An air layer drag reduction system applied to a super large ship and the ship

Abstract

The application discloses an air layer drag reduction system applied to super large ships and the ship. The air layer drag reduction system comprises a gas supply system, a pressure stabilizing system, a gas jetting system, a monitoring system and an intelligent management system. The gas jetting system is used for jetting gas into water through the bottom of the ship and forming a stable air layer under the ship bottom. The monitoring system is used for monitoring air layer drag reduction system operation information, gas state information, sailing environment information, ship state information and air layer state information. The intelligent management system is used for receiving feedback signals of the gas supply system, the pressure stabilizing system, the gas jetting system and the monitoring system, and sending control signals to the gas supply system, the pressure stabilizing system, the gas jetting system and the monitoring system. Meanwhile, the intelligent management system is used for controlling the air layer drag reduction system and the ship system to realize signal interaction, so that the air layer drag reduction system is suitable for super large ships. The technical scheme of the embodiment of the application can effectively solve the application problems of the air layer drag reduction system applied to large and super large ships.

Description

Technical Field

[0001] The present invention relates to the field of marine technology, and in particular to an air layer drag reduction system and a ship applicable to ultra-large ships. Background Technology

[0002] Air layer drag reduction technology refers to a new type of energy-saving technology that uses an air layer drag reduction device to inject an appropriate amount of gas into the bottom of the ship 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 frictional resistance of the ship and significantly reducing energy consumption and carbon dioxide emissions.

[0003] Currently, air layer drag reduction systems are mostly used in small and medium-sized ships, while their application in large and super-large ships is relatively limited. Furthermore, when air layer drag reduction systems are applied to large and super-large ships, there are still application challenges in terms of deep-water capability, large size, and intelligentization. Summary of the Invention

[0004] This invention provides an air layer drag reduction system and a vessel for use in ultra-large ships, in order to solve the application problems faced by air layer drag reduction systems and make them applicable to large and ultra-large ships.

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

[0006] The gas supply system is installed inside or outside the ship's cabin and is used to provide gas with a preset flow rate and preset pressure to the gas layer drag reduction system. The input end of the pressure stabilizing system is connected to the output end of the gas supply system via a gas path, and the output end of the pressure stabilizing system is connected to the input end of the jet system via a gas path. The pressure stabilizing system is used to transmit, control, and stabilize the gas provided by the gas supply system and deliver the gas to the jet system. The jet system is installed at the bottom of the ship and is used to inject gas into the water through the bottom of the ship to form a stable gas layer at the bottom. The monitoring system is used to monitor the operating information of the gas layer drag reduction system, gas status information, navigation environment information, ship status information, and gas layer status information.

[0007] The gas supply system, the pressure stabilizing system, the jetting system, and the monitoring system are all communicatively connected to the intelligent management system. The intelligent management system is used to receive feedback signals from the gas supply system, the pressure stabilizing system, the jetting system, and the monitoring system, and to send control signals to the gas supply system, the pressure stabilizing system, the jetting system, and the monitoring system. At the same time, the intelligent management system is used to control the gas layer drag reduction system to interact with the ship's systems to achieve intelligent control, making the gas layer drag reduction system 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 optimal 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 systems and the air layer drag reduction service supplementation system; the ship's inherent systems are general-purpose equipment for ships, including the 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 ship navigation monitoring data and navigation energy efficiency monitoring data sent by the ship system, and based on the ship navigation monitoring data and navigation energy efficiency monitoring data, combined with the operating 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 optimal energy efficiency control module adopts optimal 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 energy-saving operation optimization subsystem, and the equipment management subsystem are all communicatively connected to the centralized processing subsystem, and the centralized processing subsystem interacts with the ship system in terms of data and commands.

[0013] The centralized processing subsystem is used to perform start / stop queries on the ship operation management system and high-power queries 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 / stop command issued by the 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 based on the data generated by the optimization decisions of the adaptive control module and the optimal energy efficiency control module to adjust the operating status of the equipment in the air layer drag reduction system, and adjust the operating status of the ship's adjustable equipment based on the comprehensive optimization decision instructions 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, so as to determine the ship's navigation environment, navigation status and the operating status of marine equipment, and send energy efficiency data and equipment adjustment instructions to the ship / equipment operation monitoring system to adjust the operating status of the ship's adjustable equipment;

[0016] The centralized processing subsystem is also used to send alarm signals to the alarm monitoring system of the ship system based on 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 supply module, and a gas supply control module;

[0018] The gas supply module includes gas supply equipment; wherein a predetermined number of the gas supply equipment are arranged in a predetermined manner inside or outside the ship's cabin.

[0019] The power module includes a power supply device and a gas supply equipment drive device. The power supply device is used to provide electrical energy to the gas supply module and the gas supply control module. The drive form of the gas supply equipment drive device includes frequency conversion drive or soft start drive. The gas supply equipment drive device is used to drive the gas supply module to start, and suppresses harmonic interference and instantaneous starting current.

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

[0021] Optionally, the gas supply system further includes a cooling module, a fresh air module, a vibration reduction and noise reduction module, and a condensate drainage 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 compartment and equipment at the air supply module.

[0023] The cooling module is used to cool the exhaust gas from the gas supply equipment and the gas supply module equipment in a preset cooling method; wherein, the preset cooling method includes water cooling and air cooling, the water cooling method uses a cooling pipeline equipped with a pressurization component, and the cooling pipeline of the water cooling method is set separately from the cooling pipeline of the ship system; the air cooling method is achieved through an air supply device, which includes an axial flow fan;

[0024] The vibration reduction and noise reduction module adopts a combination of vibration reduction and noise reduction components and preset suppression measures. The vibration reduction and noise reduction components include at least one or a combination of the following: sound insulation cotton lining the inner wall of the sealed box-type encapsulated gas supply equipment; vibration isolators arranged at the bottom of the gas supply device; silencers arranged on the pipelines connected to the gas supply equipment; damping lining the floor of the gas supply equipment compartment; sound insulation cotton and / or damping layers lining the walls of the gas supply equipment compartment; vortex silencers arranged inside the gas transmission pipeline; and vibration isolation supports, damping layers, and / or sound insulation cotton arranged on the gas transmission pipeline. The vibration reduction and noise reduction module is used to reduce the vibration or noise generated during the operation of the gas supply equipment and / or gas path.

[0025] The condensate discharge module includes a vent valve and / or bypass pipeline installed on the gas line connected to the gas supply module, for discharging gas condensate in the gas line.

[0026] Both the cooling module and the fresh air module are communicatively connected to the air supply control module. 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 stabilizing system includes a multi-stage gas transmission pipeline, a pressure stabilizing chamber, and a valve control module and a regulator disposed on the multi-stage gas transmission pipeline;

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

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

[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 decelerates, rectifies, and stabilizes the gas within itself, and then transmits the gas to the jet system, ensuring that the gas is evenly sprayed into the water. The pressure stabilizing chamber employs pre-designed anti-corrosion and anti-fouling measures. The pre-designed anti-corrosion measures include: using anti-corrosion materials and applying anti-corrosion coatings internally and externally. The pre-designed anti-fouling measures include: installing a sediment cleaning device and opening a hole at the bottom of the chamber to remove sediment.

