Air lubrication system and ship

Abstract

The invention discloses an air lubricating system and a ship, and relates to the technical field of ship energy conservation, the air lubricating system comprises an air release unit used for being arranged at the bottom of the ship, the air release unit comprises a shell, and the shell is provided with an air cavity, an air inlet and an air outlet, the air inlet is configured to be capable of guiding air into the air cavity in the direction opposite to the moving direction of the ship, and the air outlet is configured to be capable of exhausting air towards the bottom of the ship so as to generate bubbles in the moving direction of the ship. Friction resistance of a ship can be reduced, energy saving in ship propulsion is achieved, meanwhile, external water entering the air cavity is reduced, protection on the structure in the air cavity is improved, and the influence of external impurities on the resistance reduction effect of the air release unit is reduced.

Description

Technical Field

[0001] This application relates to the technical field of ship energy conservation, and particularly to an air lubrication system and a ship. Background Art

[0002] During ship navigation, the energy consumption for overcoming resistance accounts for the largest proportion. For some ship types, the frictional resistance accounts for more than 70% of the total resistance. Therefore, how to reduce the frictional resistance during ship navigation is one of the keys to reducing the energy consumption of ship navigation. Summary of the Invention

[0003] Embodiments of this application provide an air lubrication system and a ship to at least partially solve the above technical problems.

[0004] To achieve the above object, according to the first aspect of this application, an air lubrication system is provided, including:

[0005] An air release unit, configured to be disposed at the bottom of the ship. The air release unit includes a housing, the housing has an air cavity and an air inlet and an air outlet respectively communicating with the air cavity. The air inlet is configured to be able to introduce gas into the air cavity in the direction opposite to the moving direction of the ship, and the air outlet is configured to be able to exhaust air towards the bottom of the ship to generate bubbles in the direction of the ship's movement.

[0006] Optionally, a plurality of air outlets are provided, and at least some of the air outlets are arranged in the direction of the ship's movement.

[0007] Optionally, in the direction opposite to the ship's movement direction, the volume per unit length of the air cavity at least partially decreases.

[0008] Optionally, the housing does not protrude from the bottom of the ship.

[0009] Optionally, a plurality of air inlets are provided.

[0010] Optionally, the housing includes:

[0011] A main body, configured to connect the ship, and the air inlet is disposed on the main body;

[0012] An exhaust part, connecting the main body and enclosing the air cavity, the air outlet is disposed on the exhaust part, and a gap is provided between the exhaust part and the main body, and the gap surrounds the exhaust part.

[0013] Optionally, the main body includes:

[0014] A first part, configured to connect the ship, the air inlet is disposed on the first part, and the air inlet direction of the air inlet is parallel to the length direction of the ship;

[0015] A second part, which is distributed in the longitudinal direction of the ship and connected to the first part, and a part of the second part and the exhaust part are arranged at intervals in the height direction of the ship;

[0016] A third part, which connects the first part and the second part;

[0017] A fourth part, which connects the first part and the second part, and the third part and the fourth part are arranged at intervals in the width direction of the ship.

[0018] Optionally, the second part includes:

[0019] A first sub - part, which connects the first part;

[0020] A second sub - part, which connects one end of the first sub - part away from the first part, and the second sub - part has a first guiding arc surface protruding towards the exhaust part.

[0021] Optionally, in the longitudinal direction of the ship, one end of the second sub - part connecting the first sub - part is opposite to the air inlet.

[0022] Optionally, an included angle θ is formed between the first part and the second sub - part, satisfying: θ < 90°;

[0023] And / or, an included angle α is formed between the side of the third part away from the second part and the side of the fourth part away from the second part in the longitudinal direction of the ship, satisfying: 0 ≤ α ≤ 20°;

[0024] And / or, an included angle β is formed between the side of the third part connecting the first sub - part and the side of the fourth part connecting the first sub - part in the height direction of the ship, satisfying: 0 ≤ β ≤ 150°.

[0025] Optionally, the air release unit further includes a plurality of guiding parts, the plurality of guiding parts are respectively arranged in the air cavity, and at least part of the guiding parts are distributed in the longitudinal direction of the ship, the guiding part has at least part of a second guiding arc surface facing the air inlet, and the second guiding arc surface is configured to be able to guide part of the gas to flow towards the exhaust part.

