A marine underwater observation device and a ship

Abstract

The application belongs to the technical field of ship manufacturing, and discloses a marine underwater observation device and a ship. The device comprises a support structure, a fairing, an underwater camera and a camera collecting end. The support structure is provided with the fairing on the lower side, and the underwater camera is arranged in the fairing. The underwater camera is electrically connected with the camera collecting end. The support structure and the fairing are arc-shaped or conical near the bow side. The device solves the problem that personnel cannot directly observe the working state of the propeller in the prior art, so that data cannot be collected.

Description

Technical Field

[0001] This invention relates to the field of shipbuilding technology, and in particular to a ship-borne underwater observation device and a ship. Background Technology

[0002] As an innovative energy-saving and emission-reduction method, air-layer drag reduction technology has received widespread attention in the shipping industry in recent years. The core idea of ​​this technology is to build a stable air layer at the bottom of the ship to change the wetting state of the hull surface, thereby significantly reducing the frictional resistance during ship navigation. Frictional resistance is an important component of the total resistance of a ship, especially for low-speed large transport ships, where it can account for more than 70%. Reducing frictional resistance to achieve energy saving and consumption reduction has great application potential. The basic principle of air-layer drag reduction is to use the low viscosity of air to inject air into the contact interface between the ship bottom and the water flow, forming a continuous or intermittent air film that separates the hull surface from the seawater. The original solid-liquid friction between the hull and the seawater is transformed into gas-liquid friction between the gas and the seawater. Since the dynamic viscosity of gas is much lower than that of water, it can effectively reduce the ship's navigation resistance, thereby reducing the main engine power requirements.

[0003] In practical implementation, the air layer drag reduction system typically includes components such as an air compressor, piping system, jet nozzles, and control system. After air is compressed, it is injected through jet nozzles arranged on the bottom of the ship. Under the action of ship movement and water flow, the gas diffuses backward along the bottom of the ship and attempts to form a coverage of the entire bottom area. However, this process is not ideal. The stability and coverage of the air layer are affected by a variety of factors, such as ship speed, sea state, hull shape, and jet velocity. As the airflow moves backward, it will inevitably reach the stern area, where the propeller is installed. The propeller's operation depends on its interaction with the surrounding seawater to generate thrust to drive the ship forward. When a large number of bubbles or air layers enter the propeller disk area, they will directly change the flow field characteristics around the propeller, thereby affecting its hydrodynamic performance.

[0004] The entry of gas into the propeller's working area can cause numerous problems. Propeller blades are typically designed with the assumption that their working medium is an incompressible homogeneous fluid, such as seawater. When air bubbles are mixed into the seawater, the density and compressibility of the fluid change, leading to a decrease in the thrust generated by the propeller. The presence of air bubbles reduces the average density of the fluid flowing over the blade surface. According to the momentum theorem, the thrust that the propeller can obtain at the same rotational speed will decrease accordingly. In addition, the non-uniformity of the gas-liquid two-phase flow can also cause propeller load fluctuations, which can have adverse effects on the shaft system and the main engine.

[0005] However, current research on the impact of gas on propeller performance in air-layer drag reduction systems still has many limitations. Because the propeller's working area is located below the waterline at the stern of the ship and is usually in a complex three-dimensional flow environment, it is difficult to obtain real-time information through direct observation. Traditional ship performance monitoring methods mostly rely on sensors such as torque meters and tachometers installed on the shaft system. Although these devices can provide the overall power and speed parameters of the propeller, they cannot reveal the specific mechanism by which gas entry affects the propeller's hydrodynamic performance. When a decrease in propeller thrust is detected, it is difficult to distinguish whether it is due to the change in speed caused by drag reduction at the bottom of the ship or the decrease in propulsion efficiency caused by gas entering the propeller area. This lack of information makes it impossible for the crew or automatic control system to accurately judge the current operating status of the air-layer drag reduction system, and also impossible to make targeted adjustments to parameters such as jet volume.

[0006] If the impact of gases on the propeller can be quantitatively assessed, the jetting strategy can be dynamically adjusted according to different sailing conditions (such as different speeds, loading status, and sea states) in order to achieve the best trade-off between drag reduction benefits and propulsion losses. However, the current lack of effective monitoring methods and data support makes such fine-grained control difficult to achieve. Since the propeller working area is located deep underwater at the bottom of the ship, personnel cannot directly observe it, and existing monitoring methods cannot provide enough information to assess the specific impact of gases on the propeller. This situation limits the optimized operation of the gas layer drag reduction system, making it impossible for ship operators to adjust jetting parameters according to real-time conditions, thus failing to fully realize the energy-saving and emission-reduction benefits of this technology. Summary of the Invention

[0007] The purpose of this invention is to provide a shipboard underwater observation device and vessel, which solves the problem that personnel cannot directly observe the working state of the propeller under the existing technology, resulting in the inability to collect data.

[0008] To achieve this objective, the present invention adopts the following technical solution: The present invention provides a shipboard underwater observation device, including a support structure, a fairing, an underwater camera and a camera acquisition end. The fairing is installed on the lower side of the support structure, and the underwater camera is installed inside the fairing. The underwater camera is electrically connected to the camera acquisition end. The support structure and the fairing are arc-shaped or conical on the side near the bow.