[0031] The internal anti-corrosion coating includes increasing the cavity size and adopting an internal coating structure, so that the internal coating trolley can coat the inside of the pressure stabilizing cavity during the construction phase and 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 internal coating structure includes mounting boxes at both ends of the voltage stabilizing cavity, or a top cover is opened on the top of the voltage stabilizing cavity.

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

[0035] Optionally, the jet system includes a hull cavitation chamber, a cavitation chamber baffle, a longitudinal baffle, jet nozzles, a gas layer activation device, and cavitation chamber bow and stern appendages;

[0036] The hull air pocket is a low-pressure area set on the flat bottom part of the outer side of the ship's bottom plate, which is used to allow gas to adhere inside the hull air pocket, form an air layer and remain stable.

[0037] The cavitation enclosure is arranged around the edge of the bottom of the ship, and the cavitation enclosure forms the cavitation cavity; the longitudinal baffles are spaced apart along the width of the ship at the bottom of the ship, and the gas layer activation device is arranged along the width of the ship on the side downstream of the jet hole near the stern of the ship.

[0038] The cavitation bulge and the longitudinal baffle have a pre-defined discontinuous arrangement along the length of the ship.

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

[0040] The intermittent gap rigid connection includes connecting both ends of the rigid connection component between the gaps of the intermittent cavitation enclosure and / or the longitudinal baffle; wherein the rigid connection component is connected in a non-linear manner;

[0041] The intermittent gap elastic connection includes connecting the two ends of a flexible connecting member between the gaps in the air cavitation enclosure and / or the longitudinal baffle; wherein the flexible connecting member is linear or non-linear.

[0042] The staggered intermittent gaps include setting intermittent patch plates along the width of the ship on one side of the interruption of the air cavitation cofferdam and / or the longitudinal baffle; wherein, both ends of the intermittent patch plates are welded to the toe ends of the hull bottom of the ship; the intermittent patch plates have a preset length range, and the intermittent patch plates and the air cavitation cofferdam and / or the longitudinal baffle have a preset distance range in the width of the ship.

[0043] Optionally, the preset length range of the intermittent patch includes L1+800~1600mm; where L1 represents the intermittent length;

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

[0045] According to another aspect of the present invention, a ship is provided, including an air layer drag reduction system for ultra-large ships as described in any embodiment of the first aspect.

[0046] The air-layer drag reduction system for ships provided in this invention involves supplying gas to the system via a gas supply system. The gas flows through a pressure stabilization system to achieve pressure pre-stabilization before being injected. Then, a jetting system injects the gas into the water through the hull, thus applying air-layer drag reduction technology. During operation, a monitoring system monitors the status of each device, gas, and air layer within the system and feeds the monitoring data back to the intelligent management system. Simultaneously, the intelligent management system also receives data from corresponding sensors installed in the ship's system. Based on the monitoring data and data exchanged with the ship's system, the intelligent management system can intelligently control the air-layer drag reduction system, effectively solving the application challenges of air-layer drag reduction systems in large and ultra-large ships, and enabling its application in these vessels.

[0047] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0048] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 This is a schematic diagram of a drag reduction system for air-layered vessels provided by an embodiment of the present invention;

[0050] Figure 2 This 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 This is a schematic diagram of the optimized energy-saving operation subsystem structure of an intelligent management system for air layer drag reduction systems applied to ultra-large ships, according to an embodiment of the present invention.

[0052] Figure 4 This is a schematic diagram of the air supply system in an air layer drag reduction system for ultra-large ships, according to an embodiment of the present invention.

[0053] Figure 5This is a schematic diagram of a pressure stabilization system for a drag reduction system in an ultra-large ship, according to an embodiment of the present invention.

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

[0055] Figure 7 This is a schematic diagram of the bottom structure of a ship according to an embodiment of the present invention;

[0056] Figure 8 This is a schematic diagram of a rigid connection with an intermittent gap provided by an embodiment of the present invention;

[0057] Figure 9 This is a schematic diagram of another type of intermittent gap rigid connection provided by an embodiment of the present invention;

[0058] Figure 10 This is a partially enlarged structural schematic diagram of a rigid connection with discontinuous gaps according to an embodiment of the present invention;

[0059] Figure 11 This is a schematic diagram of an intermittent gap elastic connection provided by an embodiment of the present invention;

[0060] Figure 12 This is a schematic diagram of another type of intermittent gap elastic connection provided by an embodiment of the present invention;

[0061] Figure 13 This is a partially enlarged structural schematic diagram of an intermittent gap elastic connection provided by an embodiment of the present invention;

[0062] Figure 14 This is a partially enlarged structural schematic diagram of another intermittent gap elastic connection provided by an embodiment of the present invention;

[0063] Figure 15 This is a schematic diagram of the bottom structure of a ship according to an embodiment of the present invention. Detailed Implementation

[0064] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort 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, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0066] As described in the background section, applying air-layer drag reduction systems to large and ultra-large vessels presents challenges compared to their application to small and medium-sized vessels, including issues related to deeper water, larger scale, and increased intelligence. Regarding deeper water, large and ultra-large vessels operating in deep draft and high back pressure conditions require addressing the air supply issue to establish a suitable and efficient supply method. Furthermore, maintaining a stable and efficient air layer at the hull level is crucial for ensuring energy savings. For larger scale, applying these systems to large and ultra-large vessels necessitates overcoming the limitations of the effective operating distance of the air layer at the hull, minimizing the number of nozzles and air consumption, and reducing modifications to the hull design. The increased complexity of the larger systems also needs to be addressed to improve overall vessel control efficiency. Finally, intelligent application of air-layer drag reduction systems to large and ultra-large vessels requires a complete solution to ensure their controllability and overall system efficiency.

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

[0068] This invention provides an air layer drag reduction system for use on very large ships. Figure 1 This is a schematic diagram of a drag reduction system for ultra-large ships, provided as an embodiment of the present invention. Figure 1 As shown, the ship's air layer drag reduction system 100 includes: an air supply system 200, a pressure stabilization system 300, a jet system 400, a monitoring system 500, and an intelligent management system 600.

