Air layer drag reduction system applied to ultra-large ship and ship

Abstract

The invention discloses an air layer drag reduction system applied to an ultra-large ship and the ship. The air layer drag reduction system comprises an air supply system, a pressure stabilizing system, an air injection system, a monitoring system and an intelligent management system. The air injection system is used for injecting air into water through the bottom of the ship and forming a stable air layer at the bottom of the ship; the monitoring system is used for monitoring operation information, gas state information, navigation environment information, ship state information and gas layer state information of the gas layer resistance reduction system; the intelligent management system is used for receiving feedback signals of the air supply system, the pressure stabilizing system, the air injection system and the monitoring system and sending control signals to the air supply system, the pressure stabilizing system, the air injection system and the monitoring system; and meanwhile, the intelligent management system is used for controlling the gas layer resistance reduction system to perform signal interaction with a ship system so as to realize intelligent control, so that the gas layer resistance reduction system is suitable for an ultra-large ship. The technical scheme of the embodiment of the invention can effectively solve the application problem when the air layer resistance reduction system is applied to large and ultra-large ships.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of ship technology, and in particular to an air layer drag reduction system applied to a super-large ship and the ship. Background Art

[0002] Air layer drag reduction technology refers to a new energy-saving technology that sprays an appropriate amount of gas into the bottom of the ship through an air layer drag reduction device to form and maintain a thin air layer at the bottom of the ship, effectively isolating the bottom of the ship from the water, reducing the wet surface area of ​​the bottom of the ship, thereby reducing the friction resistance of the ship and significantly reducing energy consumption and carbon dioxide emissions.

[0003] At present, air layer drag reduction systems are mostly used in small and medium-sized ships, but are less used in large and ultra-large ships. Moreover, when applying air layer drag reduction systems to large and ultra-large ships, there are still application difficulties in deep water, large-scale and intelligent applications. Summary of the invention

[0004] The present invention provides an air layer drag reduction system and a ship applied to a super-large ship, so as to solve the application problems faced by the air layer drag reduction system and make the air layer drag reduction system suitable for large and super-large ships.

[0005] According to one aspect of the present invention, there is provided an air layer drag reduction system for a ship, comprising: an air supply system, a pressure stabilization system, an air injection system, a monitoring system and an intelligent management system;

[0006] The air supply system is arranged in or outside the ship cabin, and is used to provide gas with a preset flow rate and a preset pressure to the air layer drag reduction system; the input end of the pressure stabilizing system is connected to the output end of the air supply system through an air path, and the output end of the pressure stabilizing system is connected to the input end of the jet system through an air path, and the pressure stabilizing system is used to transmit, control and stabilize the gas provided by the air supply system and transport the gas to the jet system; the jet system is arranged at the bottom of the ship, and is used to spray gas into the water through the bottom of the ship and form a stable air layer at the bottom of the ship; the monitoring system is used to monitor the operation information of the air layer drag reduction system, gas status information, navigation environment information, ship status information and air layer status information;

[0007] The air supply system, the pressure stabilizing system, the jet system and the monitoring system are all communicatively connected with the intelligent management system. The intelligent management system is used to receive feedback signals from the air supply system, the pressure stabilizing system, the jet system and the monitoring system, and send control signals to the air supply system, the pressure stabilizing system, the jet system and the monitoring system; at the same time, the intelligent management system is used to control the air layer drag reduction system to exchange signals with the ship system to achieve intelligent control, so that the air layer drag reduction system is suitable for ultra-large ships.

[0008] Optionally, the intelligent management system includes an optimized energy-saving operation subsystem, an equipment management subsystem, a data monitoring subsystem and a centralized processing subsystem; the optimized energy-saving operation subsystem includes an adaptive control module, an optimized energy efficiency control module and a comprehensive energy efficiency optimization management module; the equipment management subsystem includes an equipment operation status monitoring module and an alarm module;

[0009] The ship system includes the ship's inherent system and the air layer drag reduction service supplement system; the ship's inherent system is a general configuration device for ships, including the whole ship operation management system, power management system, ship / equipment operation monitoring system, environmental monitoring system and alarm monitoring system;

[0010] The intelligent management system is used to receive the ship navigation monitoring data and navigation energy efficiency monitoring data sent by the ship system, and based on the ship navigation monitoring data and the navigation energy efficiency monitoring data and combined with the operation data of the air layer drag reduction system, the optimized energy-saving operation subsystem generates the preferred energy efficiency control mode under the current navigation state.

[0011] Optionally, the optimized energy-saving operation subsystem integrates three core control technologies; wherein the adaptive control module adopts adaptive control technology based on flight state and ambient air layer drag reduction, the optimized energy efficiency control module adopts optimized energy efficiency evaluation technology, and the comprehensive energy efficiency optimization management module adopts comprehensive energy efficiency optimization management technology;

[0012] The data monitoring subsystem, the optimized energy-saving operation subsystem, and the equipment management subsystem are all connected to the centralized processing subsystem for communication, and the centralized processing subsystem exchanges data and instructions with the ship system;

[0013] The centralized processing subsystem is used to perform start and stop inquiries on the whole ship operation management system and high-power inquiries on the power management system, so as to control the start or stop of the air layer drag reduction system according to the response of the power management system and the start and stop instructions issued by the whole ship operation management system;

[0014] The centralized processing subsystem is also used to receive data sent by the data monitoring subsystem, the optimized energy-saving operation subsystem and the equipment management subsystem, and send control signals according to the data generated by the optimization decision of the adaptive control module and the optimized energy efficiency control module, so as to adjust the operating state of the equipment in the air layer drag reduction system, and adjust the operating state of the adjustable equipment of the ship according to the comprehensive optimization decision instruction of the comprehensive energy efficiency optimization management module;

[0015] The centralized processing subsystem is also used to receive data sent by the environmental monitoring system, the ship / equipment operation monitoring system and the air layer drag reduction service supplement system in the ship system to determine the navigation environment, navigation status and operation status of the ship's equipment, and send energy efficiency data and equipment adjustment instructions to the ship / equipment operation monitoring system to adjust the operation status of the ship's adjustable equipment;

[0016] The centralized processing subsystem is also used to send an alarm signal to the alarm monitoring system of the ship system according to the data sent by the alarm module and the equipment operation status monitoring module in the air layer drag reduction system.

[0017] Optionally, the gas supply system includes a gas supply module, a power module and a gas supply control module;

[0018] The air supply module includes air supply equipment; wherein a preset number of the air supply equipment are arranged in a preset arrangement manner inside or outside the ship cabin;

[0019] The power supply module includes a power supply device and a gas supply equipment driving device, wherein the power supply device is used to provide electric energy to the gas supply module and the gas supply control module; the driving form of the gas supply equipment driving device includes variable frequency drive or soft start drive, and the gas supply equipment driving device is used to drive the gas supply module to start, and suppress harmonic interference and suppress instantaneous starting current;

[0020] The air supply module and the power supply module are both communicatively connected to the air supply control module, and the air supply control module is used to receive feedback signals from the air supply module and the power supply module, and to control the air supply module and the power supply module.

[0021] Optionally, the air supply system further includes a cooling module, a fresh air module, a vibration and noise reduction module and a condensed water discharge module;

[0022] The cooling module and the fresh air module are powered by the power module; the fresh air module includes a fresh air supply system based on an axial flow fan, which is used to provide air supply to the air supply module and to dissipate heat and cool the cabin and equipment at the air supply module;

[0023] The cooling module is used to cool the exhaust gas of the air supply equipment and the air supply module equipment in a preset cooling method; wherein the preset cooling method includes a water cooling method and an air cooling method, the cooling pipeline used in the water cooling method is provided with a pressurizing component, and the cooling pipeline of the water cooling method is separately provided with the cooling pipeline of the ship system; the air cooling method is realized by an air supply device, and the air supply device includes an axial flow fan;

[0024] The vibration reduction and noise reduction module adopts a method of combining vibration reduction and noise reduction components with preset suppression measures; the vibration reduction and noise reduction components include sound insulation cotton laid on the inner wall of the air supply equipment in a closed box package, a vibration isolator arranged at the bottom of the air supply device, a silencer arranged on the pipeline connected to the air supply equipment, damping laid on the floor of the air supply equipment cabin, sound insulation cotton and / or a damping layer laid on the wall of the air supply equipment cabin, a vortex silencer arranged inside the gas pipeline, and at least one or a combination of vibration isolation brackets, damping layers and / or sound insulation cotton arranged on the gas pipeline; the vibration reduction and noise reduction module is used to reduce the vibration or noise generated during the operation of the air supply equipment and / or gas circuit;

[0025] The condensate discharge module comprises a discharge valve and / or a bypass pipeline arranged on a gas circuit connected to the gas supply module, and is used to discharge gas condensate in the gas circuit;

[0026] The cooling module and the fresh air module are both communicatively connected to the air supply control module, and the air supply control module is used to receive feedback signals from the cooling module and the fresh air module, and to control the cooling module and the fresh air module.