[0026] Optionally, the air lubrication system further includes a gas supply device, and the gas supply device is used to be arranged on the ship and communicate with the air inlet.

[0027] According to the second aspect of the present application, a ship is provided, which includes the above - mentioned air lubrication system, and further includes a hull, the bottom of the hull has a bottom plane, and the air release unit is arranged on the bottom plane.

[0028] Optionally, the bottom plane has a central axis extending in the longitudinal direction of the ship, and a plurality of air release units are provided. The plurality of air release units are distributed in the longitudinal direction of the ship, and the plurality of air release units are symmetrically distributed about the central axis.

[0029] Beneficial effects: The air lubrication system of the embodiment of the present application includes an air release unit. The air release unit includes a housing having an air cavity and an air inlet and an air outlet respectively communicating with the air cavity. The air inlet is configured to be able to introduce gas into the air cavity in the reverse direction of the movement direction of the ship, and the air outlet is configured to be able to exhaust air towards the bottom of the ship to generate bubbles along the movement direction of the ship. During the movement of the ship, gas is introduced into the air cavity through the air inlet, and then the gas is discharged from the air outlet towards the bottom of the ship. Relying on the Kelvin–Helmholtz instability principle (KHI), the air mass entering the water will be shredded by the shear force of the water into smaller air masses, and the air masses will form stable bubbles under the action of shear force and tension, thereby forming a stable lubricating layer, which is beneficial to reducing the frictional resistance of the ship during the movement of the ship and achieving energy saving in ship propulsion. In addition, since the air inlet can introduce gas into the air cavity in the reverse direction of the movement direction of the ship, the flow direction of the gas into the air cavity is generally parallel to the direction of the main water flow when the ship moves, which is beneficial to reducing the entry of external water into the air cavity, thereby being beneficial to reducing the corrosion of the external water on the air cavity and reducing the entry of external impurities into the air cavity, and improving the protection of the structure in the air cavity.

[0030] Other features and advantages of the present application will be described in detail in the subsequent specific implementation section. Description of the Drawings

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present application. For those skilled in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0032] In order to more completely understand the present application and its beneficial effects, the following will be described in conjunction with the drawings, where the same reference numerals represent the same parts in the following description.

[0033] Figure 1 is a schematic structural diagram of the air release unit provided by the embodiment of the present application;

[0034] Figure 2 is a schematic structural diagram of the air release unit in the top view direction provided by the embodiment of the present application;

[0035] Figure 3It is a cross-sectional view of the air release unit provided by the embodiment of the present application in the side view direction;

[0036] Figure 4 It is a cross-sectional view provided by the embodiment of the present application for reflecting the flow guiding part;

[0037] Figure 5 It is a schematic structural diagram of the air release unit provided by the embodiment of the present application in another side view direction;

[0038] Figure 6 It is a cross-sectional view of the air release unit provided by the embodiment of the present application in another side view direction;

[0039] Figure 7 It is a schematic structural diagram of an exhaust part provided by the embodiment of the present application;

[0040] Figure 8 It is a schematic structural diagram of another exhaust part provided by the embodiment of the present application;

[0041] Figure 9 It is a schematic structural diagram of another air release unit provided by the embodiment of the present application;

[0042] Figure 10 It is a schematic structural diagram of the air lubrication system and the hull provided by the embodiment of the present application;

[0043] Figure 11 It is a schematic layout structure diagram of the air release unit on the hull provided by the embodiment of the present application.

[0044] Explanation of reference numerals:

[0045] 1 - air release unit; 10 - housing; 100 - air cavity; 101 - air inlet; 102 - air outlet; 103 - main body; 1030 - first part; 1031 - second part; 10310 - first sub - part; 10311 - second sub - part; 10312 - first flow guiding arc surface; 1032 - third part; 10320 - third sub - part; 10321 - fourth sub - part; 1033 - fourth part; 10330 - fifth sub - part; 10331 - sixth sub - part; 104 - exhaust part; 105 - gap; 11 - flow guiding part; 110 - second flow guiding arc surface;

[0046] 2 - air supply device; 20 - air source; 21 - valve group; 22 - gas pipeline;

[0047] 3 - hull; 30 - bottom plane; 31 - central axis; 32 - water line; 33 - bow; 34 - stern;

[0048] 4 - bottom plate;

[0049] X - length direction; Y - height direction; Z - width direction. Detailed implementation manners

[0050] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0051] Currently, the energy consumption for overcoming resistance during ship navigation accounts for the largest proportion. For some ship types, the frictional resistance accounts for more than 70% of the total resistance. Therefore, how to reduce the frictional resistance during ship navigation is one of the keys to reducing the energy consumption of ship navigation.

