of the propulsion system according to the commands input by the driver. Optionally, the operation terminal includes operation buttons, a touch screen and / or an operation lever.

[0046] Optionally, the ship also includes a navigation state monitoring system 400, which is arranged on the top of the control room 300, which is conducive to widening the monitoring field of view and better obtaining the navigation state. Among them, the navigation state can include wind direction, wind force, information about surrounding ships or obstacles, speed and draft depth. Specifically, the navigation state monitoring system 400 can include a wind force and direction detector, a radar, a speed sensor and a ship loading instrument. The wind force and direction detector can detect the current wind force and wind direction, the radar can detect information about surrounding ships or obstacles, the speed sensor can detect the speed of the ship, and the ship loading instrument can calculate the stability, strength and draft difference of the ship by inputting loading information. In this embodiment, the wind force and direction detector, the radar, the speed sensor and the ship loading instrument are all conventional structures or software in the art. This embodiment can adopt any wind force and direction detector, radar, speed sensor and ship loading instrument in the prior art. The present invention will no longer describe in detail the specific structure, connection relationship and specific control method of the wind force and direction detector, radar, speed sensor and ship loading instrument.

[0047] In order to reduce the water resistance of the hull 100 during the travel, the ship also includes a ship gas lubrication drag reduction system, which can form a drag reduction lubrication layer at the bottom of the hull 100 to reduce the contact between the hull 100 and the water, thereby reducing the resistance of the hull 100. Optionally, the drag reduction lubrication layer can be a drag reduction gas layer, bubbles, or a gas-liquid mixed layer. In this embodiment, the ship gas lubrication drag reduction system is introduced by taking the drag reduction lubrication layer as a drag reduction gas layer as an example.

[0048] Specifically, the ship gas lubrication drag reduction system includes an air supply assembly and an airflow ejection portion 52. The airflow ejection portion 52 is arranged at the bottom of the hull 100, and the air supply assembly is connected to the airflow ejection portion 52 to deliver an airflow of a certain pressure to the airflow ejection portion 52. After the airflow is ejected through the airflow ejection portion 52, a drag reduction air layer of a certain thickness can be formed at the bottom of the hull 100 to achieve the purpose of reducing resistance.

[0049] Exemplarily, the gas supply assembly includes an air source 51 , and the air source 51 may include a fan, which is connected to the air flow ejection part 52 , so as to increase the gas of a certain pressure and flow rate to the air flow ejection part 52 .

[0050] Optionally, the airflow ejection portion 52 includes a plurality of jet holes, and the bottom of the hull 100 is provided with a plurality of jet holes along the length direction of the hull 100, so that the ejected airflow can cover the bottom of the hull 100 along the length direction of the hull 100. The plurality of jet holes may be arranged evenly or unevenly, and the specific arrangement may be set according to the actual structure of the hull 100 and requirements.

[0051] In order to stabilize the pressure and flow of the airflow ejected from the jet hole so as to meet the requirements for forming a drag-reducing air layer, the airflow ejection portion 52 further includes a pressure stabilizing chamber. The pressure stabilizing chamber is formed at the bottom of the hull 100, and the pressure stabilizing chamber is connected to the air supply assembly and the jet hole. The air supply assembly inputs the airflow into the pressure stabilizing chamber, and the airflow is temporarily stored in the pressure stabilizing chamber to ensure the pressure stability of the airflow. Afterwards, the airflow in the pressure stabilizing chamber is ejected through the jet hole.

[0052] Optionally, a plurality of pressure stabilizing chambers may be provided, and the plurality of pressure stabilizing chambers are arranged along the length direction of the hull 100, and each pressure stabilizing chamber is connected to a jet hole so as to jet outward from a corresponding position on the bottom of the hull 100 to form a drag reducing air layer.

[0053] When a stable drag-reducing air layer is formed at the bottom of the hull 100, it is only necessary to add gas to the drag-reducing air layer from time to time to maintain the stability of the air layer, and the required air supply amount is small. In the existing structure, the air supply component still needs to be started to supplement the air flow, and the flow rate and power of the air supply component are both large, the power loss is large, and it is not conducive to the long-term use of the system.