[0027] Optionally, the pressure stabilization system includes a multi-stage gas transmission pipeline, a pressure stabilization chamber, and a valve control module and a regulator arranged on the multi-stage gas transmission pipeline;

[0028] The valve control module and the regulator are used to adjust the internal pressure and flow of the multi-stage gas transmission pipeline;

[0029] The valve control module includes: various valves and valve control systems arranged on the multi-stage gas transmission pipeline to realize some functions of adaptive control of the air layer drag reduction system based on the navigation environment and navigation state of the ship;

[0030] The input end of the pressure stabilizing chamber is connected to the end of the multi-stage gas transmission pipeline, and the output end of the pressure stabilizing chamber is connected to the input end of the jet system; the pressure stabilizing chamber slows down, rectifies, and stabilizes the gas in the pressure stabilizing chamber, and transmits the gas to the jet system so that the gas is uniformly jetted into the water; the pressure stabilizing chamber adopts preset anti-corrosion measures and preset anti-fouling measures; the preset anti-corrosion measures include: using anti-corrosion materials and applying anti-corrosion coatings inside / outside; the preset anti-fouling measures include: setting a sediment cleaning device and opening holes at the bottom of the chamber to remove sediments;

[0031] Among them, the internal coating of the anti-corrosion coating includes increasing the cavity size and adopting an internal coating structure, so that the internal coating vehicle coats the inside of the pressure stabilizing cavity during the construction phase and coats the inside of the pressure stabilizing cavity during the regular maintenance phase.

[0032] Optionally, the regulator includes a throttling orifice plate, and the preset anti-corrosion material includes nickel-chromium alloy or polyethylene;

[0033] The inner coating structure includes installation boxes at both ends of the pressure stabilizing chamber, or a top cover is provided on the top of the cavity of the pressure stabilizing chamber;

[0034] The sediment cleaning device includes a high-pressure water flushing device.

[0035] Optionally, the jet system includes a ship bottom air pocket, an air pocket coaming, a longitudinal baffle, a jet hole, an air layer excitation device and a bow and stern appendage of the air pocket;

[0036] The ship bottom air pocket is a low-pressure area arranged on the flat bottom part of the outer side of the ship bottom plate, and is used to allow gas to adhere inside the ship bottom air pocket to form an air layer and maintain stability;

[0037] The cavitation enclosure is arranged around the edge of the bottom of the ship, and the cavitation enclosure is structured to form the cavitation; the longitudinal baffles are arranged at intervals on the bottom of the ship along the width of the ship, and the air layer excitation device is arranged on the downstream side of the jet hole close to the stern of the ship along the width of the ship;

[0038] The cavitation coaming plates and the longitudinal baffles have a preset discontinuous arrangement along the length direction of the vessel.

[0039] Optionally, the preset discontinuous arrangement includes discontinuous gap rigid connection, discontinuous gap elastic connection and staggered discontinuous gap arrangement;

[0040] The intermittent gap rigid connection includes connecting the two ends of the rigid connection component to the discontinuity of the air pocket enclosure and / or the discontinuity of the longitudinal baffle; wherein the rigid connection component is connected in a non-linear form;

[0041] The discontinuous gap elastic connection includes connecting the two ends of the flexible connection component to the discontinuity of the air pocket enclosure and / or the discontinuity of the longitudinal baffle; wherein the flexible connection component is linear or non-linear;

[0042] The staggered arrangement of the discontinuous gaps includes arranging the discontinuous patch plate on one side of the discontinuity of the cavitation coaming plate and / or the longitudinal baffle plate along the width direction of the ship; wherein both ends of the discontinuous patch plate are welded to the toe end of the frame material at the bottom of the ship; the discontinuous patch plate has a preset length range, and the discontinuous patch plate has a preset distance range from the cavitation coaming plate and / or the longitudinal baffle plate in the width direction of the ship.

[0043] Optionally, the preset length range of the discontinuous patch plate includes L1+800-1600 mm; wherein L1 represents the discontinuity length;

[0044] The preset distance range includes 50 to 200 mm.

[0045] According to another aspect of the present invention, there is provided a ship, comprising the air layer drag reduction system applied to a very large ship as described in any embodiment of the first aspect.

[0046] The air layer drag reduction system of a ship provided by an embodiment of the present invention supplies air to the air layer drag reduction system through an air supply system, and the gas flows through a pressure stabilization system to achieve pre-stabilization of the pressure before being sprayed, and then the gas is sprayed into the water through the bottom of the ship by the jet system to realize the application of the air layer drag reduction technology. During the operation of the air layer drag reduction system, the monitoring system can monitor the status of each device, gas and air layer in the air layer drag reduction system, and feed back the monitored data to the intelligent management system. At the same time, the intelligent management system can also receive data monitored by corresponding sensors set in the ship system. The intelligent management system can intelligently control the air layer drag reduction system based on the data monitored by the air layer drag reduction system and the data interacting with the ship system, thereby effectively solving the application problems faced by the air layer drag reduction system in large and super-large ships, and realizing the application of the air layer drag reduction system in large and super-large ships.

[0047] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0049] Figure 1 is a structural schematic diagram of an air layer drag reduction system applied to a super-large ship provided according to an embodiment of the present invention;

[0050] Figure 2 It is a schematic diagram of the structure and control strategy of an air layer drag reduction system and a ship system applied to a super-large ship according to an embodiment of the present invention;

[0051] Figure 3 It is a schematic diagram of the structure of an optimized energy-saving operation subsystem of an intelligent management system in an air layer drag reduction system applied to a super-large ship provided in an embodiment of the present invention;

[0052] Figure 4 is a structural schematic diagram of an air supply system in an air layer drag reduction system applied to a super-large ship provided in an embodiment of the present invention;

[0053] Figure 5is a structural schematic diagram of a pressure stabilizing system in an air layer drag reduction system applied to a super-large ship provided in an embodiment of the present invention;

[0054] Figure 6 is a schematic diagram of a bottom structure of a ship provided in an upward view according to an embodiment of the present invention;

[0055] Figure 7 is a schematic diagram of a bottom structure of another ship provided in an upward view according to an embodiment of the present invention;

[0056] Figure 8 is a structural schematic diagram of a discontinuous gap rigid connection provided according to an embodiment of the present invention;

[0057] Fig. 9 is a structural schematic diagram of another discontinuous gap rigid connection provided according to an embodiment of the present invention;

[0058] Fig.10 It is a schematic diagram of a partially enlarged structure of a discontinuous gap rigid connection provided according to an embodiment of the present invention;

[0059] Fig.11 is a schematic diagram of a structure of an intermittent gap elastic connection provided according to an embodiment of the present invention;

[0060] Fig.12 is a schematic structural diagram of another discontinuous gap elastic connection provided according to an embodiment of the present invention;

[0061] Fig.13 It is a schematic diagram of a partially enlarged structure of an intermittent gap elastic connection provided according to an embodiment of the present invention;

[0062] Fig.14 is a schematic diagram of a partially enlarged structure of another discontinuous gap elastic connection provided according to an embodiment of the present invention;

[0063] Fig.15 The present invention is another schematic diagram of the bottom structure of a ship provided in an upward view according to an embodiment of the present invention. DETAILED DESCRIPTION

[0064] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0065] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0066] As described in the background technology, the application of the air layer drag reduction system to large and super-large ships will have problems such as deep water, large-scale and intelligentization compared to the application of the air layer drag reduction system to small and medium-sized ships. Among them, for the deep water problem, when large and super-large ships are in a deep draft and high back pressure state, it is necessary to solve the air supply problem of the air layer drag reduction system to form an adaptive high-efficiency air supply method; and when the air layer drag reduction system is applied to large and super-large ships, it is necessary to solve the problem of maintaining a stable and efficient air layer at the bottom of the ship to ensure energy saving. For the large-scale problem, when the air layer drag reduction system is applied to large and super-large ships, it is necessary to break through the limitation of the effective action distance of the air layer at the bottom of the ship, minimize the number of nozzles and the amount of gas used, and reduce the modification of the bottom of the ship; and it is also necessary to solve the problem of large system complexity caused by the large-scale ship and improve the control efficiency of the whole ship. For the intelligent problem, it is necessary to thoroughly solve the problem of intelligent application of the air layer drag reduction system to large and super-large ships, realize the controllability of large-scale application of the air layer drag reduction system, and improve the overall efficiency of the system.

[0067] Based on the above technical problems, the embodiments of the present invention propose the following technical solutions:

[0068] An embodiment of the present invention provides an air layer drag reduction system applied to a super-large ship. Figure 1 The present invention provides a schematic diagram of the structure of an air layer drag reduction system for ultra-large ships. Figure 1 As shown, the air layer drag reduction system 100 of the ship includes: an air supply system 200, a pressure stabilization system 300, an air injection system 400, a monitoring system 500 and an intelligent management system 600.