[0069] The gas supply system 200 is installed inside or outside the ship's cabin and is used to supply gas with a preset flow rate and 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 gas supply system 200 through a gas path, and the output end of the pressure stabilizing system 300 is connected to the input end of the jet system 400 through a gas path. The pressure stabilizing system 300 is used to transmit, control and stabilize the gas supplied by the gas supply system 200 and deliver the gas to the jet system 400. The jet system 400 is installed at the bottom of the ship and is used to inject gas into the water through the bottom of the ship to form a stable air layer at the bottom of the ship. The monitoring system 500 is used to monitor the operating 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, pressure stabilizing system 300, jet system 400, and monitoring system 500 are all communicatively connected to the intelligent management system 600. The intelligent management system 600 is used to receive feedback signals from the air supply system 200, pressure stabilizing system 300, jet system 400, and monitoring system 500, and to send control signals to the air supply system 200, pressure stabilizing system 300, jet system 400, and monitoring system 500. At the same time, the intelligent management system 600 is used to control the air layer drag reduction system 100 to interact with the ship system 110 to achieve 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 this embodiment of the invention may include ships with a total weight of 400,000 tons or a total length greater than 200 meters. Applying the air-layer drag reduction system 100 to large and super-large ships allows for corresponding improvements to the air supply system 200, pressure stabilization system 300, jetting system 400, and intelligent management system 600, based on the characteristics of large and super-large ships compared to small and medium-sized ships, to ensure the safety and energy efficiency of the air-layer drag reduction system 100 in 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 stabilization system 300. The gas is then ejected into the water through the jetting system 400 from the bottom of the ship, forming a stable air layer at the bottom of the ship. This effectively isolates the bottom of the ship from the water, reducing frictional resistance between the bottom of the ship and the water, thereby effectively reducing the energy consumption and greenhouse gas emissions of large and super-large ships.

[0072] During the operation of the gas layer drag reduction system 100, the monitoring system 500 continuously monitors and measures the status of the gas layer drag reduction system 100, the gas, and the gas layer, and can feed back the measured data to the intelligent management system 600 in real time. For example, the monitoring system 500 may include a pressure sensor, a flow sensor, and a temperature sensor installed on the gas path to monitor the pressure, flow rate, and temperature of the gas flowing through the gas path, respectively. The monitoring system 500 may also include a gas layer status monitor installed on the bottom of the ship. The gas layer status monitor monitors the maintenance length and coverage status of the gas layer at the bottom of the ship and feeds back the relevant monitoring data to the intelligent management system 600, thereby enabling the intelligent management system 600 to better regulate the various functional systems in the gas layer drag reduction system 100, achieving good energy-saving effects for large and ultra-large ships.

[0073] Furthermore, the air layer drag reduction system 100 can also achieve 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 installed in the ship system 110 for monitoring ship motion attitude, navigation environment, ship shaft power and main engine fuel consumption, etc., to obtain relevant monitoring data. 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, which is conducive to intelligent control of the air layer drag reduction system 100 and can effectively solve the application problems faced by applying the air layer drag reduction system 100 to large and ultra-large ships.

[0074] The air-layer drag reduction system 100 for ships provided in this embodiment of the invention supplies gas to the air-layer drag reduction system 100 through a gas supply system 200. The gas flows through a pressure stabilizing system 300 to achieve pressure pre-stabilization before being injected. Then, the gas is injected into the water through the bottom of the ship by a jetting system 400 to realize the application of air-layer drag reduction technology. During the operation of the air-layer drag reduction system 100, a monitoring system 500 can monitor the status of each device, gas, and air layer in the air-layer drag reduction system 100 and feed the monitoring data back to an 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. Based on the data monitored by the air-layer drag reduction system 100 and the data interacted with the ship system 110, the intelligent management system 600 can intelligently control the air-layer drag reduction system 100, thereby effectively solving the application problems faced by the air-layer drag reduction system 100 in large and ultra-large ships, and realizing the application of the air-layer drag reduction system 100 in large and ultra-large ships.

[0075] Optionally, Figure 2 This is a schematic diagram illustrating the structure and control strategy of an air layer drag reduction system and ship system applied to ultra-large ships, provided by an embodiment of the present invention. Figure 3This is a schematic diagram of an optimized energy-saving operation subsystem of an intelligent management system applied to an air-layer drag reduction system for ultra-large ships, provided by an embodiment of the present invention. Based on the above embodiment, and combined with... 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 optimal 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 the ship's inherent system 111 and the air layer drag reduction service supplement system 112; the ship's inherent system 111 is a general configuration equipment for the ship, including the ship operation management system 1111, the power management system 1112, the ship / equipment operation monitoring system 1113, the environmental monitoring system 1114, and the alarm monitoring system 1115.

[0077] The intelligent management system 600 is used to receive 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, 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 mode under the current navigation state.

[0078] The optimized energy-saving operation subsystem 601 integrates three core control technologies: the adaptive control module 611 adopts adaptive control technology based on flight state and ambient air layer drag reduction, the optimal energy efficiency control module 612 adopts optimal 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, and the centralized processing subsystem 604 interacts with the ship system 110 for data and commands.

[0080] The centralized processing subsystem 604 is used to perform start / stop queries on the ship operation management system 1111 and high-power queries on 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 / stop commands issued by the 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 to perform comprehensive optimization according to the comprehensive energy efficiency optimization management module 613. The decision-making instructions adjust the operating status of the ship's adjustable equipment; 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 ship's navigation environment, navigation status, and the operating status of the ship's equipment, and to send energy efficiency data and equipment adjustment instructions to the ship / equipment operation monitoring system 1113 to adjust the operating status of the ship's adjustable equipment; the centralized processing subsystem 604 is also used to send alarm signals to the alarm monitoring system 1115 of the ship system 110 based on 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 applying the drag reduction system 100 to large and very large ships, setting up a reasonable and efficient management system is key to the long-term use of the drag reduction system 100. However, the increase in ship size will bring new problems to the management system. For example, when applied to large and very large ships, the number of devices and parameters that the drag reduction system 100 needs to monitor and control increases significantly, thereby greatly increasing the complexity of the management system and reducing its overall efficiency. In addition, the drag reduction system 100 applied to large and very large ships becomes huge, and the operation of the system will have a significant impact on the ship system 110, such as the impact on hardware equipment and software control.

[0082] To address the aforementioned new challenges, 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 achieve intelligent management of the air layer drag reduction system 100. See also... Figure 2 and Figure 3The adaptive control module 611, the optimal energy efficiency control module 612, and the comprehensive energy efficiency optimization management module 613 in the optimized energy-saving operation subsystem 601 serve as functional modules for implementing the core control technologies of the intelligent management system 600. These three core control technologies achieve their respective functions. For example, the adaptive control module 611 applies adaptive control technology based on navigation status and environmental air layer drag reduction to adaptively regulate the air layer drag reduction system 100 according to the ship's navigation status data and surrounding environmental data. Furthermore, the optimal energy efficiency control module 612 applies optimal energy efficiency evaluation technology to make intelligent judgments and perform optimal energy efficiency management of the air layer drag reduction system 100 and its equipment. For example, the adjustable equipment may include air compressors, axial flow fans, booster units, and cooling systems. By applying integrated energy efficiency optimization management technology through the integrated energy efficiency optimization management module 613, long-term monitoring of existing drag-reduction vessels is conducted. Key parameters of the ship's engine, propellers, and drag-reduction devices are systematically analyzed to comprehensively consider the drag-reduction system 100 and the ship system 110, achieving overall ship energy efficiency optimization. For example, key parameters may include the ship's navigation status, navigation environment, main engine operating conditions, fuel consumption, shaft power, jet flow rate, and jet pressure. The ship's inherent system 111 and the drag-reduction service supplement system 112 in the ship system 110 transmit ship navigation monitoring data and navigation energy efficiency monitoring data to the drag-reduction system 100. Furthermore, the ship's inherent system 111 receives relevant data from the drag-reduction system 100 and interacts with it, thereby achieving overall ship energy efficiency optimization.