[0052] In view of this, referring to Figures 1 to 11 , the embodiments of the present application provide an air lubrication system and a ship to overcome at least one of the above technical problems.

[0053] Referring to Figures 1 to 4 and Figure 10 , the air lubrication system includes an air release unit 1. The air release unit 1 includes a housing 10. The housing 10 has an air cavity 100, an air inlet 101 and an air outlet 102 that are respectively communicated with the air cavity 100. The air inlet 101 is configured to introduce gas into the air cavity 100 in the reverse direction of the moving direction of the ship, and the air outlet 102 is configured to exhaust air towards the bottom of the ship to generate bubbles in the moving direction of the ship.

[0054] It should be noted that in the following embodiments of the present application, there are introduced a length direction X, a height direction Y and a width direction Z that intersect pairwise. Among them, the length direction X is generally parallel to the overall length direction of the exemplary ship, the height direction Y is generally parallel to the overall height direction of the exemplary ship, and the width direction Z is generally parallel to the overall width direction of the exemplary ship.

[0055] It can be understood that the moving direction of the ship is usually the forward direction of the ship. In some scenarios, the moving direction of the ship can also be the backward direction or the lateral translation direction of the ship, etc. In the following embodiments of the present application, the moving direction of the ship is taken as an example of the forward direction of the ship.

[0056] During the movement of the ship, gas is introduced into the gas chamber 100 through the air inlet 101, and then the gas is discharged from the exhaust port 102 towards the bottom of the ship. Relying on the Kelvin–Helmholtz instability principle (KHI), the air mass entering the water will be shredded by the shear force of the water into smaller air masses. Under the action of the shear force and tension, the air masses form stable bubbles, thus forming a stable lubricating layer, which is beneficial to reducing the frictional resistance of the ship during the movement of the ship and achieving energy saving in ship propulsion. In addition, since the air inlet 101 can introduce gas into the gas chamber 100 in the reverse direction of the ship's movement direction, the flow direction of the gas into the gas chamber 100 is generally parallel to the direction of the water flow of the main body 103 when the ship is moving, which is beneficial to reducing the entry of external water bodies into the gas chamber 100, thus being beneficial to reducing the corrosion of the external water bodies on the gas chamber 100 and reducing the entry of external impurities into the gas chamber 100, improving the protection of the structure inside the gas chamber 100, and reducing the influence of external impurities on the drag reduction effect of the air release unit 1.

[0057] In some embodiments, referring to Figures 1 to 8 , the housing 10 includes a main body 103 and an exhaust part 104. Among them, the main body 103 is used to connect the ship, and the air inlet 101 is arranged on the main body 103. The exhaust part 104 is connected to the main body 103 and encloses the gas chamber 100. The exhaust port 102 is arranged on the exhaust part 104. A gap 105 is provided between the exhaust part 104 and the main body 103, and the gap 105 is distributed around the exhaust part 104. Referring to Figure 1 , exemplarily, a bottom plate 4 is introduced in this embodiment. The bottom plate 4 can be a structural component of the air release unit 1. The bottom plate 4 is used to be installed at the bottom of the ship and for the main body 103 to be connected and fixed. The bottom plate 4 can also be regarded as a part of the bottom of the ship. The specific outer contour of the bottom plate 4 can be flexibly adjusted according to the installation area of the ship, which will not be elaborated here.

[0058] The exhaust part 104 is arranged at the bottom of the ship and discharges gas to the bottom of the ship through the exhaust port 102. At the same time, since the exhaust part 104 is provided with a gap 105 on the outer peripheral side facing the main body 103, referring to the schematic diagram of the gas flow direction shown by the black solid arrows in Figure 4 and Figure 6 , part of the gas can be discharged to the gap 105, which is beneficial to further expanding the diffusion range of the gas at the bottom of the ship, increasing the contact area between the gas and the water body at the bottom of the ship, and the wider distribution range of the generated bubbles is beneficial to further reducing the frictional resistance during the movement of the ship and improving the auxiliary ship energy saving effect.