[0069] The air supply system 200 is arranged in or outside the cabin of the ship, and is used to provide gas with a preset flow rate and a preset pressure to the air layer drag reduction system 100; the input end of the pressure stabilizing system 300 is connected to the output end of the air supply system 200 through an air circuit, and the output end of the pressure stabilizing system 300 is connected to the input end of the jet system 400 through an air circuit, and the pressure stabilizing system 300 is used to transmit, control and stabilize the gas provided by the air supply system 200 and transport the gas to the jet system 400; the jet system 400 is arranged at the bottom of the ship, and is used to spray gas into the water through the bottom of the ship and form a stable air layer at the bottom of the ship; the monitoring system 500 is used to monitor the operation information of the air layer drag reduction system, gas status information, navigation environment information, ship status information and air layer status information.

[0070] The air supply system 200, the pressure stabilizing system 300, the jet system 400 and the monitoring system 500 are all communicatively connected with the intelligent management system 600. The intelligent management system 600 is used to receive feedback signals from the air supply system 200, the pressure stabilizing system 300, the jet system 400 and the monitoring system 500, and send control signals to the air supply system 200, the pressure stabilizing system 300, the jet system 400 and the monitoring system 500; at the same time, the intelligent management system 600 is used to control the signal interaction between the air layer drag reduction system 100 and the ship system 110 to realize intelligent control and make the air layer drag reduction system 100 suitable for ultra-large ships.

[0071] For example, the large and super-large ships proposed in the embodiment of the present invention may include ships with a total weight of 400,000 tons, or ships with a total length greater than 200 meters. When the air layer drag reduction system 100 is applied to large and super-large ships, the air supply system 200, the pressure stabilizing system 300, the jet system 400 and the intelligent management system 600 may be improved accordingly according to the characteristics of large and super-large ships compared with small and medium-sized ships, so as to ensure the safety and energy saving of the air layer drag reduction system 100 applied to large and super-large ships. The air supply system 200 supplies air to the air layer drag reduction system 100, and the gas maintains a stable pressure after flowing through the pressure stabilizing system 300. Afterwards, the gas is ejected into the water through the bottom of the ship through the jet system 400, and a stable air layer is formed at the bottom of the ship, so as to realize the air layer drag reduction technology to effectively isolate the bottom of the ship from the water, reduce the friction resistance between the bottom of the ship and the water, and thus effectively reduce the energy consumption and greenhouse gas emissions of large and super-large ships.

[0072] During the operation of the air layer drag reduction system 100, the monitoring system 500 continuously monitors and measures the state of the air layer drag reduction system 100, the gas and the air layer, and can feed back the measured data to the intelligent management system 600 in real time. Exemplarily, the monitoring system 500 may include a pressure sensor, a flow sensor and a temperature sensor arranged on the air path, which are respectively used to monitor the pressure, flow and temperature of the gas flowing through the air path; the monitoring system 500 may also include an air layer state monitor arranged on the bottom of the ship, which is used to monitor the maintenance length and coverage state of the air layer at the bottom of the ship, and feed back the relevant monitoring data to the intelligent management system 600, so that the intelligent management system 600 can better regulate the various functional systems in the air layer drag reduction system 100, so that large and super-large ships can achieve good energy-saving effects.

[0073] In addition, the air layer drag reduction system 100 can also realize data interaction with the ship system 110 through the intelligent management system 600. For example, the intelligent management system 600 can interact with the corresponding sensors arranged in the ship system 110 for monitoring the ship's motion posture, navigation environment, shaft power of the ship, and main engine fuel consumption, so as to obtain relevant monitoring data, and the intelligent management system 600 can adjust the corresponding functional systems in the air layer drag reduction system 100 according to the relevant monitoring data, thereby facilitating the intelligent control of the air layer drag reduction system 100, and can effectively solve the application difficulties faced in applying the air layer drag reduction system 100 to large and ultra-large ships.

[0074] The air layer drag reduction system 100 of a ship provided in an embodiment of the present invention supplies air to the air layer drag reduction system 100 through an air supply system 200, and the gas flows through a pressure stabilization system 300 to achieve pre-stabilization of the pressure before being sprayed, and then the gas is sprayed into the water through the bottom of the ship by an injection system 400 to realize the application of the air layer drag reduction technology. During the operation of the air layer drag reduction system 100, the monitoring system 500 can monitor the status of each device, gas and air layer in the air layer drag reduction system 100, and feed back the monitored data to the intelligent management system 600. At the same time, the intelligent management system 600 can also receive data monitored by corresponding sensors set in the ship system 110. The intelligent management system 600 can intelligently control the air layer drag reduction system 100 based on the data monitored by the air layer drag reduction system 100 and the data interacted with the ship system 110, thereby effectively solving the application problems faced by the air layer drag reduction system 100 in large and super-large ships, and realizing the application of the air layer drag reduction system 100 in large and super-large ships.

[0075] Optionally, Figure 2 Schematic diagram of the structure and control strategy of an air layer drag reduction system and a ship system applied to a super-large ship provided by an embodiment of the present invention. Figure 3FIG. 1 is a schematic diagram of the structure of an optimized energy-saving operation subsystem of an intelligent management system in an air layer drag reduction system for ultra-large ships provided by an embodiment of the present invention. Figure 2 and Figure 3 The intelligent management system 600 includes an optimized energy-saving operation subsystem 601, an equipment management subsystem 602, a data monitoring subsystem 603 and a centralized processing subsystem 604; the optimized energy-saving operation subsystem 601 includes an adaptive control module 611, an optimized energy efficiency control module 612 and a comprehensive energy efficiency optimization management module 613; the equipment management subsystem 602 includes an equipment operation status monitoring module 621 and an alarm module 622.

[0076] The ship system 110 includes a ship-specific system 111 and an air layer drag reduction service supplementary system 112; the ship-specific system 111 is a general configuration device for ships, including a whole ship operation management system 1111, a power management system 1112, a ship / equipment operation monitoring system 1113, an environmental monitoring system 1114 and an alarm monitoring system 1115.

[0077] The intelligent management system 600 is used to receive the ship navigation monitoring data and navigation energy efficiency monitoring data sent by the ship system 110, and based on the ship navigation monitoring data and navigation energy efficiency monitoring data and combined with the operation data of the air layer drag reduction system 100, the optimized energy-saving operation subsystem 601 generates the preferred energy efficiency control method under the current navigation state.

[0078] The optimized energy-saving operation subsystem 601 integrates three core control technologies; among them, the adaptive control module 611 adopts adaptive control technology based on flight state and ambient air layer drag reduction, the optimized energy efficiency control module 612 adopts optimized energy efficiency evaluation technology, and the comprehensive energy efficiency optimization management module 613 adopts comprehensive energy efficiency optimization management technology.

[0079] The data monitoring subsystem 603 , the energy-saving operation optimization subsystem 601 , and the equipment management subsystem 602 are all connected to the centralized processing subsystem 604 in communication, and the centralized processing subsystem 604 interacts with the ship system 110 in terms of data and instructions.

[0080] Among them, the centralized processing subsystem 604 is used to make start and stop inquiries to the whole ship operation management system 1111 and to make high-power inquiries to the power management system 1112, so as to control the start or stop of the air layer drag reduction system 100 according to the response of the power management system 1112 and the start and stop instructions issued by the whole ship operation management system 1111; the centralized processing subsystem 604 is also used to receive data sent by the data monitoring subsystem 603, the energy-saving operation optimization subsystem 601 and the equipment management subsystem 602, and send control signals according to the data generated by the optimization decision of the adaptive control module 611 and the optimal energy efficiency control module 612, so as to adjust the operating status of the equipment in the air layer drag reduction system 100, and according to the comprehensive optimization of the comprehensive energy efficiency optimization management module 613 The decision instructions adjust the operating status of the adjustable equipment of the ship; the centralized processing subsystem 604 is also used to receive data sent by the environmental monitoring system 1114, the ship / equipment operation monitoring system 1113 and the air layer drag reduction service supplement system 112 in the ship system 110 to determine the navigation environment, navigation status and operating status of the ship's equipment, and send energy efficiency data and equipment adjustment instructions to the ship / equipment operation monitoring system 1113 to adjust the operating status of the adjustable equipment of the ship; the centralized processing subsystem 604 is also used to send an alarm signal to the alarm monitoring system 1115 of the ship system 110 according to the data sent by the alarm module 622 and the equipment operation status monitoring module 621 in the air layer drag reduction system 100.