[0054] To solve the above problems, in this embodiment, the ship gas lubrication drag reduction system also includes an air replenishing container 53, which is connected to the pressure stabilizing chamber. The air replenishing container 53 can pre-store gas and replenish gas into the pressure stabilizing chamber after the drag reduction gas layer is formed, so as to replenish gas to the drag reduction gas layer when needed.

[0055] In this embodiment, by providing an air replenishment container 53, a small flow of air can be added to the drag reduction air layer during the operation of the ship's gas lubrication drag reduction system after it is started to maintain the stability of the drag reduction air layer. There is no need to start the air supply component for air replenishment, thereby reducing power loss and ensuring the long-term stable use of the system.

[0056] Optionally, the air supply container 53 may be disposed on a deck, a cabin or a side of the hull 100. In this embodiment, the air supply container 53 is disposed in the cabin of the hull 100 to facilitate the air supply container 53 to communicate with the pressure stabilizing chamber through a pipeline.

[0057] Optionally, the gas supplement container 53 may be an air bag or an air tank.

[0058] Optionally, the volume of the gas replenishment container 53 can be designed according to the volume of the pressure stabilizing chamber so as to meet the flow rate and pressure requirements during gas replenishment.

[0059] In this embodiment, one gas replenishment container 53 is provided, and the gas replenishment container 53 can be located in the middle of the cabin along the length direction of the hull 100, so as to shorten the length of the pipeline between the gas replenishment container 53 and each pressure stabilizing chamber. Since the gas replenishment container 53 needs to replenish gas to multiple pressure stabilizing chambers, the volume of the gas replenishment container 53 can be designed to be larger to meet the use requirements.

[0060] In this embodiment, the gas replenishing container 53 can be connected to the gas supply component, and the gas supply component provides a supplementary gas flow of a certain pressure into the gas replenishing container 53. The supplementary gas flow is stored in the gas replenishing container 53, so that when it is necessary to replenish the drag reducing gas layer, the gas is directly provided to the pressure stabilizing chamber through the gas replenishing container 53.

[0061] Optionally, multiple air supply containers 53 may be provided, and the multiple air supply containers 53 are arranged along the length direction of the hull 100, so that the pressure stabilizing chamber is connected to the closest air supply container 53, thereby reducing the length of the pipeline between the pressure stabilizing chamber and the air supply container 53, which is conducive to reducing the loss of airflow energy and pressure. It is worth noting that the closest air supply container 53 can be the air supply container with the shortest distance from the pressure stabilizing chamber, or the air supply container with the shortest control loop in the control system, that is, the closest in control logic, so as to simplify the control loop and shorten the line length for realizing communication connection.

[0062] In the prior art, multiple pressure-stabilizing chambers are connected to the same gas source through pipelines, which results in a larger power and a larger volume of the gas source. Therefore, the gas source is mostly arranged at the bow or stern of the hull 100, which results in a longer pipeline connecting the pressure-stabilizing chamber and the gas source. On the one hand, it is inconvenient to maintain and the pipeline is redundant. On the other hand, when the airflow is transmitted in the pipeline, the pressure and energy losses are large, which reduces the efficiency of the entire ship's gas lubrication and drag reduction system.

[0063] To solve the above problems, in this embodiment, the air supply assembly includes a plurality of air sources 51 arranged along the length direction of the hull 100, and the pressure stabilizing chamber can be connected to the closest air source 51, thereby shortening the length of the pipeline between the air source 51 and the pressure stabilizing chamber, which is convenient for maintenance on the one hand, and is conducive to reducing pressure and energy losses on the other hand, and improving the efficiency of the ship's gas lubrication and drag reduction system. It is worth noting that the closest air source 51 can be the air source with the shortest distance from the pressure stabilizing chamber, or the air source with the shortest control loop in the control system, that is, the closest in control logic, so as to simplify the control loop and shorten the line length for realizing communication connection.

