Gas drag reduction ship

Abstract

The invention provides a gas drag reduction ship. The gas drag reduction ship comprises a ship bottom flat plate; the at least one group of gas anti-drag air injection mechanisms are arranged at the incident flow end of the inner side of the ship bottom flat plate, the number of the gas anti-drag air injection mechanisms in each group is at least one, when the number of the gas anti-drag air injection mechanisms is one, the gas anti-drag air injection mechanisms are arranged on the middle longitudinal section line of the ship bottom flat plate, and when the number of the gas anti-drag air injection mechanisms is multiple, the gas anti-drag air injection mechanisms are arranged on the middle longitudinal section line of the ship bottom flat plate. The multiple gas resistance-reducing air injection mechanisms are symmetrically arranged relative to the middle longitudinal section line of the ship bottom flat plate, and the gas resistance-reducing air injection mechanisms inject air through the through holes in the ship bottom flat plate; each gas resistance-reducing gas injection mechanism at least corresponds to one flow guide cover, the flow guide covers are arranged in the through holes of the ship bottom flat plate and located on the outer side, a narrow slit is formed by the flow guide covers and the ship bottom flat plate, and the narrow slit is used for allowing gas to be injected out and enabling the gas to flow along the ship bottom flat plate. According to the gas resistance reduction ship, the projection of the gas resistance reduction air injection device in the ship width direction does not need to cover the whole ship width, and the whole ship width coverage of a gas layer can be achieved.

Description

Technical Field

[0001] The invention relates to the field of ship energy saving, and in particular to a gas drag reduction ship. Background Art

[0002] Gas drag reduction ship refers to a ship equipped with gas drag reduction technology. Gas lubrication technology is a technology that injects gas between the hull and the seawater to form an air layer to reduce the friction resistance between the hull and the water, thereby improving the ship's operating efficiency and reducing fuel consumption. As the core device of gas lubrication technology, the gas drag reduction jet device has a significant impact on the final drag reduction and energy saving effect of gas lubrication technology in terms of its structural form and layout.

[0003] Although gas lubrication technologies of different technical routes have been disclosed, the gas content and gas layer coverage area of ​​the air layer formed around the hull by the existing gas lubrication technology still need to be improved. Summary of the invention

[0004] In view of the above-mentioned shortcomings of the related art, an object of the present invention is to provide a gas drag reduction ship to solve the problem of low gas content and low coverage area of ​​the air layer formed around the hull by the gas lubrication technology in the related art.

[0005] To achieve the above-mentioned purpose and other related purposes, the present invention provides a gas drag reduction ship, comprising: a bottom flat plate; at least one group of gas drag reduction jet mechanisms, which are arranged at the flow-facing end on the inner side of the bottom flat plate, and the number of the gas drag reduction jet mechanisms in each group is at least one. When the number of the gas drag reduction jet mechanisms is one, the gas drag reduction jet mechanism is arranged on the middle longitudinal section line of the bottom flat plate; when the number of the gas drag reduction jet mechanisms is multiple, and the multiple gas drag reduction jet mechanisms are symmetrically arranged about the middle longitudinal section line of the bottom flat plate, the gas drag reduction jet mechanism is used to spray gas to the outside of the bottom flat plate through the through hole on the bottom flat plate; multiple guide covers, each of the gas drag reduction jet mechanisms corresponds to at least one guide cover, the guide cover is arranged in the through hole of the bottom flat plate and is located on the outside of the bottom flat plate, the guide cover and the bottom flat plate form a narrow slit, and the narrow slit is used for gas to be ejected and the gas to flow along the bottom flat plate.

[0006] Optionally, multiple groups of the gas drag reduction jet mechanisms are divided into a first group, a second group, a third group, a fourth group, a fifth group, a sixth group, etc. in sequence from the bow end to the stern end of the bottom flat plate along the extension direction of the mid-longitudinal section line.