[0081] For example, when the air layer drag reduction system 100 is applied to large and super-large ships, setting up a reasonable and efficient management system is the key to the long-term use of the air layer drag reduction system 100. The large-scale ships will cause new problems to the management system. For example, after being applied to large and super-large ships, the number of equipment and parameters that the air layer drag reduction system 100 needs to monitor and control will increase significantly, thereby greatly increasing the complexity of the management system and reducing the overall efficiency of the management system; in addition, the air layer drag reduction system 100 applied to large and super-large ships becomes huge, and when the system is running, it will have a non-negligible impact on the ship system 110, such as: hardware equipment impact and software control impact.

[0082] Based on the new problems mentioned above, a core management system is integrated into the air layer drag reduction system 100, and the ship system 110 is coupled with the air layer drag reduction system 100 to realize intelligent management of the air layer drag reduction system 100. Figure 2 and Figure 3, the adaptive control module 611, the optimal energy efficiency control module 612 and the comprehensive energy efficiency optimization management module 613 in the energy-saving operation optimization subsystem 601 are used as functional modules of the intelligent management system 600 to implement the core control technology, and the corresponding functions are realized through the three core control technologies. Exemplarily, the adaptive control module 611 applies the adaptive control technology based on the navigation state and the environmental air layer drag reduction to adaptively control the air layer drag reduction system 100 according to the navigation state data and the surrounding environment data of the ship; and the optimal energy efficiency control module 612 applies the optimal energy efficiency evaluation technology to make intelligent judgments and optimize the energy efficiency management of the air layer drag reduction system 100 and the equipment. For example: the adjustable equipment may include air compressors, axial flow fans, booster units and cooling systems. By applying the comprehensive energy efficiency optimization management technology through the comprehensive energy efficiency optimization management module 613, the existing air layer drag reduction ships are monitored for a long time, and the key parameters of the ship engine, propeller and air layer drag reduction device are systematically analyzed to comprehensively consider the air layer drag reduction system 100 and the ship system 110 to achieve the optimization of the comprehensive energy efficiency of the whole ship. For example: the key parameters may include the navigation status, navigation environment, main engine operating conditions, fuel consumption, shaft power, jet flow and jet pressure of the ship. The ship inherent system 111 and the air layer drag reduction service supplement system 112 in the ship system 110 transmit the ship navigation monitoring data and navigation energy efficiency monitoring data to the air layer drag reduction system 100, and the ship inherent system 111 receives the relevant data sent by the air layer drag reduction system 100, and interacts with the air layer drag reduction system 100, so as to achieve the optimization of the comprehensive energy efficiency of the whole ship.

[0083] For example, see Figure 2 The joint control strategy of the air layer drag reduction system 100 coupled with the ship system 110 is as follows: the centralized processing subsystem 604 in the intelligent management system 600 inquires about the start and stop of the whole ship operation management system 1111. If the feedback signal of the whole ship operation management system 1111 indicates that the air layer drag reduction system 100 is allowed to operate, the centralized processing subsystem 604 controls the air layer drag reduction system 100 to start; if the feedback signal of the whole ship operation management system 1111 indicates that the air layer drag reduction system 100 is prohibited from operating, the centralized processing subsystem 604 controls the air layer drag reduction system 100 to stop starting. In addition, the centralized processing module 640 sends a high-power inquiry signal to the power management system 1112 to start the equipment in the air layer drag reduction system 100. If the feedback signal from the power management system 1112 indicates that the current operating power of the ship is too large, the centralized processing subsystem 604 controls the air layer drag reduction system 100 not to start; if the feedback signal from the power management system 1112 indicates that the current operating power of the ship allows the air layer drag reduction system 100 to start, the centralized processing subsystem 604 controls the air layer drag reduction system 100 to start.

[0084] For example, see Figure 2The centralized processing subsystem 604 in the intelligent management system 600 can also receive the data of the ship's environment monitored by the environmental monitoring system 1114 and the ship / equipment operation monitoring system 1113 in the ship system 110, and send relevant energy efficiency data and equipment adjustment instructions to the ship / equipment operation monitoring system 1113, so as to determine and adjust the navigation environment and state of the ship and the operation state of the ship equipment, and can receive the data monitored by the data monitoring subsystem 603 at various locations in the air layer drag reduction system 100, and receive the adaptive control module 6 11 and the optimization decision data of the optimization energy efficiency control module 612, and send control signals to the adaptive control module 611 and the optimization energy efficiency control module 612 according to the received data, so as to regulate the operating status of each device in the air layer drag reduction system 100, and manage the comprehensive energy efficiency of the ship and the air layer drag reduction system 100 through the comprehensive energy efficiency optimization management module 613, which is conducive to the coordinated application of the air layer drag reduction system 100 and the entire ship, improve the overall system efficiency, and enable the ship using the air layer drag reduction system 100 to achieve optimized energy-saving operation.

[0085] Continue to see Figure 2 Since the ship operation parameters vary greatly under different loading conditions of ultra-large ships, such as ship draft, load and displacement, etc., it is necessary to dynamically adjust the alarm threshold of each device in the air layer drag reduction system 100 according to the ship loading conditions to ensure the safety of the air layer drag reduction system 100 during operation in large and ultra-large ships; the centralized processing subsystem 604 receives data from the ship / equipment operation monitoring system 1113 and the air layer drag reduction service supplement system 112 in the ship system 110, and the alarm module 622 of the air layer drag reduction system 100 dynamically adjusts the alarm threshold of each device in the air layer drag reduction system 100 according to the ship loading conditions, analyzes and judges the data sent by the equipment operation status monitoring module 621, and sends an alarm signal to the alarm monitoring system 1115 of the ship system 110 when a device in the air layer drag reduction system 100 fails, thereby further ensuring the reliability of the equipment during operation and improving the engineering adaptability of the equipment.

[0086] The air layer drag reduction system for a ship provided in this embodiment couples the air layer drag reduction system 100 with the ship system 110 and sets up an intelligent management system in the air layer drag reduction system 100. The air layer drag reduction system 100 and the ship system 110 are based on corresponding joint control strategies, which is beneficial to improving the overall system efficiency and reducing the system complexity applied to large ships.

[0087] Optionally, Figure 4 FIG. 1 is a schematic diagram of the structure of an air supply system in an air layer drag reduction system for a super-large ship provided by an embodiment of the present invention. Figure 4As shown, the gas supply system 200 includes a gas supply module 210 , a power module 220 and a gas supply control module 230 .

[0088] The air supply module 210 includes air supply equipment 211 ; wherein a preset number of air supply equipment 211 are arranged in a preset arrangement in the ship cabin or outside the ship cabin.

[0089] The power supply module 220 includes a power supply device 221 and a gas supply equipment driving device 222. The power supply device 221 is used to provide electrical energy to the gas supply module 210 and the gas supply control module 230. The driving form of the gas supply equipment driving device 222 includes variable frequency drive or soft start drive. The gas supply equipment driving device 222 is used to drive the gas supply module 210 to start, and suppress harmonic interference and suppress instantaneous starting current.

[0090] The air supply module 210 and the power module 220 are both communicatively connected to the air supply control module 230 . The air supply control module 230 is used to receive feedback signals from the air supply module 210 and the power module 220 , and to control the air supply module 210 and the power module 220 .

[0091] For example, the air layer drag reduction system 100 is applied to large and super-large ships. Due to the problem of deep draft and wide bottom area of ​​ships caused by large ships, the air supply system in the air layer drag reduction system 100 needs to be able to provide large air supply flow and high air supply pressure. If the air supply flow and air supply pressure of the air supply system are directly increased, for super-large ships of 200,000 to 400,000 tons, the air supply power consumption is close to 50% of the total power of the ship's power grid, and the interference to the ship's power grid is relatively large; when the air supply system works at high power, the heat dissipation is large, the cabin temperature will increase sharply, affecting the normal operation of the equipment in the cabin, and mechanical vibration and large environmental noise will be generated, which will have a great impact on the life of the personnel on the ship and the structural strength of the ship; in addition, the exhaust temperature will be as high as 150 to 300 ° C, which is easy to cause high-temperature gas and air path injuries, high temperature damage to the air path coating and measurement and control instruments and other problems.