[0059] In some embodiments, the size of the gap 105 can be set to not more than 0.5 m, specifically, it can be set between 0.005 m and 0.2 m. Its design size can be flexibly adjusted according to the size of the gas chamber 100, which will not be elaborated here.

[0060] In some embodiments, reference Figures 1 to 6 The main body 103 includes a first part 1030, a second part 1031, a third part 1032 and a fourth part 1033 respectively connected to the bottom plate 4. The first part 1030 and the second part 1031 are distributed and connected in the length direction X, and part of the second part 1031 and the exhaust part 104 are arranged at intervals along the height direction Y of the ship. The third part 1032 and the fourth part 1033 are distributed in the width direction Z, and the third part 1032 is respectively connected to the first part 1030 and the second part 1031, and the fourth part 1033 is respectively connected to the first part 1030 and the second part 1031. The first part 1030, the second part 1031, the third part 1032 and the fourth part 1033 can be connected to each other by welding or other methods, which will not be repeated here. The air inlet 101 is arranged in the first part 1030. The first part 1030 adopts a plate-like structure arranged along the height direction Y. The air inlet direction of the correspondingly arranged air inlet 101 is parallel to the length direction X, which is beneficial to guiding the gas to enter the air cavity 100 along the flow direction parallel to the main body of water 103 outside the ship, thereby reducing the water entering the air cavity 100 and reducing the impact of impurities on the exhaust drag reduction effect.

[0061] In some embodiments, reference Figure 3 and Figure 4 , in the opposite direction of the moving direction of the ship, that is, from the first part 1030 to the side away from the first part 1030 in the length direction X shown in this embodiment, the volume per unit length of the air cavity 100 is at least partially reduced. In this embodiment, taking the reduction of the volume per unit length of the entire air cavity 100 as an example, it is beneficial to guide the flow of gas in the air cavity 100 and increase the flow rate of the tail airflow, which is beneficial to further improve the mixing effect of the gas and the water outside the ship, thereby improving the drag reduction effect. It can be understood that in other embodiments, the volume per unit length of the air cavity 100 can also be partially reduced, which will not be repeated here.

[0062] In some embodiments, reference Figure 1 , Figure 3 and Figure 4 The second part 1031 includes a first sub-part 10310 and a second sub-part 10311. The first sub-part 10310 is connected to the first part 1030, and the second sub-part 10311 is connected to one end of the first sub-part 10310 away from the first part 1030, and the second sub-part 10311 has a first guide arc surface 10312 protruding toward the exhaust part 104. The first guide arc surface 10312 formed by the second sub-part 10311 is conducive to compressing the air cavity 100 space where the air flow flows and increasing the air flow rate.

[0063] In some embodiments, in order to form a gas cavity 100 structure with a gradually decreasing volume per unit length, refer to Figure 3, there is an included angle θ formed between the first part 1030 and the second sub - part 10311, satisfying: θ < 90°. The included angle θ is set as an acute angle, so as to form a gas cavity 100 structure with a gradually decreasing volume per unit length in structure. Specifically, the value range of θ can be set between 30° and 90°, and further can be set as 40° ≤ θ ≤ 80°. θ can be any one of 40° to 80° or any range value composed of any two of them.

[0064] In some embodiments, referring to Figure 3 , in the length direction X, the second sub - part 10311 is connected to one end of the first sub - part 10310 opposite to the air inlet 101. This is beneficial to making full use of the inclined guide surface of the first sub - part 10310 and the first flow - guiding arc surface 10312 of the second sub - part 10311, so that the gas can be gently mixed with the water body, improving the bubble generation effect.