[0007] Optionally, the third group and the fourth group have four of the gas drag reduction jet mechanisms, and each of the remaining groups has two of the gas drag reduction jet mechanisms.

[0008] Optionally, the first group has one gas drag reduction jet mechanism, the fourth group and the fifth group have four gas drag reduction jet mechanisms, and each of the remaining groups has two gas drag reduction jet mechanisms.

[0009] Optionally, the gas drag reduction jet mechanism of the first group is located on the mid-longitudinal section line and close to the bow end of the bottom flat plate.

[0010] Optionally, in a group having two of the gas drag reduction jet mechanisms, the two gas drag reduction jet mechanisms are arranged at the edge positions of the bottom flat plate; in a group having four of the gas drag reduction jet mechanisms, the outer two gas drag reduction jet mechanisms are arranged close to the edge of the bottom flat plate, and the middle two gas drag reduction jet mechanisms are arranged close to the mid-longitudinal section line.

[0011] Optionally, in a group having four of the gas drag reduction jet mechanisms, a distance between two of the gas drag reduction jet mechanisms in a latter group close to the mid-longitudinal section line is greater than a distance between two of the gas drag reduction jet mechanisms in a former group close to the mid-longitudinal section line.

[0012] Optionally, the gas drag reduction jet mechanism includes an air supply assembly and at least one guide pipe, the guide pipe is connected to the air supply assembly, the number of the guide pipes is equal to the number of the guide covers and corresponds one to one, one end of the guide pipe away from the air supply assembly is configured to be connected to the through hole, and the guide pipe is used to spray jets toward the outside of the bottom flat plate of the ship.

[0013] Optionally, the flow guide pipe is configured to form a preset angle with the ship bottom flat plate.

[0014] Optionally, a cross-sectional area of ​​the flow guide tube along the vertical direction gradually increases from an end close to the air supply assembly to an end of the flow guide cover.

[0015] Optionally, a groove is provided on a side of the deflector cover facing the deflector pipe, and the groove is used to form the narrow gap when the deflector cover is installed on the flat plate of the bottom of the ship.

[0016] Optionally, a side of the flow guide cover facing away from the flow guide pipe is a quarter ellipsoidal surface.

[0017] As described above, the gas drag reduction ship of the present invention has the following beneficial effects: since the plurality of gas drag reduction jet mechanisms are symmetrical about the mid-longitudinal section line, the plurality of gas drag reduction jet mechanisms can achieve full ship width coverage of the gas layer in the ship width direction. In addition, the guide cover can make the gas completely close to the flat plate of the bottom of the ship to be ejected, so that the gas coverage efficiency on the surface of the hull is higher, thereby bringing a higher drag reduction rate per unit volume of gas. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of a ship including a gas drag reduction jetting device according to an embodiment of the present invention.

[0019] Figure 2 It is a schematic diagram showing a first embodiment of the arrangement of the gas drag reduction jetting device in an embodiment of the present invention.

[0020] Figure 3 It is a schematic diagram showing a second embodiment of the arrangement of the gas drag reduction jetting device in an embodiment of the present invention.

[0021] Figure 4 Shown is an exploded schematic diagram of a gas drag reduction jetting device according to an embodiment of the present invention.

[0022] Figure 5 Shown is a schematic diagram of an air chamber in an embodiment of the present invention.

[0023] Figure 6 Shown is a schematic diagram of a bubble generator in an embodiment of the present invention.

[0024] Figure 7 Shown is a schematic top view of a plurality of flow guide tubes according to an embodiment of the present invention.

[0025] Figure 8 Shown is a schematic side view of a flow guide tube in an embodiment of the present invention.

[0026] Fig. 9 Shown is a schematic diagram of the shape of the flow guide tube in an embodiment of the present invention.

[0027] Fig.10 It is a schematic diagram showing the state when the guide cover is arranged on the through hole in the embodiment of the present invention.

[0028] Fig.11 Shown is a schematic diagram of a guide cover in an embodiment of the present invention.