[0092] Based on the above-mentioned problems existing in the application of the existing air supply system to large and super-large ships, the air supply system provided in this embodiment is improved. In order to meet the characteristics of large air supply volume and high air supply pressure, the air supply module 210 includes a preset number of air supply devices 211, and the preset number of air supply devices 211 are arranged in the ship cabin in a preset arrangement. Exemplarily, the air supply equipment 211 may include an air compressor, and the preset number may include a small amount and a large amount, wherein a small amount of air supply equipment 211 may include 1 to 4 high-power and large air supply air supply equipment 211, and a large amount of air supply equipment 211 may include 5 to 15 low-power and small air supply air supply equipment 211. The preset arrangement may include centralized and distributed. The preset number and preset arrangement of the air supply equipment 211 can be combined according to conditions such as ship management requirements, ship space and electric power restrictions to meet the air supply needs of the air layer drag reduction system 100 applied to large and super-large ships. For example, a small number of gas supply devices 211 may be arranged in a centralized manner. In this manner, the management of the gas supply devices 211 is relatively convenient, but the interference and impact on the ship's power grid is relatively large, and a large and complete area is required for arrangement, resulting in a loss of gas supply efficiency; or, a large number of gas supply devices 211 may be arranged in a centralized manner. In this manner, the management of the gas supply devices 211 is relatively convenient, and the interference and impact on the ship's power grid is relatively small, but a larger and complete area is required for arrangement, which has a high requirement on the ship's space and a loss of gas supply efficiency; Alternatively, a small number of air supply devices 211 can be arranged in a distributed manner. Although this method is more inconvenient to manage and has a greater impact on the ship's power grid and interference, it has lower requirements on the ship's space and only requires multiple smaller areas for arrangement, and the loss of air supply efficiency is small. Alternatively, a large number of air supply devices 211 can be arranged in a distributed manner. Although this method is more inconvenient to manage, it has less interference and impact on the ship's power grid and has low requirements on the ship's space. It can be flexibly arranged at any position in the cabin as needed, and the loss of air supply efficiency is small.

[0093] Exemplarily, the gas supply module 210 also includes a gas booster unit 212; the gas booster unit 212 is arranged at the output end of the gas supply device 211, and the gas booster unit 212 is used to dynamically boost the gas. The gas booster unit 212 may include a gas booster, a booster pump, and a gas booster system, and different installation methods are adopted according to different boosting forms. A gas booster is optionally adopted, and it is installed in the gas path. A gas booster system is optionally adopted, and the gas booster pump and various components can be encapsulated in a fixed frame or box, and / or encapsulated in a closed frame or box, which has a compact structure and is easy to use; wherein, the pressure gauge, valve, and pressure regulator are all panel mounted; the output pressure is adjusted by setting the pressure regulator, and when the set pressure is reached, the gas booster pump automatically stops until the gas booster pump resumes working when the pressure drops. On the basis of comprehensively considering the exhaust pressure of the gas supply device 211, the working demand pressure of the gas layer drag reduction system 100, and the gas path diameter and other parameters, the gas booster is optimized and designed, which is conducive to improving the efficiency of the gas layer drag reduction system 100. A gas boosting system can be set up to perform multi-stage boosting of compressed air. It is driven by gas, does not use power, does not generate sparks, and can be used in flammable and explosive working environments.

[0094] Exemplarily, the gas supply module 210 further includes a gas pressure stabilizing unit 213, which is disposed at the output end of the gas boosting unit 212, and is used to pre-stabilize the gas and transmit the gas to the bottom of the ship through the gas path. The gas pressure stabilizing unit 213 may include a high-pressure gas storage tank or an air bottle, which pre-stabilizes the pressure of the compressed gas that meets the working pressure, and then transmits the pressure-stabilized gas to the bottom of the ship.

[0095] Exemplarily, the power supply module 220 may include a power supply device 221 and a gas supply equipment drive device 222, wherein the power supply device 221 may include a ship generator, a shaft generator and a special power generation equipment, etc.; the gas supply equipment drive device 222 may include a variable frequency drive device, a fixed frequency drive device, a harmonic processor and a soft starter. The harmonic processor is used to suppress the harmonics generated by the variable frequency drive form and reduce the interference of the gas supply equipment 211 to the ship power grid after the variable frequency start. The electric drive form of the gas supply equipment 211 can adopt a variable frequency type or a soft start form. The variable frequency drive form will generate harmonic interference. The harmonic processor can suppress the harmonics to a certain extent, and the soft start drive form can suppress the excessive instantaneous starting current to a certain extent.

[0096] Optionally, based on the above embodiments, continue to refer to Figure 4 The air supply system 200 also includes a cooling module 240, a fresh air module 250, a vibration and noise reduction module 260 and a condensed water discharge module 270.

[0097] The cooling module 240 and the fresh air module 250 are powered by the power module 220 ; the fresh air module 250 includes a fresh air supply system based on an axial flow fan, which is used to provide air supply to the air supply module 210 and to dissipate heat and cool the cabin and equipment at the air supply module 210 .

[0098] The cooling module 240 is used to cool the exhaust gas of the air supply equipment 211 and the air supply module 210 equipment in a preset cooling method; wherein, the preset cooling method includes a water cooling method and an air cooling method, and the cooling pipeline used in the water cooling method is provided with a boost component, and the cooling pipeline of the water cooling method is separately provided with the cooling pipeline of the ship system; the air cooling method is realized by an air supply device, and the air supply device includes an axial flow fan.

[0099] The vibration reduction and noise reduction module 260 adopts a combination of vibration reduction and noise reduction components and preset suppression measures. The vibration reduction and noise reduction components include sound insulation cotton laid on the inner wall of the air supply equipment 211 in a sealed box package, a vibration isolator arranged at the bottom of the air supply device, a silencer arranged on the pipeline connected to the air supply equipment 211, damping laid on the floor of the air supply equipment 211 cabin, sound insulation cotton and / or a damping layer laid on the wall of the air supply equipment 211 cabin, a vortex silencer arranged inside the gas pipeline, and at least one or a combination of vibration isolation brackets, damping layers and / or sound insulation cotton arranged on the gas pipeline; the vibration reduction and noise reduction module 260 is used to reduce the vibration or noise generated when the air supply equipment 211 and / or the gas circuit are in operation.

[0100] The condensed water discharge module 270 includes a discharge valve and / or a bypass pipeline arranged on the gas circuit connected to the gas supply device 211 and the gas pressure stabilizing unit 213, and is used to discharge the gas condensed water in the gas circuit.

[0101] The cooling module 240 and the fresh air module 250 are both communicatively connected to the air supply control module 230 . The air supply control module 230 is used to receive feedback signals from the cooling module 240 and the fresh air module 250 , and to control the cooling module 240 and the fresh air module 250 .

[0102] Exemplarily, the fresh air module 250 may include a fresh air supply system based on an axial flow fan, which can meet the large-flow air supply demand by configuring a large-flow axial flow fan, and can also dissipate heat and cool the air supply compartment and equipment. The cooling module 240 can be water-cooled and air-cooled, wherein the water-cooling method can be cooled by fresh water or seawater. When the water-cooling method is adopted, a boosting component needs to be set on the cooling pipeline; an independent small cooling circulation system can be constructed; or it can be connected to the cooling system of the ship system in the form of an independent circulation pipeline, so that the cooling pipeline of the water-cooling method is set separately from the cooling pipeline of the ship system, thereby helping to avoid the cooling module 240 from leaking into the cooling system water pipe of the ship system, affecting the normal operation of the ship equipment. For the air supply system using a water-cooling method, a boosting component can be configured to ensure that the normal working requirements of the cooling module 240 are met under specific operating conditions. Exemplarily, the boosting component can include various forms such as a supercharger, which are not limited here.

[0103] Exemplarily, the vibration reduction and noise reduction module 260 can reduce air noise and ship structure noise caused by vibration by combining vibration reduction and noise reduction components with reasonable suppression measures. The vibration reduction and noise reduction measures can include the following measures: encapsulating the air supply device 211 in a closed box with sound insulation cotton on the inner wall, or setting a vibration reduction and / or vibration isolator at the bottom of the air supply device 211, setting a silencer for the air intake and exhaust pipes of the air supply device 211, laying damping on the floor of the cabin where the air supply device 211 is located and laying sound insulation cotton and / or damping layer on the wall, setting a vortex silencer inside the air path, and setting a vibration isolation bracket, damping and / or sound insulation cotton outside the air path, etc. In addition, by reasonably designing the diameter and length of the air intake and exhaust pipes of the air supply equipment 211, and reasonably designing the diameter, bend position and length of the gas pipeline, and according to the noise signal characteristics of the air supply equipment 211 and the gas pipeline, reasonably selecting vibration isolators, silencers, damping layers, sound insulation cotton, vortex silencers, vibration isolation brackets and / or sound insulation cotton as vibration and noise reduction components, the vibration or noise generated during the operation of the air supply equipment 211 and / or the gas circuit can be greatly improved.

[0104] Exemplarily, the condensate discharge module 270 discharges the gas condensate in the gas circuit through the relief valve and / or bypass line on the gas circuit to prevent the condensate generated after the high-temperature gas is cooled from being deposited in the gas circuit and affecting the normal operation of the measurement and control instruments arranged in the gas circuit.

[0105] The air layer drag reduction system for ships provided in this embodiment makes corresponding improvements to the air supply module 210, the power module 220, the air supply control module 230, the cooling module 240, the fresh air module 250, the vibration and noise reduction module 260 and the condensate discharge module 270 in the air supply system, so that when the air supply system is applied to large and ultra-large ships, it can provide a large air supply flow and high air supply pressure, and can reduce the temperature, vibration and noise.