[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 queries the ship operation management system 1111 for start and stop. If the feedback signal from the 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 from the 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 query signal to the power management system 1112 to start the equipment in the air layer drag reduction system 100. If the power management system 1112 sends a feedback signal indicating that the current operating power of the ship is too high, the centralized processing subsystem 604 controls the air layer drag reduction system 100 not to start; if the power management system 1112 sends a feedback signal indicating 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 [link to previous article] Figure 2The centralized processing subsystem 604 in the intelligent management system 600 can also receive data on 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 commands to the ship / equipment operation monitoring system 1113, thereby determining and adjusting the ship's navigation environment, status, and the operating status of marine equipment. It can also receive data monitored by the data monitoring subsystem 603 at various locations in the air layer drag reduction system 100, and simultaneously receive data from the adaptive control module 6. The optimized decision data of the adaptive control module 611 and the optimal energy efficiency control module 612 are used to send control signals to the adaptive control module 611 and the optimal energy efficiency control module 612 based on the received data, thereby regulating the operating status of each device in the air layer drag reduction system 100. The comprehensive energy efficiency optimization management module 613 manages the comprehensive energy efficiency of the ship and the air layer drag reduction system 100, which is conducive to realizing the coordinated application of the air layer drag reduction system 100 and the whole ship, improving the overall system efficiency, and enabling ships using the air layer drag reduction system 100 to achieve optimal energy-saving operation.

[0085] See also Figure 2 Because the operating parameters of ultra-large ships vary greatly under different loading conditions, such as draft, load, and displacement, it is necessary to dynamically adjust the alarm thresholds of each device in the air layer drag reduction system 100 according to the ship's 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. The alarm module 622 of the air layer drag reduction system 100 dynamically adjusts the alarm thresholds of each device in the air layer drag reduction system 100 according to the ship's loading conditions. It analyzes and judges the data sent by the equipment operation status monitoring module 621. When a fault occurs in the equipment in the air layer drag reduction system 100, an alarm signal is sent to the alarm monitoring system 1115 of the ship system 110, 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 ships provided in this embodiment, by coupling the air layer drag reduction system 100 with the ship system 110 and setting an intelligent management system in the air layer drag reduction system 100, allows the air layer drag reduction system 100 and the ship system 110 to improve the overall system efficiency and reduce the system complexity when applied to large ships, based on the corresponding joint control strategy.

[0087] Optionally, Figure 4 This is a schematic diagram of the air supply system in an air-layer drag reduction system for ultra-large ships, provided by an embodiment of the present invention. Based on the above embodiments, as follows... Figure 4As shown, the gas supply system 200 includes a gas supply module 210, a power supply module 220, and a gas supply control module 230.

[0088] The gas supply module 210 includes gas supply equipment 211; wherein a preset number of gas supply equipment 211 are arranged in a preset manner inside or outside the ship's cabin.

[0089] The power supply module 220 includes a power supply device 221 and a gas supply equipment drive 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 drive form of the gas supply equipment drive device 222 includes frequency conversion drive or soft start drive. The gas supply equipment drive device 222 is used to drive the gas supply module 210 to start, and suppresses harmonic interference and instantaneous starting current.

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

[0091] For example, when the drag reduction system 100 is applied to large and super-large ships, the increased size of ships leads to greater draft and wider bottom areas. Therefore, the air supply system in the drag reduction system 100 needs to provide a large air supply flow rate and high air supply pressure. However, directly increasing the air supply flow rate and pressure of the air supply system would result in the power consumption of the air supply system approaching 50% of the total power of the ship's electrical system for super-large ships of 200,000 to 400,000 tons, and would also cause significant interference to the ship's electrical system. When the air supply system operates at high power, the heat dissipation is large, and the temperature of the compartments will increase sharply, affecting the normal operation of the equipment in the compartments. It will also generate mechanical vibration and significant environmental noise, which will have a significant impact on the living conditions of the personnel on board and the structural strength of the ship. In addition, the exhaust temperature can reach 150 to 300°C, which can easily cause high-temperature gas and gas path injuries, damage to gas path coatings and monitoring and control instruments, and other problems.

[0092] Based on the aforementioned problems with existing gas supply systems applied to large and ultra-large vessels, the gas supply system provided in this embodiment has been improved. To meet the requirements of large gas supply volume and high gas pressure, the gas supply module 210 includes a preset number of gas supply devices 211, and these preset number of gas supply devices 211 are arranged in a preset layout within the vessel's cabins. For example, the gas supply devices 211 may include air compressors, and the preset number may include a small number or a large number. A small number of gas supply devices 211 may include 1 to 4 high-power, high-volume gas supply devices 211, while a large number of gas supply devices 211 may include 5 to 15 low-power, low-volume gas supply devices 211. The preset layout may include centralized or distributed configurations. The preset number and preset layout of the gas supply devices 211 can be combined according to vessel management requirements, vessel space, and power limitations to meet the gas supply needs of the air layer drag reduction system 100 applied to large and ultra-large vessels. For example, a small number of gas supply devices 211 can be arranged in a centralized manner. This method is more convenient to manage, but it has a greater impact on the ship's electrical grid and requires a large, complete area for arrangement, resulting in a loss of gas supply efficiency. Alternatively, a large number of gas supply devices 211 can be arranged in a centralized manner. This method is more convenient to manage and has less impact on the ship's electrical grid, but it requires a larger, complete area for arrangement, places greater demands on ship space, and results in a loss of gas supply efficiency. Alternatively, a small number of gas 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 electrical network, it has lower space requirements, requiring only multiple small areas for arrangement, and the gas supply efficiency loss is small. Alternatively, a large number of gas supply devices 211 can be arranged in a distributed manner. Although this method is more inconvenient to manage, it has less impact on the ship's electrical network, lower space requirements, and can be flexibly arranged in any location in the cabin as needed, and the gas supply efficiency loss is small.

[0093] For example, the gas supply module 210 further includes a gas booster unit 212; the gas booster unit 212 is disposed at the output end of the gas supply device 211, and is used to dynamically boost and regulate the gas pressure. The gas booster unit 212 may include gas boosters, booster pumps, and gas booster systems, etc., and different installation methods are adopted according to different boosting methods. Optionally, a gas booster is used, which is installed in the gas line. Optionally, a gas booster system is used, in which the gas booster pump and its components are encapsulated in a fixed frame or box, and / or encapsulated in a closed frame or box, which is compact and 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 pressure drops and the gas booster pump resumes operation. Based on a comprehensive consideration of parameters such as the exhaust pressure of the gas supply device 211, the working pressure requirement of the gas layer drag reduction system 100, and the gas line diameter, the gas booster is optimized in design, which is beneficial to improving the efficiency of the gas layer drag reduction system 100. It can be equipped with a gas boosting system to boost compressed air in multiple stages. It is gas-driven, does not use electricity, and does not produce sparks, making it suitable for flammable and explosive working environments.

