Air layer drag reduction device for ship bottom and ship

Abstract

The application relates to the ship technology field, and particularly discloses a ship bottom air layer drag reduction device and a ship. The ship bottom air layer drag reduction device comprises a drag reduction assembly and a flow guide structure. The drag reduction assembly comprises a plurality of air cavities. The plurality of air cavities are arranged on the ship bottom and can spray air to form an air layer on the ship bottom. The flow guide structure is arranged on the ship bottom and located between the propeller at the stern and the drag reduction assembly. The two ends of the flow guide structure extend along the direction of approaching the left side and the right side of the ship, respectively. An air inlet is arranged at the end of the flow guide structure facing the drag reduction assembly. Two air outlets are arranged at the two ends of the flow guide structure, respectively. One air outlet is arranged at the joint of the ship bottom and the left side of the ship, and the other air outlet is arranged at the joint of the ship bottom and the right side of the ship. The air inlet is communicated with the two air outlets. The arrangement can avoid the air being sucked to the propeller area by the propeller, thereby improving the working efficiency of the propeller and avoiding the reduction of the propelling force of the propeller.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of ships, in particular to a ship bottom air layer drag reduction device and a ship. BACKGROUND

[0002] The ship air layer drag reduction technology forms and maintains an air layer on the bottom of the ship by specially designed devices, so as to isolate the ship bottom surface from water, reduce the wet surface area, and significantly reduce the ship resistance and fuel consumption. The mechanism and position of the technology are different from other mature energy-saving devices such as vortex fin and energy-saving duct, so that the technology can be used in combination with other energy-saving devices, and is a new type of ship energy-saving and emission-reducing technology with great potential.

[0003] During the forward sailing of the ship, the ship bottom air layer moves relatively to the stern, and due to the suction effect of the propeller, the gas may be sucked into the propeller area, reducing the propeller thrust.

[0004] Therefore, there is an urgent need for a ship bottom air layer drag reduction device and a ship to solve the above problems. SUMMARY

[0005] The purpose of the present application is to provide a ship bottom air layer drag reduction device to solve the problem that in the related art, during the forward sailing of the ship, the ship bottom air layer moves relatively to the stern, and due to the suction effect of the propeller, the gas may be sucked into the propeller area, reducing the propeller thrust.

[0006] In one aspect, the present application provides a ship bottom air layer drag reduction device, which comprises:

[0007] A drag reduction assembly comprising a plurality of air pockets, the plurality of air pockets being configured to be arranged on the ship bottom, and the plurality of air pockets being capable of blowing air to form an air layer on the ship bottom;

[0008] A flow guide structure configured to be attached to the ship bottom and located between the propeller at the stern and the drag reduction assembly, two ends of the flow guide structure extending in directions close to the left and right sides of the ship respectively, one end of the flow guide structure towards the drag reduction assembly being provided with an air inlet, and the two ends of the flow guide structure being respectively provided with air outlets, one of the air outlets being configured to be located at the connection between the ship bottom and the left side of the ship, and the other air outlet being configured to be located at the connection between the ship bottom and the right side of the ship, the air inlet being in communication with the two air outlets.

[0009] As a preferred technical solution of the ship bottom air layer drag reduction device, the device further comprises two flow guide pipes, one end of each of the two flow guide pipes being in communication with one of the two air outlets, and the two flow guide pipes being respectively fixed to the left and right sides of the ship.

[0010] As a preferred technical scheme of the ship bottom air layer drag reduction device, the other end of the two guide pipes is used for being higher than the propeller in the height direction of the ship body.

[0011] As a preferred technical scheme of the ship bottom air layer drag reduction device, the two guide pipes are used for being attached to the left ship side and the right ship side respectively.

[0012] As a preferred technical scheme of the ship bottom air layer drag reduction device, the guide structure comprises a guide plate and a support plate, one end of the guide plate is fixedly connected with one end of the support plate, the other end of the guide plate is used for being fixedly connected with the ship bottom, the other end of the support plate is used for being fixedly connected with the ship bottom, the guide plate, the support plate and the ship bottom enclose an air cavity, the air inlet is arranged on the guide plate, and the air inlet and the two air outlets are in communication with the air cavity.

[0013] As a preferred technical scheme of the ship bottom air layer drag reduction device, the air inlet is provided with a plurality of air inlets, and the plurality of air inlets are arranged in the interval direction of the left ship side and the right ship side.

[0014] As a preferred technical scheme of the ship bottom air layer drag reduction device, the air inlet is a waist-shaped hole used for extending in the interval direction of the left ship side and the right ship side.

[0015] As a preferred technical scheme of the ship bottom air layer drag reduction device, the guide structure further comprises a first gusset plate and a second gusset plate, the first gusset plate and the second gusset plate are used for being arranged in the interval direction of the left ship side and the right ship side, the other end of the guide plate is fixedly connected with the first gusset plate, and the other end of the support plate is fixedly connected with the second gusset plate.