[0009] Preferably, the support structure includes a rectangular column, and cones are provided on both sides of the rectangular column at the bow and stern to divide the water flow.

[0010] Preferably, a first partition plate is installed inside the rectangular column, and the first partition plate is installed at equal intervals along the length of the rectangular column, and a wiring hole is opened on the first partition plate.

[0011] Preferably, the cross-section of the flow guide is teardrop-shaped.

[0012] Preferably, the flow guide is provided with a first mounting hole, the underwater camera is inserted into the first mounting hole, and the underwater camera is installed inside the flow guide after passing through the first mounting hole.

[0013] Preferably, the underwater camera is at an angle of 35° to the horizontal plane.

[0014] Preferably, the flow guide is provided with a second mounting hole, and a lighting lamp is installed in the second mounting hole. The lighting lamp is fixed inside the flow guide housing, and the length direction of the lighting lamp is parallel to the illumination direction of the underwater camera.

[0015] Preferably, the underwater camera is provided with the second mounting hole on both sides, and the second mounting hole corresponds to the lighting lamp one by one.

[0016] Preferably, the support structure and the flow guide are made of steel.

[0017] A vessel including the aforementioned underwater observation device includes a stern, a propeller and a rudder are mounted on the underside of the stern, and a support structure is mounted on one side of the propeller.

[0018] Beneficial effects: A support structure is installed on the side of the stern propeller, and an underwater camera is installed on the fairing under the support structure. The underwater camera can capture the working status of the propeller, including the gas distribution around the propeller. Since the support structure and other components are underwater, the drag of the underwater camera can be reduced by setting arc or conical surfaces on the support structure and fairing. The content captured by the underwater camera is collected by the camera acquisition terminal, so that the personnel on the ship can view it, judge the working status of the propeller, and facilitate analysis and monitoring by the personnel on the ship. Attached Figure Description

[0019] Figure 1 This is a stern side view of the ship of the present invention; Figure 2 This is a rear view of the stern of the ship according to the present invention; Figure 3 This is a diagram of the main supporting structure of the present invention; Figure 4 This is a front cross-sectional view of the support structure of the present invention; Figure 5 This is a side view of the cross-sectional structure of the present invention; Figure 6 This is a top view of the cross-sectional structure of the present invention; Figure 7This is a schematic diagram of the connection of the shipboard underwater observation device of the present invention.

[0020] In the diagram: 1. Support structure; 11. Rectangular column; 111. First partition plate; 12. Conical body; 2. Flood fairing; 21. First mounting hole; 22. Second mounting hole; 23. Angled fixing plate; 3. Underwater camera; 4. Camera acquisition end; 5. Lighting light; 6. Rudder; 7. Propeller; 8. Stern; 9. Cable routing hole; 10. Reinforcing rib plate. Detailed Implementation

[0021] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0022] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0023] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0024] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0025] In order to save energy and reduce emissions from ships, air layer reduction technology is usually used during the ship's voyage to form an air layer at the bottom of the ship.

[0026] The drag reduction technology of ship air layer involves injecting air between the outer surface of the hull and the water. The ejected gas flows with the water flow to the stern of the hull at the bottom of the ship and inevitably diffuses into the propeller working area, which adversely affects the propeller's propulsion efficiency. This prevents the propeller 7 from directly contacting the seawater. The more seawater enters the propeller 7 area, the lower the propeller 7's working efficiency will be. However, because the propeller's working area is located at the bottom of the ship, personnel cannot directly observe it, and therefore cannot directly judge the propeller's working condition, cannot provide data support for the crew, and therefore cannot determine the extent of the gas's impact on the propeller 7, making it impossible to conduct subsequent quantitative analysis.

[0027] To solve the above problems, such as Figures 1 to 7 As shown, the present invention provides a shipboard underwater observation device, including a support structure 1, a fairing 2, an underwater camera 3, and a camera acquisition terminal 4. The fairing 2 is installed on the lower side of the support structure 1, and the underwater camera 3 is installed inside the fairing 2. The underwater camera 3 is electrically connected to the camera acquisition terminal 4. The support structure 1 and the fairing 2 are arc-shaped or conical on the side near the bow. The ship has a propeller 7 and a rudder 6 installed on the lower side of the stern 8, and the support structure 1 is installed on one side of the propeller 7.

[0028] The support structure 1, the flow deflector 2, and the underwater camera 3 of this invention are all located below sea level. The addition of components such as the support structure 1 and the flow deflector 2 on the ship increases the ship's resistance and further wastes energy. Therefore, by setting the flow deflector 2 and the support structure 1 in an arc or cone shape, the water flow can be divided during the ship's navigation, thereby reducing the overall resistance generated during navigation. To conform to the principles of fluid dynamics and to reduce resistance, an arc or cone-shaped flow deflector structure is set on the side of the support structure 1 and the flow deflector 2 near the bow. Other shapes of flow deflector structures can also be used to divide the water flow and reduce the resistance generated by the support structure 1 and the flow deflector 2 underwater.