[0094] For example, 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. The gas pressure stabilizing unit 213 is used to pre-stabilize the gas and then transmit the gas to the bottom of the ship through a gas path. The gas pressure stabilizing unit 213 may include a high-pressure gas storage tank or an air cylinder, which pre-stabilizes the compressed gas to meet the working pressure, and then transmits the pressure-stabilized gas to the bottom of the ship.

[0095] For example, the power module 220 may include a power supply device 221 and a gas supply equipment drive device 222. The power supply device 221 may include a marine generator, a shaft-driven generator, or special power generation equipment. 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 harmonics generated by the variable frequency drive, reducing interference to the ship's power grid after the gas supply equipment 211 starts with variable frequency. The gas supply equipment 211 can be driven by either a variable frequency drive or a soft starter. The variable frequency drive generates harmonic interference, which the harmonic processor can suppress to some extent. The soft starter can suppress excessive instantaneous starting current to some extent.

[0096] Optionally, based on the above embodiments, see below. Figure 4 The gas supply system 200 also includes a cooling module 240, a fresh air module 250, a vibration reduction and noise reduction module 260, and a condensate drainage 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 fan, which is used to provide air supply to the air supply module 210 and to cool the compartments and equipment in the air supply module 210.

[0098] The cooling module 240 is used to cool the exhaust gas of the air supply device 211 and the air supply module 210 in a preset cooling mode. The preset cooling mode includes water cooling and air cooling. The water cooling mode uses a cooling pipe with a pressurizing component, and the cooling pipe of the water cooling mode is set separately from the cooling pipe of the ship system. The air cooling mode is achieved through an air supply device, which 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 at least one or a combination of the following: sound insulation cotton lining the inner wall of the sealed box-type encapsulated air supply equipment 211; vibration isolators arranged at the bottom of the air supply device; silencers arranged on the pipelines connected to the air supply equipment 211; damping lining the floor of the air supply equipment 211 compartment; sound insulation cotton and / or damping layers lining the walls of the air supply equipment 211 compartment; vortex silencers arranged inside the air transmission pipeline; and vibration isolation supports, damping layers, and / or sound insulation cotton arranged on the air transmission pipeline. The vibration reduction and noise reduction module 260 is used to reduce the vibration or noise generated by the air supply equipment 211 and / or the air circuit during operation.

[0100] The condensate drain module 270 includes a vent valve and / or bypass line installed on the gas line connected to the gas supply equipment 211 and the gas pressure stabilizing unit 213, for draining gas condensate from the gas line.

[0101] Both the cooling module 240 and the fresh air module 250 are 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] For example, the fresh air module 250 may include a fresh air supply system based on an axial flow fan. By configuring a high-flow axial flow fan, it can meet the demand for a large flow of air and can also cool the air supply compartment and equipment. The cooling module 240 may be water-cooled or air-cooled. The water-cooling method can use fresh water or seawater for cooling. When using water cooling, a pressurization component needs to be installed on the cooling pipeline; an independent small cooling circulation system can be constructed; or it can be connected to the ship's cooling system in the form of an independent circulation pipeline, so that the water-cooled cooling pipeline is separate from the ship's cooling pipeline. This helps to prevent air leakage from the cooling module 240 into the ship's cooling system water pipes, which would affect the normal operation of the ship's equipment. For the air supply system using water cooling, a pressurization component can be configured to ensure that the normal operation requirements of the cooling module 240 are met under specific operating conditions. For example, the pressurization component may include various forms such as a booster, and is not limited here.

[0103] For example, the vibration reduction and noise reduction module 260 can reduce air noise and ship structural noise caused by vibration by combining vibration reduction and noise reduction components with reasonable suppression measures. Vibration reduction and noise reduction measures may include the following: encapsulating the air supply equipment 211 in a sealed box with sound insulation cotton lining the inner wall; installing vibration dampers and / or vibration isolators at the bottom of the air supply equipment 211; installing silencers on the air intake and exhaust pipes of the air supply equipment 211; laying damping on the floor of the compartment where the air supply equipment 211 is located and laying sound insulation cotton and / or damping layers on the walls; installing vortex silencers inside the air passage; and installing vibration isolation brackets, damping and / or sound insulation cotton outside the air passage. In addition, by rationally designing the diameter and length of the air inlet and exhaust pipes of the gas supply equipment 211, and rationally designing the diameter, bend position and length of the gas transmission pipeline, and based on the noise signal characteristics of the gas supply equipment 211 and the gas transmission pipeline, vibration isolators, silencers, damping layers, sound insulation cotton, eddy current silencers, vibration isolation brackets and / or sound insulation cotton can be rationally selected as vibration reduction and noise reduction components, thereby effectively improving the vibration or noise generated during the operation of the gas supply equipment 211 and / or the gas circuit.

[0104] For example, the condensate discharge module 270 discharges the gas condensate in the gas path through a vent valve and / or bypass pipeline in the gas path, so as to prevent the condensate generated after the high temperature gas is cooled from depositing in the gas path and affecting the normal operation of the measurement and control instruments arranged in the gas path.

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

[0106] Optionally, Figure 5 This is a schematic diagram of a pressure stabilization system applied in an air layer drag reduction system for ultra-large ships, provided by an embodiment of the present invention. Based on the above embodiments, as follows... 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] Valve control module 311 and regulator 312 are used to regulate the internal pressure and flow rate of multi-stage gas transmission pipeline 310. Valve control module 311 includes various valves and a valve control system arranged on multi-stage gas transmission pipeline 310 to realize part of the adaptive control function of the gas layer drag reduction system based on the ship's navigation environment and navigation state. The input end of pressure stabilizing chamber 320 is connected to the end of multi-stage gas transmission pipeline 310, and the output end of pressure stabilizing chamber 320 is connected to the input end of jet system 400. Pressure stabilizing chamber 320 reduces the speed, rectifyes, and stabilizes the pressure of gas within pressure stabilizing chamber 320. The gas is then transmitted to the jet system 400, allowing it to be evenly sprayed into the water. The pressure stabilizing chamber 320 employs pre-designed anti-corrosion and anti-fouling measures. The pre-designed anti-corrosion measures include: using anti-corrosion materials and applying an internal anti-corrosion coating. The pre-designed anti-fouling measures include: installing a sediment cleaning device and opening a hole at the bottom of the chamber to remove sediment. The internal anti-corrosion coating includes increasing the chamber size and adopting an internal coating structure, allowing the internal coating trolley to coat the inside of the pressure stabilizing chamber 320 during the construction phase and during regular maintenance.