[0065] Specifically, as shown in Figure 3 , in the height direction Y, in this embodiment, the distance H1 between the exhaust part 104 and the bottom surface of the bottom plate 4, the distance H2 between the air inlet 101 and the bottom surface of the bottom plate 4, the distance H3 between the end of the second sub - part 10311 connecting the first sub - part 10310 and the bottom surface of the bottom plate 4, and the height H4 of the first part 1030 are marked. Among them, H2 ≤ H3, 0.2m ≤ H4 ≤ 2m, and 1 / 5H4 ≤ H3 is satisfied. Setting 0.2m ≤ H4 ≤ 2m is beneficial to forming a stable gas cavity 100, reducing the problem of delayed bubble generation, and at the same time avoiding excessive occupation of the ship space by the overall gas cavity 100.

[0066] In some embodiments, referring to Figure 3 and Figure 4 , the housing 10 does not protrude from the bottom of the ship. That is, in the height direction Y, the housing 10 does not protrude from the bottom surface of the bottom plate 4. This avoids the additional resistance to the movement of the ship caused by the protruding housing 10 structure.

[0067] Specifically, in some embodiments, it satisfies: 0 ≤ H1 ≤ 0.5m. When H1 is greater than 0, there is a certain space reserved below the exhaust part 104 relative to the bottom surface of the ship for the gas and water body to mix and generate bubbles, which is beneficial to improving the gas - water mixing effect and the bubble generation effect.

[0068] In some embodiments, referring to Figure 2, an included angle α is formed between the side of the third part 1032 away from the second part 1031 and the side of the fourth part 1033 away from the second part 1031 in the length direction X, satisfying: 0≤α≤20°. Specifically, the third part 1032 includes a connected third sub - part 10320 and a fourth sub - part 10321, and the fourth part 1033 includes a connected fifth sub - part 10330 and a sixth sub - part 10331. The bottom sides of the fourth sub - part 10321 and the sixth sub - part 10331 form the above - mentioned included angle α. It can be understood that when the value of the included angle α is greater than 0, it is beneficial to expand the diffusion range of the bubbles at the bottom of the ship, while avoiding the problem that when the value of the included angle α is too large, the air supply in the air cavity 100 is insufficient, resulting in the water body being more likely to enter the air cavity 100, causing corrosion and weakening the drag - reducing effect. In some embodiments, it satisfies: 0≤α≤10°.

[0069] In some embodiments, referring to Figure 5 , an included angle β is formed between the side of the third part 1032 connected to the first sub - part 10310 and the side of the fourth part 1033 connected to the first sub - part 10310 in the height direction Y of the ship, satisfying: 0≤β≤150°. The sides of the third sub - part 10320 and the fifth sub - part 10330 facing the air cavity 100 form the above - mentioned included angle β. It can be understood that when the value of the included angle β is greater than 0, it is beneficial to expand the diffusion range of the bubbles at the bottom of the ship, while avoiding the problem that when the value of the included angle β is too large, the air supply in the air cavity 100 is insufficient, resulting in the water body being more likely to enter the air cavity 100, causing corrosion and weakening the drag - reducing effect. In some embodiments, it satisfies: 45°≤β≤90°.

[0070] In addition, in some embodiments, referring to Figure 2 , in the length direction X, the length L3 of the bottom plate 4 is marked in this embodiment, the distance L1 between the first part 1030 and the end of the bottom plate 4 away from the second sub - part 10311, and the distance L2 between the first part 1030 and the end of the second sub - part 10311 away from the first sub - part 10310. In the width direction Z, the width B2 of the bottom plate 4 is marked in this embodiment, and the distance B1 between the bottom sides of the fourth sub - part 10321 and the sixth sub - part 10331. It satisfies: 1.2m≤L3≤8m, 1m≤L2≤6m, 0.1m≤L1≤1m. It satisfies: 0.4m≤B2≤2m, 0.15m≤B1≤1.5m.

[0071] In some embodiments, referring to Figure 4 、 Figure 7 and Figure 8 , there are multiple exhaust ports 102, and at least some of the exhaust ports 102 are arranged along the moving direction of the ship. In this embodiment, in order to improve the bubble diffusion effect, multiple exhaust ports 102 are arranged in both the width direction Z and the length direction X, taking Figure 7 as an example, the shape and size of the exhaust ports 102 can be different, or asFigure 8 For example, the shape and size of the exhaust port 102 are set to be the same, and it is only necessary to satisfy that the gas can flow uniformly to the gas-liquid interface at the bottom of the ship, so as to improve the stability of the gas-liquid interface flow.