[0029] Component number description

[0030] 1000, bottom plate; 1001, through hole; 100, gas drag reduction jet device; 1, guide cover; 11, groove; 12, groove wall; 13, groove bottom; 2, guide pipe; 3, air inlet pipe; 4, air room; 41, air inlet hole; 42, air outlet hole; 5, inner pipe; 6, outer pipe; 7, base; 200, gas supply system; 300, gas distribution pipeline; 400, control system. DETAILED DESCRIPTION

[0031] The following describes the embodiments of the present invention through specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention.

[0032] For example, when describing the embodiments of the present invention in detail, for the sake of convenience, the cross-sectional view showing the device structure will not be partially enlarged according to the general scale, and the schematic view is only an example, which should not limit the scope of protection of the present invention. In addition, in actual production, the three-dimensional space dimensions of length, width and depth should be included.

[0033] For ease of description, spatial relational terms such as "under", "below", "below", "below", "above", "on", etc. may be used herein to describe the relationship of one element or feature shown in the drawings to other elements or features. It will be understood that these spatial relational terms are intended to include other directions of the device in use or operation in addition to the directions depicted in the drawings. In addition, when a layer is referred to as being "between" two layers, it can be the only layer between the two layers, or there can be one or more intervening layers. As used herein, "between..." means including the end point values.

[0034] In the context of the present application, a structure in which a first feature is described as being "above" a second feature may include embodiments in which the first and second features are formed in direct contact, and may also include embodiments in which additional features are formed between the first and second features, such that the first and second features may not be in direct contact.

[0035] It should be noted that the illustrations provided in this embodiment are only used to illustrate the basic concept of the present invention in a schematic manner, and therefore the illustrations only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0036] like Figures 1 to 3 As shown, this embodiment discloses a gas drag reduction ship, which includes a bottom flat plate 1000, the above-mentioned gas drag reduction jet device 100, a gas supply system 200, a gas distribution pipeline 300 that can distribute gas from the source to each jet device, and a control system 400 for controlling the operating status of the device.

[0037] The gas drag reduction jet device 100 is arranged on a flat plate 1000 at the bottom of a ship. The gas drag reduction jet device 100 comprises a gas drag reduction jet mechanism and a guide cover 1 (such as Figure 4). The number of the gas drag reduction jet mechanism is at least one group, and multiple groups of gas drag reduction jet mechanisms are arranged at the flow-facing end on the inner side of the bottom flat plate 1000. The number of the gas drag reduction jet mechanism in each group is at least one. When the number of the gas drag reduction jet mechanism is one, the gas drag reduction jet mechanism is arranged at the middle longitudinal section line of the bottom flat plate 1000. When the number of the gas drag reduction jet mechanism is multiple, the multiple gas drag reduction jet mechanisms are symmetrically arranged about the middle longitudinal section line of the bottom flat plate 1000. Among them, the bottom flat plate 1000 is divided into a bow end and a stern end, the bow end is the flow-facing end, and the middle longitudinal section line is the center line of the bottom flat plate 1000 extending along the length of the ship. It can be understood that the distances between adjacent gas drag reduction jet mechanisms in front, behind, left and right directions must ensure that they do not interfere with each other during installation.

[0038] The plurality of gas drag reduction jet mechanisms at the same longitudinal position are grouped together, and the plurality of groups of gas drag reduction jet mechanisms are sequentially divided into the first group, the second group, the third group, the fourth group, the fifth group, the sixth group, etc. from the bow end to the stern end of the bottom flat plate 1000 along the extension direction of the middle longitudinal section line. It should be noted that the number of groups of gas drag reduction jet mechanisms is determined according to actual conditions, and the plurality of gas drag reduction jet mechanisms in each group are symmetrically arranged about the middle longitudinal section line. In this embodiment, two embodiments are provided for the arrangement of the plurality of gas drag reduction jet mechanisms.