[0016] As a preferred technical scheme of the ship bottom air layer drag reduction device, the guide plate is inclined away from the drag reduction assembly, and the included angle between the guide plate and the ship bottom is less than 90°.

[0017] In another aspect, the application provides a ship, comprising a ship bottom, a propeller located at one end of the ship bottom, a left ship side and a right ship side located at both sides of the ship bottom, and the ship bottom air layer drag reduction device in any one of the above-mentioned schemes, the ship bottom air layer drag reduction device comprising a drag reduction assembly, a guide structure and two guide pipes, the drag reduction assembly being arranged on the ship bottom, the guide structure being attached to the ship bottom and located between the propeller at the ship stern and the drag reduction assembly, and the two guide pipes being fixedly arranged on the left ship side and the right ship side respectively.

[0018] The application has the following beneficial effects:

[0019] The application provides a ship bottom air layer drag reduction device, which comprises a drag reduction assembly and a flow guide structure. The drag reduction assembly comprises a plurality of air cavities, which are arranged on the ship bottom and can spray air to form an air layer on the ship bottom. The flow guide structure is arranged on the ship bottom between the propeller at the stern and the drag reduction assembly, and extends towards the left and right sides of the ship. An air inlet is arranged at the end of the flow guide structure close to the drag reduction assembly, and two air outlets are arranged at the two ends of the flow guide structure. One air outlet is arranged at the joint of the left side of the ship and the ship bottom, and the other air outlet is arranged at the joint of the right side of the ship and the ship bottom. The air inlet is communicated with the two air outlets. When the ship provided with the ship bottom air layer drag reduction device sails in the sea, the air sprayed by the air cavities forms an air layer on the ship bottom, so that the ship bottom is separated from water, the wet surface area is reduced, the ship resistance is significantly reduced, and fuel consumption is reduced. However, with the sailing of the ship, the air gradually moves towards the propeller. In order to avoid the suction of the propeller, the air may be sucked into the propeller area, which reduces the propeller thrust. Therefore, the flow guide structure is arranged between the propeller at the stern and the drag reduction assembly. When the air reaches the flow guide structure, the air enters the air inlet because the air inlet is opposite to the drag reduction assembly. Because one air outlet is arranged at the joint of the left side of the ship and the ship bottom, and the other air outlet is arranged at the joint of the right side of the ship and the ship bottom, the air is finally guided to the left and right sides of the ship and finally leaves the ship. The arrangement can avoid the suction of the air into the propeller area by the propeller, so that the working efficiency of the propeller is improved, and the propeller thrust is not reduced. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 FIG. 1 is a structural schematic diagram of a ship bottom air layer drag reduction device in an embodiment of the application;

[0021] Figure 2 FIG. 2 is a sectional view of the ship bottom air layer drag reduction device in the embodiment of the application; Figure 1 ;

[0022] Figure 3 FIG. 3 is a sectional view of the ship bottom air layer drag reduction device in the embodiment of the application; Figure 2 ;

[0023] Figure 4 FIG. 4 is a structural schematic diagram of a flow guide structure in the embodiment of the application.

[0024] In the drawings:

[0025] 100, ship bottom; 200, left side of the ship; 300, right side of the ship;

[0026] 1, flow guide structure; 11, flow guide plate; 111, air inlet; 12, support plate; 13, first pad; 14, second pad; 15, air cavity;

[0027] 2. A draft tube. DETAILED DESCRIPTION

[0028] The technical solutions of the present application will be described clearly and completely below in conjunction with the drawings. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0029] In the description of the present application, it should be noted that the orientations or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second", etc. are only for the purpose of description, and cannot be understood as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions, and moreover, the "above", "over" and "on" of the first feature to the second feature include the vertical direction of the first feature above and obliquely above the second feature, or only indicate that the horizontal height of the first feature is higher than that of the second feature. The "below", "under" and "under" of the first feature to the second feature include the vertical direction of the first feature below and obliquely below the second feature, or only indicate that the horizontal height of the first feature is less than that of the second feature.

[0030] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connecting", "connection" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0031] The embodiments of the present application will be described in detail below, and examples of the embodiments are shown in the drawings, wherein the same or similar reference signs represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are only used to explain the present application, and cannot be understood as limiting the present application.