[0108] For example, the pressure stabilizing chamber 320 is a long, narrow cavity located on the inner side of the bottom plate of the ship's hull along the width direction, and is a key component of the gas layer drag reduction system. Multiple evenly arranged jet nozzles 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 injected into the water from the bottom jet nozzles, thus forming and maintaining a uniform and stable gas layer on the bottom of the ship. The inner side of the pressure stabilizing chamber 320 is connected to the jet nozzles, and the chamber is filled with seawater for a long time; the outer side may be placed in a ballast water tank, and when ballast water is added to the ballast water tank, the outer side of the pressure stabilizing chamber 320 is also immersed in seawater for a considerable period. For large and very large ships, using multi-diameter gas pipelines presents difficulties in engineering implementation and presents significant construction challenges. Furthermore, large and super-large ships typically operate on ocean-going routes, frequently sailing in tropical regions, and their docking times are unpredictable, potentially lasting 2-3 months. Therefore, the pressure stabilizing chamber 320 and the gas transmission pipeline have high corrosion resistance requirements. Based on these issues, the pressure stabilizing system 300 provided in this embodiment employs a multi-stage gas transmission pipeline 310 with standardized pipe diameters. By installing a valve control module 311 and a regulator 312 on the multi-stage gas transmission pipeline 310, the internal pressure and flow rate of the gas transmission pipeline are adjusted. This ensures that the gas flow rate and pressure requirements of the gas layer drag reduction system for the main and branch gas transmission pipes are met, resulting in uniform gas flow within the pipeline and minimizing energy loss. Simultaneously, it also reduces construction difficulty. For example, the regulator 312 may include a throttling orifice plate, but this is not a limitation.

[0109] Corrosion resistance of the voltage stabilizing chamber 320 is achieved through the materials used, the internal coating, and the corresponding engineering implementation. Specifically, the voltage stabilizing chamber 320 can be constructed using a pre-designed anti-corrosion material with strong anti-corrosion properties. Examples of pre-designed anti-corrosion materials include nickel-chromium alloy or polyethylene (PE). Internal coating of the voltage stabilizing chamber 320 involves applying an anti-corrosion coating to the inside of the chamber to further enhance its corrosion resistance. For subsequent maintenance of the internally coated voltage stabilizing chamber 320, the internal anti-corrosion coating needs to be applied periodically according to the anti-corrosion and anti-fouling cycle, and deposits need to be cleaned. Therefore, to facilitate construction and cleaning of the voltage stabilizing chamber 320, an internal coating structure and a cleaning structure can be provided. For example, the internal coating structure includes a pressure stabilizing cavity 320. While meeting the specified strength requirements, the cavity size of the pressure stabilizing cavity 320 is increased to facilitate internal coating. Mounting boxes are provided at both ends of the pressure stabilizing cavity 320 to allow the internal coating trolley to enter and complete the internal coating process. Alternatively, a top cover can be provided on the top of the pressure stabilizing cavity 320 to facilitate internal coating by the internal coating trolley. For example, 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 interior of the pressure stabilizing cavity 320. The opening at the bottom of the pressure stabilizing cavity 320 can be a large-area hole to allow the flushed sediment to drain out.

[0110] The gas layer drag reduction system for ships provided in this embodiment is equipped with a valve control module 311 and a regulator 312 for the multi-stage gas transmission pipeline 310 with a standardized diameter, and the pressure stabilizing chamber 320 is protected against corrosion and fouling. This helps to reduce the difficulty of construction and makes the pressure stabilizing system 300 in the gas layer drag reduction system applicable to large and ultra-large ships.

[0111] Optionally, Figure 6 This is a bottom view structural diagram of a ship's bottom provided by an embodiment of the present invention. Based on the above embodiments, as follows... Figure 6 As shown, the jet system 400 includes a bottom air cavitation 420, an air cavitation cofferdam 430, a longitudinal baffle 440, a jet nozzle 450, an air layer activation device 410, and air cavitation bow and stern appendages 470.

[0112] The bottom air cavitation 420 is located on the flat bottom part of the outer side of the ship's bottom plate. It forms a low-pressure area through the bow and stern appendages and air cavitation cofferdams, which are used to allow gas to adhere inside the bottom air cavitation 420 and form a gas layer and remain stable. The air cavitation cofferdam 430 is set around the edge of the bottom of the ship and forms the bottom air cavitation 420. The longitudinal baffles 440 are spaced along the width of the ship at the bottom of the ship. The gas layer activation device 410 is set along the width of the ship on the side downstream of the jet hole 450 near the stern of the ship. The air cavitation cofferdam 430 and the longitudinal baffles 440 have a preset intermittent arrangement along the length of the ship.

[0113] For example, the jet system, as a core component of the air layer drag reduction system, faces limitations in air layer length and strength when applied to large and super-large ships. Specifically, the effective operating distance of the jet system in existing air layer drag reduction systems is only 5-20 meters. For large and super-large ships, this inevitably results in insufficient coverage of the air layer along the ship's length. Adding jet nozzles 450 only along the ship's length would increase construction difficulty and economic costs, and increasing the jet volume might lead to poor energy-saving effects. Furthermore, large and super-large ships undergo a certain amount of deformation in both length and width directions. Due to the influence of ship strength and deformation, the air cavitation cofferdam 430 and longitudinal baffles may fracture or tear from the hull plate, potentially causing further damage and safety hazards. Based on the above problems, this embodiment reduces construction difficulty and economic costs by setting up an air layer activation device 410, and improves safety by setting the air cavitation cofferdam 430 and longitudinal baffles 440 in a preset intermittent arrangement. The gas layer activation device 410 can locally adjust the pressure field at a corresponding location to activate the tail end of the gas layer, thereby extending the gas layer coverage length. The gas layer activation device 410 can take various forms, such as an external convex body, an internal concave component, or a local blowing / suction device, and its arrangement position and number can be arranged as needed according to the flow field characteristics at the bottom of the ship, without any restrictions.

[0114] For example, the preset discontinuous arrangement forms include rigid connection of discontinuous gaps, elastic connection of discontinuous gaps, and staggered arrangement of discontinuous gaps. Figure 7 This is another schematic diagram of the bottom structure of a ship provided in an embodiment of the present invention. Figure 8 This is a schematic diagram of a rigid connection with discontinuous gaps provided in an embodiment of the present invention. Figure 9 This is a schematic diagram of another intermittent gap rigid connection provided by an embodiment of the present invention. Figure 10 This is a partially enlarged structural schematic diagram of a rigid connection with discontinuous gaps provided in an embodiment of the present invention. Figure 7 The locations of the discontinuities on the cavitation enclosure and / or longitudinal baffles are shown. Figures 8 to 10A schematic diagram of a rigid connection with an intermittent gap is shown. The rigid connection with the intermittent gap 460 includes connecting both ends of a rigid connecting component 461 to the gaps between the intermittent air cavitation enclosure 430 and / or the longitudinal baffle 440; wherein the rigid connecting component 461 is connected in a non-linear manner. The rigid connecting component 461 is made of the same material as the air cavitation enclosure 430 and / or the longitudinal baffle 440, and both ends of the rigid connecting component 461 are rigidly connected to the break points of the air cavitation enclosure 430 and / or the longitudinal baffle 440 by welding or other means. Since the rigid connecting component 461 cannot be bent, a preset curvature is provided on the rigid connecting component 461, that is, the rigid connecting component 461 is connected in a non-linear manner between the gaps of the air cavitation enclosure 430 and / or the longitudinal baffle 440. Compared to the existing continuous and straight-line form of the cavitation cofferdam 430 and / or longitudinal baffle 440, the rigid connecting component 461 with a preset curvature can make the cavitation cofferdam 430 and / or longitudinal baffle 440 withstand the influence of ship strength and deformation, which helps to reduce the possibility of breakage and tearing with the bottom plate and improve safety.