[0106] Optionally, Figure 5 FIG. 1 is a schematic diagram of a pressure stabilizing system in an air layer drag reduction system for a super-large ship provided by an embodiment of the present invention. Figure 5 As shown, the pressure stabilizing system 300 includes a multi-stage gas transmission pipeline 310 , a pressure stabilizing chamber 320 , and a valve control module 311 and a regulator 312 disposed on the multi-stage gas transmission pipeline 310 .

[0107] The valve control module 311 and the regulator 312 are used to adjust the internal pressure and flow of the multi-stage gas transmission pipeline 310; the valve control module 311 includes: various valves and valve control systems arranged on the multi-stage gas transmission pipeline 310, so as to realize part of the functions of the adaptive control of the air layer drag reduction system based on the navigation environment and navigation state of the ship; the input end of the pressure stabilizing chamber 320 is connected to the end of the multi-stage gas transmission pipeline 310, and the output end of the pressure stabilizing chamber 320 is connected to the input end of the jet system 400; the pressure stabilizing chamber 320 reduces the speed, rectifies and stabilizes the pressure of the gas in the pressure stabilizing chamber 320, And the gas is transmitted to the injection system 400 so that the gas is evenly sprayed into the water; the pressure stabilizing chamber 320 adopts preset anti-corrosion measures and preset anti-fouling measures, and the preset anti-corrosion measures include: using anti-corrosion materials and applying anti-corrosion coatings internally; the preset anti-fouling measures include: providing a sediment cleaning device and opening holes in the bottom of the chamber to remove sediments; wherein, applying the anti-corrosion coating internally includes increasing the size of the chamber and adopting an internal coating structure, so that the internal coating trolley coats the inside of the pressure stabilizing chamber 320 during the construction phase and coats the inside of the pressure stabilizing chamber 320 during the regular maintenance phase.

[0108] Exemplarily, the pressure stabilizing chamber 320 is a narrow and long cavity arranged on the inner side of the bottom plate of the cabin along the width of the ship, and is a key component in the air layer drag reduction system. A plurality of evenly arranged jet holes are provided on the bottom plate corresponding to the pressure stabilizing chamber 320, and the pressure stabilizer is connected to the vent pipe. The pressure stabilizing chamber 320 can decelerate, rectify and stabilize the gas, ensuring that the gas is evenly ejected into the water from the bottom jet hole, so that a uniform and stable air layer is formed and maintained at the bottom of the ship. The inner side of the pressure stabilizing chamber 320 is connected with the jet hole, and the cavity is filled with seawater for a long time; the outer side may be placed in the ballast water tank. When the ballast water tank is pressurized with water, the outer side of the pressure stabilizing chamber 320 is also immersed in seawater for a long time. For large and super-large ships, the use of multi-diameter gas pipelines is difficult in engineering implementation and the construction is difficult. Moreover, the operating routes of large and super-large ships are generally ocean-going, often sailing in tropical areas, and the time of docking is uncontrollable, and they may dock for 2 to 3 months. Therefore, the pressure stabilizing chamber 320 and the gas pipeline have higher anti-corrosion requirements. Based on the above problems, in the pressure stabilizing system 300 provided in this embodiment, a multi-stage gas pipeline 310 with a standardized pipe diameter is adopted, and a valve control module 311 and a regulator 312 are set on the multi-stage gas pipeline 310 to adjust the internal pressure and flow of the gas pipeline, ensure the gas flow and pressure requirements of the gas layer drag reduction system for the gas main pipe and branch pipe, make the gas inside the pipeline uniform, and minimize the energy loss of the gas in the pipeline. At the same time, the construction difficulty can also be reduced. Exemplarily, the regulator 312 may include a throttling orifice plate, which is not limited here.

[0109] The corrosion resistance of the pressure stabilizing chamber 320 is achieved by the materials, internal coating and corresponding engineering implementation used for the pressure stabilizing chamber 320. Specifically, the pressure stabilizing chamber 320 can be constructed using a preset anti-corrosion material with strong anti-corrosion properties. Exemplarily, the preset anti-corrosion material includes nickel-chromium alloy or polyethylene (PE). The pressure stabilizing chamber 320 is internally coated, that is, an anti-corrosion coating is applied to the interior of the cavity of the pressure stabilizing chamber 320 to further enhance the corrosion resistance of the pressure stabilizing chamber 320. When performing later maintenance on the pressure stabilizing chamber 320 with internal coating, it is necessary to regularly apply the internal anti-corrosion coating and clean the sediment according to the anti-corrosion and anti-fouling cycle. Therefore, in order to facilitate the construction and cleaning of the pressure stabilizing chamber 320, an internal coating structure and a cleaning structure can be set for the pressure stabilizing chamber 320. Exemplarily, the internal painting structure includes a pressure stabilizing chamber 320, under the premise of meeting the strength requirements of the specifications, the cavity size of the pressure stabilizing chamber 320 is increased to facilitate internal painting; installation boxes are provided at both ends of the pressure stabilizing chamber 320 to facilitate the entry of the internal painting trolley to complete the internal painting of the pressure stabilizing chamber 320; or, a top cover can be opened on the top of the cavity of the pressure stabilizing chamber 320 to facilitate the internal painting trolley to perform internal painting on the inside of the pressure stabilizing chamber 320. Exemplarily, the sediment cleaning device includes a high-pressure water flushing device. The high-pressure water flushing device is used to flush the cavity to clean the inside of the pressure stabilizing chamber 320. The opening opened at the bottom of the pressure stabilizing chamber 320 can be a large-area hole so that the flushed sediment can be discharged from the opening.

[0110] The air layer drag reduction system for ships provided in this embodiment is provided with a valve control module 311 and a regulator 312 for the multi-stage gas transmission pipeline 310 of standardized pipe diameter, and the pressure stabilizing chamber 320 is protected against corrosion and pollution, which is conducive to reducing the difficulty of construction and making the pressure stabilizing system 300 in the air layer drag reduction system suitable for large and ultra-large ships.

[0111] Optionally, Figure 6 FIG. 1 is a schematic diagram of a bottom structure of a ship provided by an embodiment of the present invention. Figure 6 As shown, the jet system 400 includes a ship bottom air pocket 420, an air pocket coaming 430, a longitudinal baffle 440, a jet hole 450, an air layer excitation device 410 and air pocket bow and stern appendages 470.

[0112] The ship bottom air pocket 420 is arranged on the flat bottom part outside the bottom plate of the ship, and a low-pressure area is formed by the bow and stern appendages and the air pocket enclosure, which is used to allow the gas to adhere inside the ship bottom air pocket 420 to form an air layer and maintain stability; the air pocket enclosure 430 is arranged around the edge of the ship's bottom, and the air pocket enclosure 430 is constructed to form the ship bottom air pocket 420; the longitudinal baffles 440 are arranged at intervals on the bottom of the ship along the direction of the ship's width, and the air layer excitation device 410 is arranged on the side downstream of the jet hole 450 near the stern of the ship along the direction of the ship's width; the air pocket enclosure 430 and the longitudinal baffles 440 have a preset intermittent arrangement along the length direction of the ship.

[0113] Exemplarily, the jet system, as the core component of the air layer drag reduction system, has the problem of air layer length limitation and strength limitation when applied to large and super-large ships. Specifically, the effective air layer distance of the jet system in the existing air layer drag reduction system is only 5 to 20 meters. For large and super-large ships, there is inevitably a problem that the air layer does not cover the length of the ship. If the jet holes 450 are added only along the length of the ship, the construction difficulty and economic cost will be increased, and the increase in the jet volume may lead to poor energy saving effect. In addition, large and super-large ships have a certain amount of deformation in the length and width of the ship. Affected by the strength and deformation of the ship, the cavitation coaming 430 and the longitudinal baffle may be broken and torn from the bottom plate, which may further tear the bottom plate, bringing safety hazards. Based on the above problems, this embodiment sets an air layer excitation device 410 to reduce the construction difficulty and economic cost, and sets the cavitation coaming 430 and the longitudinal baffle 440 to a preset discontinuous arrangement to improve safety. The air layer excitation device 410 can locally adjust the pressure field at the corresponding position to excite the tail end of the air layer, thereby extending the air layer coverage length. The air layer excitation device 410 can be in various forms such as an external convex body, an inner concave component, a local blowing / sucking device, etc., and its arrangement position and arrangement quantity can be arranged as needed according to the flow field characteristics of the bottom of the ship, and are not limited here.