[0032] As Figures 1-4As shown, the embodiment provides a ship bottom air layer drag reduction device, which comprises a drag reduction assembly and a flow guide structure 1. The drag reduction assembly comprises a plurality of air cavities, which are arranged on the ship bottom 100 and can spray air to form an air layer on the ship bottom 100. The flow guide structure 1 is arranged on the ship bottom 100 between the propeller at the stern and the drag reduction assembly, and extends towards the left side 200 and the right side 300 of the ship respectively at both ends. An air inlet 111 is arranged at the end of the flow guide structure 1 facing the drag reduction assembly, and two air outlets are arranged at both ends of the flow guide structure 1, one for the connection between the ship bottom 100 and the left side 200, and the other for the connection between the ship bottom 100 and the right side 300. The air inlet 111 is in communication with the two air outlets. When the ship provided with the ship bottom air layer drag reduction device sails in the sea, the air sprayed by the air cavities forms an air layer on the ship bottom 100, thereby separating the ship bottom 100 from the water and reducing the wet surface area, which can significantly reduce the ship resistance and fuel consumption. However, as the ship sails, the air gradually moves towards the propeller. In order to avoid the suction of the propeller, the air may be sucked into the propeller area, reducing the propeller thrust. Therefore, the flow guide structure 1 is arranged between the propeller at the stern and the drag reduction assembly. When the air reaches the flow guide structure 1, the air inlet 111 is opposite to the drag reduction assembly, so the air enters the air inlet 111. Since one air outlet is arranged at the connection between the ship bottom 100 and the left side 200, and the other air outlet is arranged at the connection between the ship bottom 100 and the right side 300, the air is finally guided to the left side 200 and the right side 300 of the ship and finally leaves the ship. This arrangement can avoid the air being sucked into the propeller area by the propeller, thereby improving the working efficiency of the propeller and avoiding reducing the propeller thrust.

[0033] Optionally, the ship bottom air layer drag reduction device further comprises two flow guide pipes 2, one end of each of the two flow guide pipes 2 is in communication with the two air outlets, and the two flow guide pipes 2 are arranged on the left side 200 and the right side 300 of the ship respectively. In this embodiment, the two flow guide pipes 2 can further guide the air flow in the flow guide structure 1 to the left side 200 and the right side 300 of the ship, further avoiding the air flow entering the propeller area.

[0034] Preferably, the other end of the two flow guide pipes 2 is higher than the propeller in the height direction of the ship body. In this embodiment, the air rises upwards in the water until it emerges above the water surface. When the other end of the two flow guide pipes 2 is higher than the propeller, the air emerges from the other end of the flow guide pipes 2 and moves directly towards the water surface, thereby avoiding being sucked into the propeller area.

[0035] Preferably, two guide pipes 2 are used to be attached to the corresponding left side 200 and right side 300 respectively. In this embodiment, the arrangement can avoid part of the gas passing through the gap between the two guide pipes 2 and the corresponding left side 200 and right side 300, and then entering the propeller area. Specifically, the two guide pipes 2 and the corresponding left side 200 and right side 300 are fixed by welding.

[0036] Optionally, the flow guide structure 1 comprises a guide plate 11 and a support plate 12, one end of the guide plate 11 is fixedly connected with one end of the support plate 12, the other end of the guide plate 11 is used for being fixedly connected with the ship bottom 100, the other end of the support plate 12 is used for being fixedly connected with the ship bottom 100, the guide plate 11, the support plate 12 and the ship bottom 100 enclose the air cavity 15, the air inlet 111 is arranged on the guide plate 11, and the air inlet 111 and the two air outlets are in communication with the air cavity 15. In this embodiment, the guide plate 11 and the support plate 12 are integrally formed, and the gas enters the air cavity 15 through the air inlet 111 and then is discharged through the two air outlets. In other embodiments, one end of the guide plate 11 and one end of the support plate 12 can also be welded.

[0037] Optionally, a plurality of air inlets 111 are arranged, and the plurality of air inlets 111 are arranged in the interval direction of the left side 200 and the right side 300. In this embodiment, the plurality of air inlets 111 can increase the air intake amount of the gas. In other embodiments, the air inlet 111 is a waist-shaped hole arranged in the interval direction of the left side 200 and the right side 300. The waist-shaped hole can also increase the air intake amount of the gas.

[0038] Optionally, the flow guide structure 1 further comprises a first backing plate 13 and a second backing plate 14, the first backing plate 13 and the second backing plate 14 are arranged in an interval and are arranged on the ship bottom 100, the other end of the guide plate 11 is fixedly connected with the first backing plate 13, and the other end of the support plate 12 is fixedly connected with the second backing plate 14. In this embodiment, the guide plate 11 and the support plate are fixed to the ship bottom 100 through the first backing plate 13 and the second backing plate 14 respectively, which can avoid the guide plate 11 and the support plate being directly fixed to the ship bottom 100. Therefore, when the guide plate 11 and the support plate are replaced, the ship bottom 100 will not be damaged. Specifically, the guide plate 11 and the support plate are fixedly connected with the first backing plate 13 and the second backing plate 14 by welding respectively.