[0064] Optionally, the air supply container 53 can be connected to the closest air source 51, thereby shortening the length of the pipeline between the air source 51 and the air supply container 53, which is beneficial to reducing pressure and energy losses and improving the efficiency of the ship gas lubrication drag reduction system. It is worth noting that the closest air source 51 can be the air source with the shortest distance from the air supply container 53, or the air source with the shortest control loop in the control system, that is, the closest in control logic, so as to simplify the control loop and shorten the line length for realizing the communication connection.

[0065] In this embodiment, the number of gas sources 51 is the same as the number of pressure stabilizing chambers, and they are connected one-to-one, and each gas source 51 provides airflow to the corresponding pressure stabilizing chamber. By making the gas sources 51 correspond to the pressure stabilizing chambers one-to-one, the power required by the gas sources 51 can be reduced, which is conducive to reducing the volume of each gas source 51, thereby flexibly designing the installation position of the gas source 51, making full use of the space in the cabin, and simplifying the pipeline layout.

[0066] In other embodiments, each gas source 51 may also be connected to two or more pressure stabilizing chambers. The specific number of gas sources 51 and the number of connected pressure stabilizing chambers may be set according to actual needs to further shorten the pipeline length and reduce costs. For example, each gas source 51 may be connected to two corresponding pressure stabilizing chambers.

[0067] The one of the multiple gas sources 51 that is closest to the gas replenishing container 53 is connected to the gas replenishing container 53, which can reduce the power required to start the gas source 51 when replenishing gas into the gas replenishing container 53, which is beneficial to reducing the energy consumption required for gas replenishment.

[0068] In this embodiment, the ship gas lubrication drag reduction system also includes a gas detection component 54, which is used to detect the parameters of the drag reduction gas layer formed at the bottom of the hull 100. The gas replenishing container 53 replenishes the air flow into the air flow ejection part 52 at any time according to the detection result of the gas detection component 54, so as to replenish the air flow in time to maintain the stability of the drag reduction gas layer.

[0069] Specifically, the gas detection component 54 can determine whether it is necessary to supplement the gas flow to the pressure stabilizing chamber by detecting the thickness of the gas layer, so that the pressure stabilizing chamber can supplement the gas flow to the gas layer to maintain the stability of the gas layer.

[0070] Optionally, the thickness of the air layer can be determined by detecting the pressure gradient along the thickness direction of the air layer through a pressure sensor, and judging the thickness of the air layer by the change of the pressure gradient. Specifically, the pressure inside the air layer is relatively small and stable, and the pressure at the position where the air layer contacts the water is relatively large, so the thickness of the air layer can be determined by detecting the change of the pressure along the thickness direction of the air layer.

[0071] Optionally, the parameters of the air layer may also be detected by other structures, as long as it is possible to determine whether the air layer needs to be supplemented with airflow to maintain stability.

[0072] In this embodiment, a plurality of gas detection assemblies 54 may be provided, and the plurality of gas detection assemblies 54 are arranged along the length direction of the hull 100 and are provided at the bottom of the hull 100. By providing a plurality of gas detection assemblies 54, a specific position along the length direction of the hull 100 where airflow needs to be supplemented can be detected, so that the adjacent pressure stabilizing chamber sprays airflow toward the bottom of the hull 100 to supplement airflow to the drag reduction gas layer at the corresponding position.

[0073] Optionally, the gas detection component 54 is connected to the control system in the control room 300 for communication, and the control system can control whether the gas replenishment container 53 is replenished. When the gas detection component 54 detects the thickness information of the gas layer at the corresponding position, the thickness information is sent to the control system. After receiving the result detected by the gas detection component 54, the control system controls the gas replenishment container 53 adjacent to the gas layer requiring gas replenishment to provide the corresponding pressure stabilizing chamber with gas replenishment gas flow as needed, so as to maintain the stability of the gas layer.

[0074] In this embodiment, the ship gas lubrication drag reduction system also includes a switch valve, which includes a first switch valve 551 arranged between the gas source 51 and the pressure stabilizing chamber, a second switch valve 552 arranged between the gas source 51 and the air supply container 53, and a third switch valve 553 arranged between the air supply container 53 and the pressure stabilizing chamber. The switch valve is used to control the opening and closing of the corresponding pipeline so as to control the transmission path of the airflow.