[0114] Exemplarily, the preset discontinuous arrangement forms include discontinuous gap rigid connection, discontinuous gap elastic connection and staggered discontinuous gap arrangement. Figure 7 is a schematic diagram of another bottom structure of a ship provided by an embodiment of the present invention when viewed from above. Figure 8 is a structural schematic diagram of a discontinuous gap rigid connection provided by an embodiment of the present invention, Fig. 9 is a structural schematic diagram of another discontinuous gap rigid connection provided by an embodiment of the present invention, Fig.10 It is a schematic diagram of a partially enlarged structure of a discontinuous gap rigid connection provided by an embodiment of the present invention. Figure 7 The position of the discontinuities provided in the cavitation panels and / or longitudinal baffles is shown, Figures 8 to 10The structural schematic diagram of the intermittent gap rigid connection is shown. The intermittent 460 gap rigid connection includes connecting the two ends of the rigid connection component 461 to the discontinuity of the air cavity enclosure 430 and / or the longitudinal baffle 440; wherein the rigid connection component 461 is connected in a non-linear form. The rigid connection component 461 is made of the same material as the air cavity enclosure 430 and / or the longitudinal baffle 440, and the two ends of the rigid connection component 461 are rigidly connected to the breakpoints of the air cavity enclosure 430 and / or the longitudinal baffle 440 by welding or the like. Since the rigid connection component 461 cannot be bent, a preset curvature is set for the rigid connection component 461, that is, the rigid connection component 461 is connected in a non-linear form to the discontinuity of the air cavity enclosure 430 and / or the longitudinal baffle 440. Compared with the existing continuous and straight-line cavitation panels 430 and / or longitudinal baffles 440, the rigid connecting component 461 with a preset curvature can enable the cavitation panels 430 and / or longitudinal baffles 440 to withstand the influence of ship strength and deformation, which is beneficial to reduce the possibility of breakage and tearing from the bottom plate of the ship and improve safety.

[0115] Fig.11 is a schematic diagram of a structure of an intermittent gap elastic connection provided by an embodiment of the present invention, Fig.12 is a structural schematic diagram of another discontinuous gap elastic connection provided by an embodiment of the present invention, Fig.13 is a schematic diagram of a partially enlarged structure of an intermittent gap elastic connection provided by an embodiment of the present invention, Fig.14 It is a partial enlarged structural schematic diagram of another discontinuous gap elastic connection provided by an embodiment of the present invention. Figure 7 and Figures 11 to 14 The schematic diagram of the structure of the intermittent gap elastic connection is shown. The intermittent gap elastic connection 460 includes connecting the two ends of the flexible connection component 462 to the discontinuity of the air pocket enclosure 430 and / or the longitudinal baffle 440 with discontinuity; wherein the flexible connection component 462 is linear or non-linear. Fig.13 A non-linear flexible connecting member 462 is shown. Fig.14 A linear flexible connection component 462 is shown. The flexible connection component 462 can be made of non-metallic soft materials such as PE. When the two ends of the flexible connection component 462 are connected to the fracture of the cavitation enclosure 430 and / or the longitudinal baffle 440, the connection must be fixed and leak-proof. Since the flexible connection component 462 itself can be bent and has a certain elasticity, the flexible connection component 462 can be set to a linear or non-linear shape, so that the cavitation enclosure 430 and / or the longitudinal baffle 440 can withstand the influence of ship strength and deformation, which is conducive to reducing the possibility of fracture and tearing with the bottom plate, and improving safety.

[0116] Fig.15It is another schematic diagram of the bottom structure of a ship provided by an embodiment of the present invention when viewed from above. The staggered arrangement of intermittent gaps includes setting the intermittent patch plate 463 on one side of the discontinuity of the cavitation enclosure 430 and / or the longitudinal baffle 440 along the width direction of the ship; wherein the two ends of the intermittent patch plate 463 are welded to the toe end of the frame at the bottom of the ship; the intermittent patch plate 463 has a preset length range, and the intermittent patch plate 463 and the cavitation enclosure 430 and / or the longitudinal baffle 440 have a preset distance range in the width direction of the ship. By setting the intermittent patch plate 463 at a preset distance range from the discontinuity of the cavitation enclosure 430 and / or the longitudinal baffle 440 along the width direction of the ship, the two ends of the intermittent patch plate 463 are welded to the toe end of the frame at the bottom of the ship, and the height of the intermittent patch plate 463 is equal to the height of the cavitation enclosure 430 and / or the longitudinal baffle 440, the air layer or gas can be prevented from escaping. Exemplarily, the preset length range of the intermittent patch 463 includes L1+800~1600mm; wherein L1 represents the intermittent length; the preset distance range includes 50~200mm. If the length of the intermittent patch 463 is too short, air layer or gas escape may occur; if the length of the intermittent patch 463 is too long, material waste may occur. If the distance between the intermittent patch 463 and the cavitation enclosure 430 and / or the longitudinal baffle 440 is too large, air layer or gas escape may occur; if the distance between the intermittent patch 463 and the cavitation enclosure 430 and / or the longitudinal baffle 440 is too small, it is inconvenient to construct and there is still the possibility of the cavitation enclosure 430 and the longitudinal baffle 440 being broken and torn from the bottom plate of the ship.

[0117] It should be noted that the position and width of the interruption 460 provided on the cavitation coaming 430 and / or the longitudinal baffle 440 are related to various factors such as the length of the ship, the draft, the thickness of the bottom steel plate of the ship, and the speed. Therefore, it is necessary to set the interruption 460 of corresponding width at the corresponding position of the cavitation coaming 430 and / or the longitudinal baffle 440 according to the actual situation of the ship to ensure that the air layer drag reduction system can be applied to large and ultra-large ships.

[0118] The air layer drag reduction system for ships provided in this embodiment can effectively extend the air layer coverage length and effectively reduce the possibility of breakage of the air layer enclosure 430 and the longitudinal baffles and tearing from the bottom plate of the ship, by adding an air layer excitation device 410 and improving the connection form of the air cavity enclosure 430 and / or the longitudinal baffle 440, thereby improving the safety of large and ultra-large ships.

[0119] The embodiment of the present invention also provides a ship. In the embodiment of the present invention, the ship may be a large or super-large ship, and the large or super-large ship may include a ship with a length of 200 to 400 meters, a width of 30 to 60 meters, and a total weight of 200,000 to 400,000 tons. The ship has the same beneficial effects as the air layer drag reduction system of the ship described in any of the above embodiments, that is, the data interaction between the air layer drag reduction system and the ship system is realized through the intelligent management system in the air layer drag reduction system of the ship, so as to intelligently control the air layer drag reduction system, thereby effectively solving the application problems faced by the air layer drag reduction system in large and super-large ships, and realizing the application of the air layer drag reduction system in large and super-large ships.

[0120] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. An air layer drag reduction system applied to ultra-large ships, characterized in that: include: Air supply system, pressure stabilization system, jet system, monitoring system and intelligent management system; The air supply system is arranged in or outside the ship cabin, and is used to provide gas with a preset flow rate and a preset pressure to the air layer drag reduction system; the input end of the pressure stabilizing system is connected to the output end of the air supply system through an air path, and the output end of the pressure stabilizing system is connected to the input end of the jet system through an air path, and the pressure stabilizing system is used to transmit, control and stabilize the gas provided by the air supply system and transport the gas to the jet system; the jet system is arranged at the bottom of the ship, and is used to spray gas into the water through the bottom of the ship and form a stable air layer at the bottom of the ship; the monitoring system is used to monitor the operation information of the air layer drag reduction system, gas status information, navigation environment information, ship status information and air layer status information; The air supply system, the pressure stabilization system, the jet system and the monitoring system are all communicatively connected with the intelligent management system, and the intelligent management system is used to receive feedback signals from the air supply system, the pressure stabilization system, the jet system and the monitoring system, and send control signals to the air supply system, the pressure stabilization system, the jet system and the monitoring system; At the same time, the intelligent management system is used to control the air layer drag reduction system to perform signal interaction with the ship system to achieve intelligent control, so that the air layer drag reduction system is suitable for ultra-large ships.

2. The air layer drag reduction system for ultra-large ships according to claim 1 is characterized in that: The intelligent management system includes an optimized energy-saving operation subsystem, an equipment management subsystem, a data monitoring subsystem and a centralized processing subsystem; the optimized energy-saving operation subsystem includes an adaptive control module, an optimized energy efficiency control module and a comprehensive energy efficiency optimization management module; the equipment management subsystem includes an equipment operation status monitoring module and an alarm module; The ship system includes the ship's inherent system and the air layer drag reduction service supplement system; the ship's inherent system is a general configuration device for ships, including the whole ship operation management system, power management system, ship / equipment operation monitoring system, environmental monitoring system and alarm monitoring system; The intelligent management system is used to receive the ship navigation monitoring data and navigation energy efficiency monitoring data sent by the ship system, and based on the ship navigation monitoring data and the navigation energy efficiency monitoring data and combined with the operation data of the air layer drag reduction system, the optimized energy-saving operation subsystem generates the preferred energy efficiency control mode under the current navigation state.