[0115] Figure 11 This is a schematic diagram of an intermittent gap elastic connection provided in an embodiment of the present invention. Figure 12 This is a schematic diagram of another type of intermittent gap elastic connection provided by an embodiment of the present invention. Figure 13 This is a partially enlarged structural diagram of an intermittent gap elastic connection provided in an embodiment of the present invention. Figure 14 This is a partially enlarged structural schematic diagram of another type of intermittent gap elastic connection provided in an embodiment of the present invention. Figure 7 and Figures 11 to 14 A schematic diagram of an intermittent gap elastic connection is shown. The intermittent gap elastic connection includes connecting the two ends of a flexible connecting member 462 between the gaps of a cavity enclosure 430 and / or a longitudinal baffle 440; wherein the flexible connecting member 462 is linear or non-linear. Figure 13 A flexible connecting component 462, which is non-linear, is shown. Figure 14 A linear flexible connecting component 462 is shown. The flexible connecting component 462 can be made of non-metallic soft materials such as PE. When its two ends are connected to the break points of the air pocket cofferdam 430 and / or the longitudinal baffle 440, the connection must be secure and airtight. Because the flexible connecting component 462 is bendable and has a certain degree of elasticity, whether it is linear or non-linear, it allows the air pocket cofferdam 430 and / or the longitudinal baffle 440 to withstand the effects of ship strength and deformation, which helps reduce the possibility of breakage and tearing from the bottom plate, thus improving safety.

[0116] Figure 15This is a schematic diagram of a ship's bottom structure from a bottom perspective, provided by an embodiment of the present invention. The staggered arrangement of intermittent gaps includes setting intermittent patch plates 463 along the ship's width direction on one side of the interruption of the air cavitation cofferdam 430 and / or the longitudinal baffle 440; wherein, both ends of the intermittent patch plates 463 are welded to the toe ends of the ribs at the bottom of the ship; the intermittent patch plates 463 have a predetermined length range, and the intermittent patch plates 463 and the air cavitation cofferdam 430 and / or the longitudinal baffle 440 have a predetermined distance range in the ship's width direction. By setting intermittent patch plates 463 along the ship's width direction at a predetermined distance range from the interruption of the air cavitation cofferdam 430 and / or the longitudinal baffle 440, with both ends of the intermittent patch plates 463 welded to the toe ends of the ribs at the bottom of the ship, and the height of the intermittent patch plates 463 being equal to the height of the air cavitation cofferdam 430 and / or the longitudinal baffle 440, the gas layer or gas can be prevented from escaping. For example, the preset length range of the intermittent patch 463 includes L1+800 to 1600 mm; where L1 represents the intermittent length; the preset distance range includes 50 to 200 mm. If the length of the intermittent patch 463 is too short, gas layer or gas escape may occur; if the length of the intermittent patch 463 is too long, it may result in material waste. If the distance between the intermittent patch 463 and the air 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 air cavitation enclosure 430 and / or the longitudinal baffle 440 is too small, it will be inconvenient for construction and there is still a possibility that the air cavitation enclosure 430 and the longitudinal baffle 440 may break or tear from the bottom plate.

[0117] It should be noted that the position and width of the discontinuity 460 on the air cavitation cofferdam 430 and / or longitudinal baffle 440 are related to various factors such as the ship's length, draft, bottom steel plate thickness, and speed. Therefore, the discontinuity 460 of the appropriate width should be set at the corresponding position of the air cavitation cofferdam 430 and / or longitudinal baffle 440 according to the actual situation of the ship to ensure that the air layer drag reduction system is applicable to large and very large ships.

[0118] The air layer drag reduction system for ships provided in this embodiment can effectively extend the air layer coverage length by adding an air layer activation device 410 and improving the connection form of the air cavitation cofferdam 430 and / or longitudinal baffle 440. It can also effectively reduce the possibility of breakage of the air cavitation cofferdam 430 and longitudinal baffle and tearing with the bottom plate, thereby improving the safety of large and super-large ships.

[0119] This invention also provides a ship. In this embodiment, the ship can be a large or very large vessel, including those with a length of 200-400 meters, a width of 30-60 meters, and a gross vehicle weight of 200,000-400,000 tons. This ship has the same beneficial effects as the air-layer drag reduction system described in any of the above embodiments, namely, by realizing data interaction between the air-layer drag reduction system and the ship's systems through an intelligent management system within the system, intelligent control of the air-layer drag reduction system can be achieved. This effectively solves the application challenges faced by air-layer drag reduction systems in large and very large vessels, enabling their application in such vessels.

[0120] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A drag reduction system for air layers used in ultra-large ships, characterized in that, include: Gas supply system, pressure stabilization system, jetting system, monitoring system, and intelligent management system; The gas supply system is installed inside or outside the ship's cabin and is used to provide gas with a preset flow rate and preset pressure to the gas layer drag reduction system. The input end of the pressure stabilizing system is connected to the output end of the gas supply system via a gas path, and the output end of the pressure stabilizing system is connected to the input end of the jet system via a gas path. The pressure stabilizing system is used to transmit, control, and stabilize the gas provided by the gas supply system and deliver the gas to the jet system. The jet system is installed at the bottom of the ship and is used to inject gas into the water through the bottom of the ship to form a stable gas layer at the bottom. The monitoring system is used to monitor the operating information of the gas layer drag reduction system, gas status information, navigation environment information, ship status information, and gas layer status information. The gas supply system, the pressure stabilizing system, the jetting system, and the monitoring system are all communicatively connected to the intelligent management system. The intelligent management system is used to receive feedback signals from the gas supply system, the pressure stabilizing system, the jetting system, and the monitoring system, and to send control signals to the gas supply system, the pressure stabilizing system, the jetting system, and the monitoring system. Meanwhile, the intelligent management system is used to control the gas layer drag reduction system to interact with the ship system to achieve intelligent control, making the gas layer drag reduction system suitable for ultra-large ships; The jet system includes a bottom cavitation chamber, a cavitation chamber baffle, a longitudinal baffle, jet nozzles, a gas layer activation device, and cavitation chamber bow and stern appendages. The hull air pocket is a low-pressure area set on the flat bottom part of the outer side of the ship's bottom plate, which is used to allow gas to adhere inside the hull air pocket, form an air layer and remain stable. The cavitation enclosure is arranged around the edge of the bottom of the ship, and the cavitation enclosure forms the bottom cavitation; the longitudinal baffles are spaced apart along the width of the ship at the bottom of the ship, and the gas layer activation device is arranged along the width of the ship on the side downstream of the jet hole near the stern of the ship. The air cavitation enclosure and the longitudinal baffle have a pre-defined discontinuous arrangement along the length of the ship. The preset discontinuous arrangement forms include rigid connection of discontinuous gaps, elastic connection of discontinuous gaps, and staggered arrangement of discontinuous gaps; The intermittent gap rigid connection includes connecting both ends of the rigid connection component between the gaps of the intermittent cavitation enclosure and / or the longitudinal baffle; wherein the rigid connection component is connected in a non-linear manner; The intermittent gap elastic connection includes connecting the two ends of a flexible connecting member between the gaps in the air cavitation enclosure and / or the longitudinal baffle; wherein the flexible connecting member is linear or non-linear. The staggered intermittent gaps include setting intermittent patch plates along the width of the ship on one side of the interruption of the air cavitation cofferdam and / or the longitudinal baffle; wherein, both ends of the intermittent patch plates are welded to the toe ends of the hull bottom of the ship; the intermittent patch plates have a preset length range, and the intermittent patch plates and the air cavitation cofferdam and / or the longitudinal baffle have a preset distance range in the width of the ship.