[0039] First embodiment

[0040] For example, there are six groups of gas drag reduction jet mechanisms, and due to the structural reasons of the ship, the gas drag reduction jet mechanism cannot be set at the position of the middle longitudinal section line. At this time, the number of gas drag reduction jet mechanisms in the first group, the second group, the fifth group and the sixth group is two, and the number of gas drag reduction jet mechanisms in the third group and the fourth group is four. The third group and the fourth group are reinforced groups. By increasing the number of gas drag reduction jet mechanisms in the third group and the fourth group, the gas coverage rate can be increased. The two gas drag reduction jet mechanisms in the first group, the second group, the fifth group and the sixth group are set at the edge position of the bottom flat plate 1000, and the distance from the edge should be greater than 0. The two gas drag reduction jet mechanisms in the outer side of the third group and the fourth group are set at the edge position of the bottom flat plate 1000 and the distance from the edge should be greater than 0, and the two gas drag reduction jet mechanisms in the middle are set close to the middle longitudinal section line and the distance from the middle longitudinal section line should be greater than 0. In addition, the distance between the two gas drag reduction jet mechanisms close to the middle longitudinal section line in the fourth group is greater than the distance between the two gas drag reduction jet mechanisms close to the middle longitudinal section line in the third group. Through such an arrangement, it can be ensured that after the gas is ejected from the hull, the gas can cover the hull as wide as possible as the water flow around the hull develops, thereby increasing the coverage rate of the gas around the hull and improving the drag reduction effect.

[0041] Second embodiment

[0042] For example, there are six groups of gas drag reduction jet mechanisms, and due to the structural reasons of the ship, the gas drag reduction jet mechanism can be set at the mid-longitudinal section line. At this time, the first group has one gas drag reduction jet mechanism, the fourth group and the fifth group have four gas drag reduction jet mechanisms, the fourth group and the fifth group are reinforced groups, and each of the remaining groups has two gas drag reduction jet mechanisms. The gas drag reduction jet mechanism of the first group is located on the mid-longitudinal section line and close to the bow end of the bottom flat plate 1000. The two gas drag reduction jet mechanisms in the second, third and sixth groups are set at the edge of the bottom flat plate 1000, and the distance from the edge should be greater than 0. The two gas drag reduction jet mechanisms in the outer sides of the fourth and fifth groups are set at the edge of the bottom flat plate 1000 and the distance from the edge should be greater than 0, and the two gas drag reduction jet mechanisms in the middle are set close to the mid-longitudinal section line and the distance from the mid-longitudinal section line should be greater than 0. In addition, the distance between the two gas drag reduction jet mechanisms in the fifth group close to the mid-longitudinal section line is greater than the distance between the two gas drag reduction jet mechanisms in the fourth group close to the mid-longitudinal section line. By such an arrangement, it can be ensured that after the gas is ejected from the hull, the gas can cover the hull as much as possible after the water flow around the hull develops, thereby increasing the coverage rate of the gas around the hull and improving the drag reduction effect.

[0043] like Figure 4 As shown, the gas drag reduction jet device 100 of this embodiment is suitable for any ship type with a flat bottom, including but not limited to liquefied gas ships, container ships, bulk carriers, etc. The gas drag reduction jet mechanism includes an air supply assembly and a guide pipe. One end of the guide pipe 2 is connected to the air supply assembly, and the other end of the guide pipe 2 is configured to be connected to the through hole 1001 on the flat plate 1000 of the bottom of the ship; the guide cover 1 is configured to cover the through hole 1001 from the side of the flat plate 1000 of the bottom of the ship away from the guide pipe 2, so that the guide cover 1 and the flat plate 1000 of the bottom of the ship form a narrow gap, and the narrow gap is used for gas to be ejected and the gas to flow along the flat plate 1000 of the bottom of the ship.