[0075] Optionally, the first switch valve 551, the second switch valve 552 and the third switch valve 553 can be solenoid valves, which are communicatively connected to a control system, and the control system can control the opening and closing of the solenoid valves so as to control the entire ship gas lubrication drag reduction system.

[0076] In this embodiment, the working process of the ship gas lubrication drag reduction system is as follows:

[0077] 1. Turn on the control system of the ship's gas lubrication drag reduction system, and control all gas sources 51 and switch valves to be energized to start the system;

[0078] 2. Before starting the ship gas lubrication drag reduction system, close the first switch valve 551 and the third switch valve 553, open the second switch valve 552, and open the gas source 51 connected to the gas supply container 53 to fill the gas supply container 53. When the pressure in the gas supply container 53 reaches the specified pressure, close the second switch valve 552 to complete the filling of the gas supply container 53. The specified pressure can be 2-8 times the jet pressure to meet the gas supply requirements;

[0079] 3. When the ship is started, the first switch valve 551 is opened, the second switch valve 552 and the third switch valve 553 are in a closed state, and the gas source 51 is opened so that the gas source 51 directly inputs gas into the pressure stabilizing chamber through the pipeline. After the gas is ejected from the hull 100 through the jet hole, a drag reduction gas layer is gradually formed at the bottom of the hull 100; when the gas detection component 54 detects that the thickness of the drag reduction gas layer of the hull 100 reaches a specified thickness, the drag reduction gas layer reaches a stable state, the gas source 51 is closed, and the first switch valve 551 is closed;

[0080] 4. After the ship is sailing normally, the gas detection component 54 feeds back the thickness of the air layer formed at the bottom of the hull 100. After the control system analyzes and obtains the command for replenishing air based on the detection results of the navigation status monitoring system 400, it opens the third switch valve 553 so that the air replenishment container 53 can replenish gas into the pressure stabilizing chamber; when the gas detection component 54 detects that the drag reduction gas layer is stable, the third valve is closed; when the air pressure in the air replenishment container 53 is insufficient, the second switch valve 552 and the corresponding air source 51 are opened to replenish gas into the air replenishment container 53 so that the pressure meets the pressure requirements.

[0081] Embodiment 2

[0082] like Figure 2 As shown, this embodiment provides a ship, which is different from the first embodiment in that the ship gas lubrication drag reduction system further includes a pressure-stabilizing gas storage container 56, and the gas supply assembly and the pressure-stabilizing cavity are connected through the pressure-stabilizing gas storage container 56. By providing the pressure-stabilizing gas storage container 56, the gas provided by the gas source 51 first enters the pressure-stabilizing gas storage container 56, and is stored in the pressure-stabilizing gas storage container 56 for a short time to make the gas pressure more stable, and then enters the pressure-stabilizing cavity to ensure that the pressure of the airflow ejected from the jet hole meets the requirements.

[0083] Optionally, the pressure-stabilizing gas storage container 56 may be an air bag or an air tank.

[0084] Optionally, a plurality of pressure-stabilizing gas storage containers 56 may be provided so as to be connected to the closest gas source 51 and the pressure-stabilizing chamber, thereby reducing the length of the pipeline and thus reducing the pressure loss.

[0085] Optionally, each pressure-stabilizing gas storage container 56 may be connected to one or more gas sources 51 .

[0086] Exemplarily, two pressure-stabilizing gas storage containers 56 are provided, and four pressure-stabilizing chambers are provided. Each pressure-stabilizing gas storage container 56 is connected to two pressure-stabilizing chambers, and each pressure-stabilizing gas storage container 56 is connected to two gas sources 51, which is conducive to ensuring gas supply. An air replenishment container 53 is connected between the two pressure-stabilizing gas storage containers 56, so that when air replenishment is needed, the air replenishment container 53 provides gas to the pressure-stabilizing gas storage container 56, and the gas is then ejected through the pressure-stabilizing chamber and the gas injection hole.