[0039] Optionally, the guide plate 11 is inclined away from the direction of the drag reduction assembly, and the included angle between the guide plate 11 and the ship bottom 100 is less than 90°. In this embodiment, the arrangement can reduce the obstruction of the flow guide structure 1 to the gas, thereby reducing the resistance during the ship sailing. Specifically, the included angle between the guide plate 11 and the ship bottom 100 can be 25° or 30° or 35° or 40° or 45° or 50° or 55° or 60°, etc.

[0040] In another aspect, the present application provides a ship, comprising a ship bottom 100, a propeller located at one end of the ship bottom 100, a left ship side 200 and a right ship side 300 located at two sides of the ship bottom 100, and the ship bottom air layer drag reduction device in the above-mentioned solution, wherein the ship bottom air layer drag reduction device comprises a drag reduction assembly, a flow guide structure 1 and two guide pipes 2, the drag reduction assembly is arranged on the ship bottom 100, the flow guide structure 1 is attached to the ship bottom 100 and located between the propeller at the stern and the drag reduction assembly, and the two guide pipes 2 are respectively fixedly arranged on the left ship side 200 and the right ship side 300.

[0041] Obviously, the above-mentioned embodiments of the present application are only examples for clearly illustrating the present application, and are not intended to limit the implementation modes of the present application. Based on the above-mentioned description, other different forms of changes or variations can also be made by those skilled in the art. Here, it is not necessary and also impossible to exhaust all the implementation modes. Any modification, equivalent replacement and improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the claims of the present application.

Claims

1. A hull gas layer drag reduction device, characterised in that, include: The drag reduction assembly includes multiple air cavities for placement on the bottom of the ship (100), and the multiple air cavities are capable of releasing air to form an air layer on the bottom of the ship (100); A flow-guiding structure (1) is attached to the bottom of the ship (100) and located between the propeller and the drag-reducing component at the stern. The two ends of the flow-guiding structure (1) extend in the direction close to the port side (200) and the starboard side (300), respectively. An air inlet (111) is provided at one end of the flow-guiding structure (1) facing the drag-reducing component. An air outlet is provided at both ends of the flow-guiding structure (1). One air outlet is located at the connection between the bottom of the ship (100) and the port side (200), and the other air outlet is located at the connection between the bottom of the ship (100) and the starboard side (300). The air inlet (111) is connected to the two air outlets. It also includes two guide pipes (2), one end of which is connected to the two air outlets respectively, and the two guide pipes (2) are used to be fixed to the port side (200) and the starboard side (300) respectively. The two guide tubes (2) are used to be attached to the corresponding port side (200) and starboard side (300), respectively. The flow-guiding structure (1) includes a flow guide plate (11) and a support plate (12). One end of the flow guide plate (11) is fixedly connected to one end of the support plate (12). The other end of the flow guide plate (11) is used to be fixedly connected to the bottom of the ship (100). The other end of the support plate (12) is used to be fixedly connected to the bottom of the ship (100). The flow guide plate (11), the support plate (12) and the bottom of the ship (100) form an air cavity (15). The air inlet (111) is located on the flow guide plate (11). The air inlet (111) and the two air outlets are all connected to the air cavity (15). Along the height direction of the ship, the other ends of the two flow guide pipes (2) are used to be higher than the propeller.

2. The underbody air layer drag reduction device of claim 1, wherein, Multiple air inlets (111) are provided, and the multiple air inlets (111) are provided at intervals along the spacing direction of the port side (200) and the starboard side (300).

3. The underbody air layer drag reduction device of claim 1, wherein, The air inlet (111) is a waist-shaped hole that extends along the spaced direction of the port side (200) and the starboard side (300).

4. The underbody air layer drag reduction device of claim 1, wherein, The diversion structure (1) further includes a first pad (13) and a second pad (14), the first pad (13) and the second pad (14) being spaced apart on the bottom of the ship (100), the other end of the guide plate (11) being fixedly connected to the first pad (13), and the other end of the support plate (12) being fixedly connected to the second pad (14).

5. The underbody air layer drag reduction device of claim 1, wherein, The guide plate (11) is tilted away from the drag reduction component, and the angle between the guide plate (11) and the bottom of the ship (100) is less than 90°.

6. A vessel characterised in that The ship bottom (100), the propeller at one end of the ship bottom (100), the left ship side (200) and the right ship side (300) at both sides of the ship bottom (100), and the ship bottom air layer drag reduction device in any one of claims 1-5, the ship bottom air layer drag reduction device comprising a drag reduction assembly, a flow guide structure (1), and two flow guide pipes (2), the drag reduction assembly is arranged on the ship bottom (100), the flow guide structure (1) is attached to the ship bottom (100) and located between the propeller at the stern and the drag reduction assembly, and the two flow guide pipes (2) are respectively fixed to the left ship side (200) and the right ship side (300).

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