[0044] The ship bottom flat plate 1000 is located below the flow guide pipe 2, providing support for the flow guide pipe 2 and also providing an exit boundary for the gas to be ejected from the hull. The ship bottom flat plate 1000 is provided with a through hole 1001 at the place where the flow guide pipe 2 is received. The contour of the through hole 1001 coincides with the inner contour of the port at the contact end of the flow guide pipe 2, and the number of through holes 1001 is the same as the number of the flow guide pipe 2. The inner side of the ship bottom flat plate 1000 is the cabin, and the outer side of the ship bottom flat plate 1000 is the outer surface of the ship. The air supply assembly and the flow guide pipe 2 are both arranged on the inner side of the ship bottom flat plate 1000, and the flow guide cover 1 is arranged on the outer side of the ship bottom flat plate 1000. The flow guide pipe 2 and the flow guide cover 1 are connected through the through hole 1001.

[0045] When the gas drag reduction jet device 100 is working, the air supply component supplies air to the guide pipe 2, and the gas is ejected from the through hole 1001 of the bottom flat plate 1000 through the guide pipe 2. At this time, the gas is ejected along the narrow gap under the guiding effect of the guide cover 1 and flows along the bottom flat plate 1000.

[0046] When the device is installed on a ship, it is only necessary to open a small-sized through hole 1001 on the flat plate 1000 of the bottom of the ship, so the device occupies a small area of ​​the flat plate 1000 of the bottom of the ship, has little impact on the construction structure of the hull, and is easy to deploy. In addition, most of the structure of the device is arranged in the cabin, and only a small structure protrudes from the hull, which causes little additional resistance to the ship. Under the action of the guide cover 1, the gas can be sprayed completely close to the flat plate, which can make the gas cover the surface of the hull more efficient, thereby bringing a higher drag reduction rate per unit volume of gas.

[0047] like Figure 4 and Figure 5 As shown, in this embodiment, the air supply component includes an air inlet pipe 3, an air room 4 and a bubble generator. The air room 4 is provided with an air inlet hole 41, an air outlet hole 42 and an air chamber connected to the air inlet hole 41 and the air outlet hole 42. The bubble generator is arranged in the air chamber and separates the air inlet hole 41 and the air outlet hole 42. The air inlet pipe 3 is connected to the air inlet hole 41, and the number of the guide pipes 2 and the air outlet holes 42 are equal and connected one by one.

[0048] The air inlet pipe 3 is an annular pipe, one end (upper port) of the air inlet pipe 3 is connected to the end of the gas distribution pipeline 300, and the size can be adjusted according to the size of the end of the gas distribution pipeline 300 to facilitate the connection of the device with the gas distribution pipeline 300, and the other end (lower port) of the air inlet pipe 3 is connected to the gas room 4 to transport the gas to the gas room 4. Generally speaking, the upper port of the air inlet pipe 3 is circular, and the lower port is a shape symmetrical about the center, including but not limited to a circle. In this embodiment, the upper port and the lower port of the air inlet pipe 3 are both circular, the diameter of the upper port is the same as the diameter of the end of the gas distribution pipeline 300, and the inner diameter of the lower port is the same as the inner diameter of the air inlet hole 41 of the gas room 4.

[0049] The air chamber 4 is a box body, and the internal space of the box body is an air chamber. In this embodiment, the air chamber 4 is a cylinder, and the air chamber is also a cylinder; the air inlet 41 is also a cylinder, and the air inlet 41 is located at the top of the air chamber 4. The center line of the air inlet 41 coincides with the center line of the air chamber 4, and the air inlet 41 is connected to the lower end of the air inlet pipe 3. The air outlet 42 is located on the side of the air chamber 4. There is at least one air outlet 42 on the air chamber 4. In this embodiment, there are three air outlets 42 on the side of the air chamber 4, and the size of the air outlet 42 is inversely proportional to the number of the air outlets 42.