[0087] In this embodiment, the switch valve includes a fourth switch valve 554 arranged between the gas source 51 and the pressure-stabilizing gas storage container 56, a second switch valve 552 arranged between the gas source 51 and the gas replenishing container 53, a sixth switch valve 556 arranged between the gas replenishing container 53 and the pressure-stabilizing gas storage container 56, and a fifth switch valve 555 arranged between the pressure-stabilizing gas storage container 56 and the pressure stabilizing chamber.

[0088] The switch valve is used to control the opening and closing of the corresponding pipeline so as to control the transmission path of the airflow.

[0089] Optionally, the second switch valve 552, the fourth switch valve 554, the fifth switch valve 555 and the sixth switch valve 556 can be solenoid valves, which are communicatively connected to the control system, and the control system can control the opening and closing of the solenoid valves so as to control the entire ship gas lubrication drag reduction system.

[0090] In this embodiment, the working process of the ship gas lubrication drag reduction system is as follows:

[0091] 1. Turn on the control system of the ship's gas lubrication drag reduction system, and the control system controls all gas sources 51 and switch valves to be energized to turn on the system;

[0092] 2. Before starting the ship gas lubrication drag reduction system, close the fourth switch valve 554, the fifth switch valve 555 and the sixth switch valve 556, open the second switch valve 552, and open the gas source 51 connected to the gas supply container 53 to fill the gas supply container 53. When the pressure in the gas supply container 53 reaches the specified pressure, close the second switch valve 552 to complete the filling of the gas supply container 53. The specified pressure can be 2-8 times the jet pressure to meet the gas supply requirements;

[0093] 3. When the ship is started, the fourth switch valve 554 and the fifth switch valve 555 are opened, and the other switch valves are in a closed state. The gas source 51 is opened so that the gas source 51 enters the pressure-stabilizing gas storage container 56 through the pipeline, and after the pressure-stabilizing gas storage container 56 stores the stable pressure for a short time, the gas enters the pressure-stabilizing cavity, and after the gas is ejected from the hull 100 through the jet hole, a drag-reducing gas layer is gradually formed at the bottom of the hull 100; when the gas detection component 54 detects that the thickness of the drag-reducing gas layer of the hull 100 reaches the specified thickness, the drag-reducing gas layer reaches a stable state, the gas source 51 is closed, and the fourth switch valve 554 and the fifth switch valve 555 are closed;

[0094] 4. After the ship is sailing normally, the gas detection component 54 feeds back the thickness of the air layer formed at the bottom of the hull 100. After the detection results of the integrated navigation status monitoring system 400 are analyzed and the control system obtains the need for air replenishment instructions, the sixth switch valve 556 and the fifth switch valve 555 are opened so that the air replenishment container 53 can replenish gas into the pressure-stabilizing gas storage container 56 and the pressure-stabilizing cavity; when the gas detection component 54 detects that the drag-reducing gas layer is stable, the sixth switch valve 556 and the fifth switch valve 555 are closed; when the air pressure in the air replenishment container 53 is insufficient, the second switch valve 552 and the corresponding gas source 51 are opened to replenish gas into the air replenishment container 53 so that the pressure meets the pressure requirements.

[0095] Embodiment 3

[0096] like Figure 3As shown, this embodiment provides a ship, which is different from the above embodiment in that the ship gas lubrication drag reduction system may further include an auxiliary air supply component 57, which is connected to the air supply container 53 and is used to pass gas into the air supply container 53. When the volume of the air supply container 53 is relatively small, there will still be some power loss when the air supply component provides airflow into the air supply container 53. At this time, the auxiliary air supply component 57 can be added. The power of the auxiliary air supply component 57 is smaller than that of the air supply component, which is conducive to reducing power loss.

[0097] Exemplarily, the structure of the auxiliary gas supply component 57 may include a fan, which provides gas to the gas supplement container 53 .

[0098] Exemplarily, the auxiliary gas supply assembly 57 may include a compressor, such as an air compressor, which provides gas with a certain pressure to the gas supply container 53. The compressor may be a small gas compressor to reduce power loss.