3. The air layer drag reduction system for ultra-large ships according to claim 2 is characterized in that: The optimized energy-saving operation subsystem integrates three core control technologies; among them, the adaptive control module adopts adaptive control technology based on flight state and ambient air layer drag reduction, the optimized energy efficiency control module adopts optimized energy efficiency evaluation technology, and the comprehensive energy efficiency optimization management module adopts comprehensive energy efficiency optimization management technology; The data monitoring subsystem, the optimized energy-saving operation subsystem, and the equipment management subsystem are all connected to the centralized processing subsystem for communication, and the centralized processing subsystem exchanges data and instructions with the ship system; The centralized processing subsystem is used to perform start and stop inquiries on the whole ship operation management system and high-power inquiries on the power management system, so as to control the start or stop of the air layer drag reduction system according to the response of the power management system and the start and stop instructions issued by the whole ship operation management system; The centralized processing subsystem is also used to receive data sent by the data monitoring subsystem, the optimized energy-saving operation subsystem and the equipment management subsystem, and send control signals according to the data generated by the optimization decision of the adaptive control module and the optimized energy efficiency control module, so as to adjust the operating state of the equipment in the air layer drag reduction system, and adjust the operating state of the adjustable equipment of the ship according to the comprehensive optimization decision instruction of the comprehensive energy efficiency optimization management module; The centralized processing subsystem is also used to receive data sent by the environmental monitoring system, the ship / equipment operation monitoring system and the air layer drag reduction service supplement system in the ship system to determine the navigation environment, navigation status and operation status of the ship's equipment, and send energy efficiency data and equipment adjustment instructions to the ship / equipment operation monitoring system to adjust the operation status of the ship's adjustable equipment; The centralized processing subsystem is also used to send an alarm signal to the alarm monitoring system of the ship system according to the data sent by the alarm module and the equipment operation status monitoring module in the air layer drag reduction system.

4. The air layer drag reduction system for ultra-large ships according to claim 1, characterized in that: The gas supply system includes a gas supply module, a power module and a gas supply control module; The air supply module includes air supply equipment; wherein a preset number of the air supply equipment are arranged in a preset arrangement manner inside or outside the ship cabin; The power supply module includes a power supply device and a gas supply equipment driving device, wherein the power supply device is used to provide electric energy to the gas supply module and the gas supply control module; the driving form of the gas supply equipment driving device includes variable frequency driving or soft start driving, and the gas supply equipment driving device is used to drive the gas supply module to start, and suppress harmonic interference and suppress instantaneous starting current; The air supply module and the power supply module are both communicatively connected to the air supply control module, and the air supply control module is used to receive feedback signals from the air supply module and the power supply module, and to control the air supply module and the power supply module.

5. The air layer drag reduction system for ultra-large ships according to claim 4 is characterized in that: The air supply system also includes a cooling module, a fresh air module, a vibration and noise reduction module and a condensed water discharge module; The cooling module and the fresh air module are powered by the power module; the fresh air module includes a fresh air supply system based on an axial flow fan, which is used to provide air supply to the air supply module and to dissipate heat and cool the cabin and equipment at the air supply module; The cooling module is used to cool the exhaust gas of the air supply equipment and the air supply module equipment in a preset cooling method; wherein the preset cooling method includes a water cooling method and an air cooling method, the cooling pipeline used in the water cooling method is provided with a pressurizing component, and the cooling pipeline of the water cooling method is separately provided with the cooling pipeline of the ship system; the air cooling method is realized by an air supply device, and the air supply device includes an axial flow fan; The vibration reduction and noise reduction module adopts a method of combining vibration reduction and noise reduction components with preset suppression measures; the vibration reduction and noise reduction components include sound insulation cotton laid on the inner wall of the air supply equipment in a closed box package, a vibration isolator arranged at the bottom of the air supply device, a silencer arranged on the pipeline connected to the air supply equipment, damping laid on the floor of the air supply equipment cabin, sound insulation cotton and / or a damping layer laid on the wall of the air supply equipment cabin, a vortex silencer arranged inside the gas pipeline, and at least one or a combination of vibration isolation brackets, damping layers and / or sound insulation cotton arranged on the gas pipeline; the vibration reduction and noise reduction module is used to reduce the vibration or noise generated during the operation of the air supply equipment and / or gas circuit; The condensate discharge module comprises a discharge valve and / or a bypass pipeline arranged on a gas circuit connected to the gas supply module, and is used to discharge gas condensate in the gas circuit; The cooling module and the fresh air module are both communicatively connected to the air supply control module, and the air supply control module is used to receive feedback signals from the cooling module and the fresh air module, and control the cooling module and the fresh air module.

6. The air layer drag reduction system for ultra-large ships according to claim 1, characterized in that: The pressure stabilization system includes a multi-stage gas transmission pipeline, a pressure stabilization chamber, and a valve control module and a regulator arranged on the multi-stage gas transmission pipeline; The valve control module and the regulator are used to adjust the internal pressure and flow of the multi-stage gas transmission pipeline; The valve control module includes: various valves and valve control systems arranged on the multi-stage gas transmission pipeline to realize some functions of adaptive control of the air layer drag reduction system based on the navigation environment and navigation state of the ship; The input end of the pressure stabilizing chamber is connected to the end of the multi-stage gas transmission pipeline, and the output end of the pressure stabilizing chamber is connected to the input end of the jet system; the pressure stabilizing chamber slows down, rectifies, and stabilizes the gas in the pressure stabilizing chamber, and transmits the gas to the jet system so that the gas is uniformly jetted into the water; the pressure stabilizing chamber adopts preset anti-corrosion measures and preset anti-fouling measures; the preset anti-corrosion measures include: using anti-corrosion materials and applying anti-corrosion coatings inside / outside; the preset anti-fouling measures include: setting a sediment cleaning device and opening holes at the bottom of the chamber to remove sediments; Among them, internal coating of the anti-corrosion coating includes increasing the cavity size and adopting an internal coating structure, so that the internal coating vehicle coats the inside of the pressure stabilizing cavity during the construction phase and coats the inside of the pressure stabilizing cavity during the regular maintenance phase.

7. The air layer drag reduction system for ultra-large ships according to claim 6, characterized in that: The regulator includes a throttle orifice plate, and the preset anti-corrosion material includes nickel-chromium alloy or polyethylene; The inner coating structure includes installation boxes at both ends of the pressure stabilizing chamber, or a top cover is provided on the top of the cavity of the pressure stabilizing chamber; The sediment cleaning device includes a high-pressure water flushing device.

8. The air layer drag reduction system for ultra-large ships according to claim 1, characterized in that: The jet system comprises a ship bottom air pocket, an air pocket coaming, a longitudinal baffle, a jet hole, an air layer excitation device and a bow and stern appendage of the air pocket; The ship bottom air pocket is a low-pressure area arranged on the flat bottom part of the outer side of the ship bottom plate, and is used to allow gas to adhere inside the ship bottom air pocket to form an air layer and maintain stability; The air pocket enclosure is arranged around the edge of the bottom of the ship, and the air pocket enclosure is structured to form the air pocket at the bottom of the ship; the longitudinal baffles are arranged at intervals at the bottom of the ship along the width of the ship, and the air layer excitation device is arranged at one side of the downstream of the jet hole close to the tail of the ship along the width of the ship; The cavitation coaming plates and the longitudinal baffles have a preset discontinuous arrangement along the length direction of the vessel.

9. The air layer drag reduction system for ultra-large ships according to claim 8, characterized in that: The preset discontinuous arrangement forms include discontinuous gap rigid connection, discontinuous gap elastic connection and staggered discontinuous gap arrangement; The intermittent gap rigid connection includes connecting the two ends of the rigid connection component to the discontinuity of the air pocket enclosure and / or the discontinuity of the longitudinal baffle; wherein the rigid connection component is connected in a non-linear form; The discontinuous gap elastic connection includes connecting the two ends of the flexible connection component to the discontinuity of the air pocket enclosure and / or the discontinuity of the longitudinal baffle; wherein the flexible connection component is linear or non-linear; The staggered arrangement of the discontinuous gaps includes arranging the discontinuous patch plate on one side of the discontinuity of the cavitation coaming plate and / or the longitudinal baffle plate along the width direction of the ship; wherein both ends of the discontinuous patch plate are welded to the toe end of the frame material at the bottom of the ship; the discontinuous patch plate has a preset length range, and the discontinuous patch plate has a preset distance range from the cavitation coaming plate and / or the longitudinal baffle plate in the width direction of the ship.

10. The air layer drag reduction system for ultra-large ships according to claim 9, characterized in that: The preset length range of the discontinuous patch plate includes L1+800-1600mm; wherein L1 represents the discontinuous length; The preset distance range includes 50 to 200 mm.

11. A ship, characterized in that: It comprises an air layer drag reduction system applied to a super-large ship as described in any one of claims 1 to 10.

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