[0050] like Figure 4 and Figure 6As shown, the bubble generator is located in the air chamber, and the compressed gas enters the air chamber through the air inlet pipe 3 and the air inlet hole 41 of the air chamber 4, and becomes microbubbles after the action of the bubble generator. In this embodiment, the bubble generator includes an inner tube 5 and an outer tube 6, and a plurality of through holes arranged in an array are provided on the inner tube 5 and the outer tube 6. The diameter of the air chamber is larger than the outer diameter of the outer tube 6, and the inner diameter of the inner tube 5 is larger than the maximum aperture of the air inlet hole 41. The inner tube 5 is located inside the outer tube 6, and the upper and lower ends of the inner tube 5 and the outer tube 6 are connected to the air chamber. The side walls of the inner tube 5 and the outer tube 6 do not interfere with the side walls of the air chamber, and the central axis of the two circular tubes coincides with the central axis of the air chamber 4. The inner tube 5 and the outer tube 6 divide the air chamber 4 into multiple areas, the air inlet hole 41 is located in the area between the inner tube 5 and the air chamber 4, and the air outlet hole 42 is located in the area between the outer tube 6 and the air chamber 4.

[0051] like Figure 4 As shown, in order to ensure that the air chamber 4 can remain stable under different ship operating conditions, the air supply assembly also includes a base 7, which is configured to be arranged on the ship bottom flat plate 1000, and the air chamber 4 is arranged above the base 7. The base 7 is a cross-shaped step, that is, the top and bottom cross-sections of the base 7 are cross-shaped and symmetrical about the center point. The maximum length of the top of the base 7 is equal to the maximum size of the outer contour of the air chamber 4, and the maximum length of the bottom of the base 7 is greater than the maximum length of the top.

[0052] like Figure 4 , Figure 7 and Figure 8 As shown, the number of the flow guide pipe 2 is at least one, the flow guide pipe 2 is connected to the air supply assembly, the number of the flow guide cover 1 is at least one, and the number of the flow guide pipes 2 is equal to the number of the flow guide covers 1 and corresponds one to one. In this embodiment, the number of the flow guide pipes 2 and the flow guide covers 1 is three, the number of through holes 1001 of the ship bottom flat plate 1000 is three, one end of the three flow guide pipes 2 is connected to the air room 4 through the corresponding air outlet holes 42, and the other end of the three flow guide pipes 2 is connected to the corresponding through holes 1001, and the three flow guide covers 1 are arranged on the side of the ship bottom flat plate 1000 away from the flow guide pipe 2 and correspond one to one with the three through holes 1001 respectively.

[0053] The cross-sectional area of ​​the flow guide tube 2 along the vertical direction gradually increases from the end close to the air supply assembly to the end of the flow guide cover 1. In this embodiment, the flow guide tube 2 is in the shape of a triangular pyramid ( Fig. 9 ), a triangular prism is obtained by subtracting a small tetrahedron from a large tetrahedron, that is, the remaining part of tetrahedron oABC is subtracted from tetrahedron oA'B'C'. The angle between the projections of the side of the guide tube 2 on the flat plate 1000 of the bottom of the ship is 15°, and the specific angle can be determined according to the ship type. The end of the guide tube 2 connected to the air room 4 is the narrow end, and the end of the guide tube 2 connected to the flat plate 1000 of the bottom of the ship is the wide end. The gas enters from the narrow end and exits from the wide end, and the gas is transferred from the air room 4 to different points on the flat plate 1000 of the bottom of the ship.

[0054] The guide tube 2 is configured to form a preset angle with the bottom flat plate 1000. In this embodiment, the angle between each guide tube 2 and the bottom flat plate 1000 is 4.5° ( Figure 8 ), in different ship types, the angle between the flow guide duct 2 and the bottom flat plate 1000 can be adjusted according to the situation.

[0055] Multiple guide tubes 2 are arranged at intervals around the air supply assembly, and there is a preset angle between two adjacent guide tubes 2. Specifically, the angle between the projections of the two closest sides of adjacent guide tubes 2 on the bottom flat plate 1000 is 15°. The specific angle can be determined depending on the ship type.