[0072] In some embodiments, referring to Figure 4 and Figure 6 , the air release unit 1 further includes a plurality of flow guiding parts 11. The plurality of flow guiding parts 11 are respectively arranged in the air cavity 100, and at least part of the flow guiding parts 11 are distributed along the length direction X of the ship. The flow guiding part 11 has a second flow guiding arc surface 110 at least partially facing the air inlet 101, and the second flow guiding arc surface 110 is configured to be able to guide part of the gas to flow to the exhaust part 104. As shown in the schematic diagram of the gas flow direction marked by the black solid arrow in Figure 4 , the plurality of flow guiding parts 11 and their second flow guiding arc surfaces 110 are beneficial to guiding the gas to flow out of the air cavity 100 after stabilizing the flow and pressure, and improving the gas-liquid mixing effect.

[0073] In some embodiments, referring to Figure 4 , in the length direction X, the distance between adjacent flow guiding parts 11 can be set between 0.05 m and 0.5 m, and its design distance can be flexibly adjusted according to the overall size of the air cavity 100, which will not be elaborated here.

[0074] In some embodiments, referring to Figure 9 , a plurality of air inlets 101 are provided, that is, a plurality of air inlets 101 can be provided corresponding to the first part 1030. Compared with a single air inlet 101, the plurality of air inlets 101 are more beneficial to building pressure in the air cavity 100 and reducing the impact on the second part 1031 at the same time.

[0075] In some embodiments, referring to Figure 10 , the air lubrication system further includes a gas supply device 2, and the gas supply device 2 is used to be arranged on the ship and communicate with the air inlet 101. Specifically, the gas supply device 2 includes a gas source 20, a valve group 21 and a gas pipeline 22. The ship has a water line 32, and this water line 32 is a design parameter of the hull 3 and is prior art, which will not be elaborated here. The gas source 20 is arranged above the water line 32, and the gas source 20 can adopt a compressor unit or a blower, etc. The valve group 21 and the gas pipeline 22 are combined and communicated with the air release unit 1 and the gas source 20 to realize the controllability of parameters such as the pressure and flow rate transported by the gas source 20. The control principle of the valve group 21 is prior art, which will not be elaborated here.

[0076] In some embodiments, when the gas source 20 adopts a compressor unit, the ratio of the number of compressor units to the number of air release units 1 can be set to 1:2.

[0077] According to the second aspect of the present application, referring to Figure 10 and Figure 11, a ship is provided, which includes the above air lubrication system and also includes a hull 3. The bottom of the hull 3 has a bottom plane 30, and the air release unit 1 is arranged on the bottom plane 30. Arranging the air release unit 1 on the bottom plane 30 and making the air release unit 1 built-in above the bottom plane 30 is beneficial to improving the bubble diffusion effect and the drag reduction effect.

[0078] In some embodiments, referring to Figure 11 , the bottom plane 30 has a central axis 31 extending in the length direction X. There are multiple air release units 1, and the multiple air release units 1 are distributed in the length direction X of the ship and are symmetrically distributed about the central axis 31. The hull 3 has a bow 33 and a stern 34 in the length direction X. From the bow 33 to the stern 34, the multiple air release units 1 are arranged close to the leading edge of the bottom plane 30. Exemplarily, the multiple air release units 1 can be deployed in a V-shape. In some embodiments, a set of air release units 1 can also be additionally arranged on the bottom plane 30 along the central axis 31, which will not be elaborated here.

[0079] In the description of the present application, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise specifically defined.

[0080] In the above embodiments, the descriptions of each embodiment have their own focuses. For the parts not elaborated in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0081] Among the embodiments, implementation manners and related technical features of the present application, they can be combined and replaced with each other without conflict.

[0082] The above are only the preferred embodiments of the present application and do not impose any form of limitation on the present application. However, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application still fall within the scope of the technical solution of the present application.

Claims

1. An air lubrication system, characterized in that: include: An air release unit (1) is used to be arranged at the bottom of a ship, the air release unit (1) comprising a shell (10), the shell (10) having an air cavity (100) and an air inlet (101) and an air outlet (102) respectively connected to the air cavity (100), the air inlet (101) being configured to be able to introduce gas into the air cavity (100) in the opposite direction of the moving direction of the ship, and the air outlet (102) being configured to be able to exhaust gas toward the bottom of the ship to generate bubbles along the moving direction of the ship.