[0099] Exemplarily, the auxiliary air supply assembly 57 may include a blower and a compressor, and both the blower and the compressor are in communication with the air supply container 53 .

[0100] The above contents are only preferred embodiments of the present invention. For ordinary technicians in this field, according to the concept of the present invention, there will be changes in the specific implementation methods and application scopes. The content of this specification should not be understood as limiting the present invention.

Claims

1. A ship gas lubrication drag reduction system, comprising: An air supply assembly, the air supply assembly comprising a plurality of air sources (51) arranged along the length direction of the hull (100); An airflow ejection portion (52) is arranged at the bottom of the hull (100), the airflow ejection portion (52) is in communication with the air supply assembly and is capable of ejecting airflow to form a drag-reducing lubricating layer at the bottom of the hull (100); characterized in that the ship gas lubrication drag-reducing system further comprises: an air replenishing container (53), the air replenishing container (53) being in communication with the air flow ejection portion (52), capable of pre-storing air and replenishing air to the air flow ejection portion (52) after the drag reducing lubricating layer is formed, so that the drag reducing lubricating layer can be kept stable without starting the air supply component to replenish air; The air supply container (53) is connected to the air supply assembly. Before the ship gas lubrication drag reduction system is started, the gas source (51) connected to the air supply container (53) is opened to fill the air supply container (53). When the pressure in the air supply container (53) reaches a specified pressure, the filling of the air supply container (53) is completed.

2. The ship gas lubrication drag reduction system according to claim 1, characterized in that: A plurality of the airflow ejection parts (52) are provided and arranged along the length direction of the hull (100), and the air replenishment container (53) is respectively connected to the plurality of the airflow ejection parts (52).

3. The ship gas lubrication drag reduction system according to claim 1, characterized in that: The air flow ejection portion (52) and the air supply container (53) are in communication with the air source (51) closest to each other.

4. The ship gas lubrication drag reduction system according to claim 1, characterized in that: The ship gas lubrication drag reduction system also includes: An auxiliary gas supply component (57), the auxiliary gas supply component (57) being in communication with the gas supplement container (53) and being used for providing gas into the gas supplement container (53).

5. The ship gas lubrication drag reduction system according to claim 1, characterized in that: The airflow ejection portion (52) comprises: A pressure stabilizing chamber, connected to the gas supply assembly and the gas replenishing container (53); and An air jet hole is arranged at the bottom of the pressure stabilizing chamber, and the gas in the pressure stabilizing chamber is jetted out from the air jet hole to form the drag reducing lubricating layer at the bottom of the hull (100).

6. The ship gas lubrication drag reduction system according to any one of claims 1 to 5, characterized in that: The ship gas lubrication drag reduction system also includes: A pressure-stabilizing gas storage container (56), wherein the gas supply assembly and the gas flow ejection portion (52) are connected via the pressure-stabilizing gas storage container (56).

7. The ship gas lubrication drag reduction system according to claim 6, characterized in that: The air supply container (53) is connected to the air flow ejection portion (52) via the pressure-stabilizing air storage container (56).

8. The ship gas lubrication drag reduction system according to claim 6, characterized in that: A plurality of the pressure-stabilizing gas storage containers (56) are provided and arranged along the length direction of the hull (100), and the airflow ejection portion (52) is connected to the closest pressure-stabilizing gas storage container (56).

9. The ship gas lubrication drag reduction system according to any one of claims 1 to 5, characterized in that: The ship gas lubrication drag reduction system also includes: A gas detection component (54) is used to detect parameters of the drag-reducing lubricating layer formed at the bottom of the hull (100), and the gas replenishing container (53) replenishes gas into the airflow ejection portion (52) according to the detection result of the gas detection component (54).

10. The ship gas lubrication drag reduction system according to claim 9, characterized in that: A plurality of the gas detection components (54) are provided and arranged along the length direction of the hull (100).

11. A ship, comprising a hull (100), characterized in that: The hull (100) is provided with a ship gas lubrication drag reduction system according to any one of claims 1 to 10.

Images