[0056] By arranging and combining the variables of the above-mentioned angles, a jet adjustment method of multiple jet modes can be obtained, and this feature makes the jet device extremely flexible and adaptable. When facing a complex installation environment composed of different ship types and different regions, by changing at least one of the four methods of the number of guide tubes, the angle between two adjacent guide tubes in multiple guide tubes, the angle between the guide tube and the bottom flat plate 1000, and the angle between the two sides of the guide tube, the jet device can be adjusted by flexibly selecting and adjusting these variables to make it have a harmonious combination with the hull, so as to minimize or not affect the original hull structure design.

[0057] like Figure 4 and Fig.10 As shown, the guide cover 1 is provided with a groove 11 on the side facing the guide pipe 2. The guide cover 1 is arranged in the through hole 1001 of the bottom flat plate 1000 and is located outside the bottom flat plate 1000. The guide cover 1 and the bottom flat plate 1000 form a narrow gap. The guide cover 1 is used to adjust the injection direction of the gas and make the gas injection more concentrated.

[0058] like Fig.11 As shown, the groove 11 of the deflector 1 is an isosceles trapezoid, the groove wall 12 of the groove 11 is perpendicular to the ship bottom flat plate 1000, and the groove bottom 13 is an isosceles trapezoid and parallel to the ship bottom flat plate 1000. It can be understood that the shape of the through hole 1001 is an isosceles trapezoid, the top edge of the trapezoidal profile of the groove 11 is equal to and collinear with the top edge of the trapezoidal profile of the through hole 1001, and the two waists of the trapezoidal profile of the groove 11 are collinear with the two waists of the trapezoidal profile of the through hole 1001, but the length of the two waists of the trapezoidal profile of the groove 11 is greater than the length of the two waists of the trapezoidal profile of the through hole 1001. At this time, a narrow gap (such as Fig.10 As shown in the figure, the dotted line represents the guide cover 1, and the solid line represents the through hole 1001). The gas enters the groove 11 of the guide cover 1 from the through hole 1001, and after being rectified by the groove 11, it is closely attached to the bottom flat plate 1000, and at the same time, it is ejected parallel to the bottom flat plate 1000, thereby forming a drag-reducing gas layer.

[0059] In this embodiment, the side of the guide cover 1 facing away from the guide pipe 2 is a quarter ellipsoidal surface. This arrangement is beneficial to reducing drag.

[0060] The gas drag reduction jet device 100 of this embodiment has strong adaptability. By designing the angle and number of the guide tube 2, it can be applied to any ship type without affecting the original hull structure layout. In addition, the gas drag reduction jet device 100 of this embodiment only needs to open a hole at the contact point between the end of the guide tube 2 and the bottom flat plate 1000, which has little impact on the hull structure.

[0061] The guide cover 1 of this embodiment can make the gas spray out completely close to the flat plate 1000 of the bottom of the ship, so that the gas coverage efficiency on the hull surface can be higher, thereby bringing a higher drag reduction rate per unit volume of gas.

[0062] The protruding portion of the present embodiment is small, and the additional resistance caused is smaller; the protruding deflector cover 1 of the present embodiment has a more flexible arrangement area and a more diverse injection angle. For example, to generate the same air layer covering the ship width direction, the present embodiment only needs to design a reasonable number of deflector pipes 2 and injection direction, and arrange a number of jet devices in the projection direction of the ship width to achieve air layer coverage of the entire ship width.

[0063] The arrangement scheme provided in this embodiment, combined with the gas drag reduction jet device 100 provided in this embodiment, can achieve full ship width coverage of the air layer without the projection of the gas drag reduction jet device 100 in the ship width direction covering the entire ship width.

[0064] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed by the present invention shall still be covered by the claims of the present invention.