2. The air layer drag reduction system for ultra-large ships according to claim 1, 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 optimal 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 systems and the air layer drag reduction service supplementation system; the ship's inherent systems are general-purpose equipment for ships, including the 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 ship navigation monitoring data and navigation energy efficiency monitoring data sent by the ship system, and based on the ship navigation monitoring data and navigation energy efficiency monitoring data, combined with the operating 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, characterized in that, The optimized energy-saving operation subsystem integrates three core control technologies: the adaptive control module adopts adaptive control technology based on flight state and ambient air layer drag reduction, the optimal energy efficiency control module adopts optimal energy efficiency evaluation technology, and the comprehensive energy efficiency optimization management module adopts comprehensive energy efficiency optimization management technology. The data monitoring subsystem, the energy-saving operation optimization subsystem, and the equipment management subsystem are all communicatively connected to the centralized processing subsystem, and the centralized processing subsystem interacts with the ship system in terms of data and commands. The centralized processing subsystem is used to perform start / stop queries on the ship operation management system and high-power queries 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 / stop command issued by the 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 based on the data generated by the optimization decisions of the adaptive control module and the optimal energy efficiency control module to adjust the operating status of the equipment in the air layer drag reduction system, and adjust the operating status of the ship's adjustable equipment based on the comprehensive optimization decision instructions 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, so as to determine the ship's navigation environment, navigation status and the operating status of marine equipment, and send energy efficiency data and equipment adjustment instructions to the ship / equipment operation monitoring system to adjust the operating status of the ship's adjustable equipment; The centralized processing subsystem is also used to send alarm signals to the alarm monitoring system of the ship system based on 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 supply module, and a gas supply control module; The gas supply module includes gas supply equipment; wherein a predetermined number of the gas supply equipment are arranged in a predetermined manner inside or outside the ship's cabin. The power module includes a power supply device and a gas supply equipment drive device. The power supply device is used to provide electrical energy to the gas supply module and the gas supply control module. The drive form of the gas supply equipment drive device includes frequency conversion drive or soft start drive. The gas supply equipment drive device is used to drive the gas supply module to start, and suppresses harmonic interference and instantaneous starting current. Both the gas supply module and the power supply module are communicatively connected to the gas supply control module. The gas supply control module is used to receive feedback signals from the gas supply module and the power supply module, and to control the gas supply module and the power supply module.

5. The air-layer drag reduction system for ultra-large ships according to claim 4, characterized in that, The gas supply system also includes a cooling module, a fresh air module, a vibration reduction and noise reduction module, and a condensate drainage 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 compartment and equipment at the air supply module. The cooling module is used to cool the exhaust gas from the gas supply equipment and the gas supply module equipment in a preset cooling method; wherein, the preset cooling method includes water cooling and air cooling, the water cooling method uses a cooling pipeline equipped with a pressurization component, and the cooling pipeline of the water cooling method is set separately from the cooling pipeline of the ship system; the air cooling method is achieved through an air supply device, which includes an axial flow fan; The vibration reduction and noise reduction module adopts a combination of vibration reduction and noise reduction components and preset suppression measures. The vibration reduction and noise reduction components include: a sealed box-type encapsulated air supply equipment with sound insulation cotton lining the inner wall; 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 lining the floor of the air supply equipment compartment; sound insulation cotton and / or damping layer lining the walls of the air supply equipment compartment; a vortex silencer arranged inside the air transmission pipeline; and at least one of the following: vibration isolation support, damping layer, and sound insulation cotton arranged on the air transmission 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 air circuit. The condensate discharge module includes a vent valve and / or bypass pipeline installed on the gas line connected to the gas supply module, for discharging gas condensate in the gas line. Both the cooling module and the fresh air module are communicatively connected to the air supply control module. 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.

6. The air-layer drag reduction system for ultra-large ships according to claim 1, characterized in that, The pressure stabilization system includes multi-stage gas transmission pipelines, a pressure stabilization chamber, and valve control modules and regulators installed on the multi-stage gas transmission pipelines; The valve control module and the regulator are used to regulate the internal pressure and flow rate of the multi-stage gas transmission pipeline; The valve control module includes: various valves and valve control systems arranged on multi-stage gas pipelines, to realize some functions of adaptive control of the gas layer drag reduction system based on the ship's navigation environment and navigation state; 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 decelerates, rectifies, and stabilizes the gas within itself, and then transmits the gas to the jet system, ensuring that the gas is evenly sprayed into the water. The pressure stabilizing chamber employs pre-designed anti-corrosion and anti-fouling measures. The pre-designed anti-corrosion measures include: using anti-corrosion materials and applying anti-corrosion coatings internally and externally. The pre-designed anti-fouling measures include: installing a sediment cleaning device and opening a hole at the bottom of the chamber to remove sediment. The internal anti-corrosion coating includes increasing the cavity size and adopting an internal coating structure, so that the internal coating trolley can coat the inside of the pressure stabilizing cavity during the construction phase and 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 throttling orifice plate, and the preset anti-corrosion material includes nickel-chromium alloy or polyethylene; The internal coating structure includes mounting boxes at both ends of the voltage stabilizing cavity, or a top cover is opened on the top of the voltage stabilizing cavity. 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 preset length range of the intermittent patch is L1+800~1600mm; where L1 represents the intermittent length. The preset distance range is 50 to 200 mm.

9. A ship, characterized in that, Including the air layer drag reduction system for ultra-large ships as described in any one of claims 1-8.

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