2. The air lubrication system according to claim 1, characterized in that: A plurality of exhaust ports (102) are provided, and at least some of the exhaust ports (102) are arranged along the moving direction of the ship.

3. The air lubrication system according to claim 2, characterized in that: In the direction opposite to the moving direction of the ship, the volume per unit length of the air cavity (100) at least partially decreases.

4. The air lubrication system according to claim 1, characterized in that: The housing (10) does not protrude from the bottom of the vessel.

5. The air lubrication system according to claim 1, characterized in that: The air inlet (101) is provided in plurality.

6. The air lubrication system according to any one of claims 1 to 5, characterized in that: The housing (10) comprises: A main body (103) is used to connect to the ship, and the air inlet (101) is arranged on the main body (103); An exhaust portion (104) is connected to the main body (103) and surrounds the air cavity (100); the exhaust port (102) is arranged in the exhaust portion (104); a gap (105) is arranged between the exhaust portion (104) and the main body (103); and the gap (105) is distributed around the exhaust portion (104).

7. The air lubrication system according to claim 6, characterized in that: The main body (103) comprises: A first part (1030) is used for connecting to the ship, the air inlet (101) is provided at the first part (1030), and the air inlet direction of the air inlet (101) is parallel to the length direction (X) of the ship; a second part (1031) distributed with the first part (1030) in the length direction (X) of the ship and connected to the first part (1030), and a portion of the second part (1031) and the exhaust part (104) are arranged at intervals along the height direction (Y) of the ship; a third part (1032) connecting the first part (1030) and the second part (1031); The fourth part (1033) connects the first part (1030) and the second part (1031), and the third part (1032) and the fourth part (1033) are arranged at intervals along the width direction (Z) of the ship.

8. The air lubrication system according to claim 7, characterized in that: The second part (1031) comprises: a first sub-section (10310), connected to the first section (1030); The second sub-portion (10311) is connected to an end of the first sub-portion (10310) away from the first portion (1030), and the second sub-portion (10311) has a first guide arc surface (10312) protruding toward the exhaust portion (104).

9. The air lubrication system according to claim 8, characterized in that: In the length direction (X) of the ship, one end of the second sub-section (10311) connected to the first sub-section (10310) is opposite to the air inlet (101).

10. The air lubrication system according to claim 8, characterized in that: The first portion (1030) and the second sub-portion (10311) form an angle θ, which satisfies: θ<90°; and / or, a side of the third portion (1032) away from the second portion (1031) and a side of the fourth portion (1033) away from the second portion (1031) form an angle α in the length direction (X) of the ship, satisfying: 0≤α≤20°; And / or, the side surface of the third portion (1032) connected to the first sub-portion (10310) and the side surface of the fourth portion (1033) connected to the first sub-portion (10310) form an angle β in the height direction (Y) of the ship, satisfying: 0≤β≤150°.

11. The air lubrication system according to claim 6, characterized in that: The air release unit (1) further comprises a plurality of guide portions (11), the plurality of guide portions (11) being respectively arranged in the air cavity (100), and at least a portion of the guide portions (11) being distributed along the length direction (X) of the ship, the guide portion (11) having a second guide arc surface (110) at least partially facing the air inlet (101), and the second guide arc surface (110) being configured to guide a portion of the gas to flow toward the exhaust portion (104).

12. The air lubrication system according to claim 1, characterized in that: The air lubrication system further comprises an air supply device (2), wherein the air supply device (2) is arranged on the ship and is connected to the air inlet (101).

13. A ship, characterized in that: The air lubrication system comprises the air lubrication system according to any one of claims 1 to 12, and further comprises a hull (3), the bottom of the hull (3) having a bottom plane (30), and the air release unit (1) is arranged on the bottom plane (30).

14. The ship according to claim 13, characterized in that The bottom plane (30) has a central axis (31) extending in the length direction (X) of the ship, and a plurality of the air release units (1) are provided. The plurality of the air release units (1) are distributed in the length direction (X) of the ship, and the plurality of the air release units (1) are symmetrically distributed about the central axis (31).

Images