Claims

1. A gas drag reduction ship, characterized in that: include: Ship bottom plate; At least one group of gas drag reduction jet mechanisms is arranged at the flow-facing end of the inner side of the ship bottom flat plate, and the number of the gas drag reduction jet mechanism in each group is at least one. When the number of the gas drag reduction jet mechanism is one, the gas drag reduction jet mechanism is arranged at the middle longitudinal section line of the ship bottom flat plate. When the number of the gas drag reduction jet mechanism is multiple, and the multiple gas drag reduction jet mechanisms are symmetrically arranged about the middle longitudinal section line of the ship bottom flat plate, the gas drag reduction jet mechanism is used to spray air to the outer side of the ship bottom flat plate through the through hole on the ship bottom flat plate; A plurality of guide covers, each of the gas drag reduction jet mechanism corresponds to at least one guide cover, the guide cover is arranged in the through hole of the ship bottom flat plate and is located on the outside of the ship bottom flat plate, the guide cover and the ship bottom flat plate form a narrow gap, and the narrow gap is used for gas to be ejected and make the gas flow along the ship bottom flat plate.

2. The gas drag reduction ship according to claim 1, characterized in that: The plurality of groups of the gas drag reduction jet mechanisms are sequentially divided into a first group, a second group, a third group, a fourth group, a fifth group, a sixth group, etc. from the bow end to the stern end of the bottom flat plate along the extension direction of the mid-longitudinal section line.

3. The gas drag reduction ship according to claim 2, characterized in that: The third group and the fourth group have four of the gas drag reduction jet mechanisms, and each of the remaining groups has two of the gas drag reduction jet mechanisms.

4. The gas drag reduction ship according to claim 2, characterized in that: The first group has one gas drag reduction jet mechanism, the fourth group and the fifth group have four gas drag reduction jet mechanisms, and each of the remaining groups has two gas drag reduction jet mechanisms.

5. The gas drag reduction ship according to claim 4, characterized in that: The gas drag reduction jet mechanism of the first group is located on the mid-longitudinal section line and close to the bow end of the bottom flat plate.

6. The gas drag reduction ship according to claim 3 or 4, characterized in that: In the group having two of the gas drag reduction jet mechanisms, the two gas drag reduction jet mechanisms are arranged at the edge of the ship bottom flat plate; In the group having four gas drag reduction jet mechanisms, the outer two gas drag reduction jet mechanisms are arranged close to the edge of the ship bottom flat plate, and the middle two gas drag reduction jet mechanisms are arranged close to the middle longitudinal section line.

7. The gas drag reduction ship according to claim 6, characterized in that: In a group having four of the gas drag reduction jet mechanisms, a distance between two of the gas drag reduction jet mechanisms in a later group close to the mid-longitudinal section line is greater than a distance between two of the gas drag reduction jet mechanisms in a previous group close to the mid-longitudinal section line.

8. The gas drag reduction ship according to claim 1, characterized in that: The gas drag reduction jet mechanism includes an air supply component and at least one guide pipe, the guide pipe is connected to the air supply component, the number of the guide pipes is equal to the number of the guide covers and corresponds one to one, one end of the guide pipe away from the air supply component is configured to be connected to the through hole, and the guide pipe is used to spray air toward the outside of the bottom flat plate of the ship.

9. The gas drag reduction ship according to claim 8, characterized in that: The flow guide pipe is configured to form a preset angle with the ship bottom flat plate.

10. The gas drag reduction ship according to claim 8, characterized in that: The cross-sectional area of ​​the flow guide pipe along the vertical direction gradually increases from one end close to the air supply component to one end of the flow guide cover.

11. The gas drag reduction ship according to claim 1, characterized in that: A groove is provided on one side of the deflector cover facing the deflector pipe, and the groove is used to form the narrow gap when the deflector cover is arranged on the flat plate of the bottom of the ship.

12. The gas drag reduction ship according to claim 1, characterized in that: The side of the flow guide cover facing away from the flow guide pipe is a quarter ellipsoidal surface.

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