[0029] In order to directly observe the working status of the propeller 7 on the seabed, an underwater camera 3 is installed directly on the side of the propeller 7. The underwater camera 3 can be directly aimed at the propeller 7 and can transmit the working image of the propeller 7 to the camera acquisition terminal 4 in real time. The camera acquisition terminal 4 is usually a computer, which can play the captured video in real time, thereby providing the crew with information on the working status of the propeller 7, and thus providing the crew with information to judge the working status of the propeller 7, which is convenient for the crew to conduct underwater observation.

[0030] The support structure 1 of the present invention includes a rectangular column 11. The rectangular column 11 is provided with cones 12 on both sides of the bow and stern 8. The cones 12 divide the water flow. The support structure 1 is provided with wires connecting the underwater camera 3 and the camera acquisition terminal 4. The wires are distributed inside the support structure 1 and are distributed along the length of the support structure 1.

[0031] A first partition plate 111 is installed inside the rectangular column 11. The first partition plate 111 is installed at equal intervals along the length of the rectangular column 11. The first partition plate 111 is provided with a cable routing hole 9. By setting the first partition plate 111, the strength of the long rectangular column can be improved. During the navigation of the ship, the rectangular column can maintain its shape and will not deform. At the same time, it will also protect the wires inside to facilitate the transmission of video signals. Cable routing holes 9 are also provided on the outer wall of the support structure 1 and inside the flow guide 2. The wires can pass through the cable routing holes 9 and be electrically connected to the camera acquisition terminal 4.

[0032] The cross-section of the fairing 2 is teardrop-shaped, with the curved surface of the teardrop facing the bow. This reduces the resistance experienced by the ship during navigation, and further reduces the resistance generated by the underwater observation device, thus splitting the water flow.

[0033] The fairing 2 used in this invention has an optimized teardrop-shaped streamlined cross-section, with the curved end facing the bow. This structural feature can effectively guide the water flow to smoothly conform to the surface of the fairing, significantly reducing the shape drag and eddy current disturbance caused by the installation of underwater observation devices, thereby minimizing additional fuel consumption during navigation. At the same time, this design also has a good water flow segmentation function, which can ensure the stability of the flow field in the observation window area. Under the premise of ensuring efficient operation of the equipment, it achieves synergistic optimization of energy saving, emission reduction and navigation performance.

[0034] The flow deflector 2 has a first mounting hole 21. The underwater camera 3 is inserted into the first mounting hole 21. After passing through the first mounting hole 21, the underwater camera 3 is installed inside the flow deflector 2. Since the flow deflector 2 is teardrop-shaped, the underwater camera 3 can be installed in the cavity inside the flow deflector 2, avoiding increasing the resistance of the underwater observation device. At the same time, the underwater camera 3 can be fixed on the inner wall of the flow deflector 2.

[0035] Typically, the underwater camera 3 is at a 35° angle to the horizontal plane, allowing the camera to directly capture the working state of the propeller 7. The working angle of the underwater camera 3 is also adjustable. The diameter of the first mounting hole 21 is larger than the diameter of the underwater camera 3, allowing the underwater camera 3 to be adjusted back and forth within the first mounting hole 21. The underwater camera 3 is mounted on a rotatable universal joint, enabling observation of the propeller 7 at different positions.

[0036] The flow guide 2 of the present invention has a second mounting hole 22, and an illumination lamp 5 is installed in the second mounting hole 22. The illumination lamp 5 is fixed inside the housing of the flow guide 2. The length direction of the illumination lamp 5 is parallel to the illumination direction of the underwater camera 3. Since the light below the sea surface is relatively dim, in order to improve the brightness around the propeller 7, the illumination lamp 5 is usually installed around the underwater camera 3. Similarly, the illumination lamp 5 can also be rotated and adjusted to illuminate different positions around the propeller 7.

[0037] The underwater camera 3 of the present invention is provided with second mounting holes 22 on both sides. The second mounting holes 22 correspond one-to-one with the lighting lamps 5. The more lighting lamps 5 are provided, the more lighting can be provided, and thus more lighting equipment can be provided for the space below the sea level.

[0038] The support structure 1 and the fairing 2 are made of steel, which can improve the structural strength of the underwater observation device. The fairing 2 also has a reinforcing rib plate 10 inside, which can improve the structural strength of the fairing 2. At the same time, the fairing 2 has an inclined fixing plate 23 installed inside, which can fix the underwater camera 3 and the lighting lamp 5. The inclined fixing plate 23, since it is connected to the reinforcing rib plate 10, can also reinforce the interior of the fairing 2. At the same time, the support structure 1 also has a vertical reinforcing rib plate 10 inside, which can reinforce the support structure 1. The underwater observation device is welded to the outer plate of the hull. The bottom of the underwater observation device is 0.2~0.4D (D is the diameter of the propeller 7) from the center of the propeller disk. The lateral distance from the center of the device to the longitudinal section of the ship is 0.2~0.5D. The longitudinal distance from the center of the device to the propeller disk is 0.2~0.5D.

[0039] In terms of material selection, both the support structure 1 and the main body of the deflector 2 of the device are made of high-strength steel. Steel not only possesses excellent tensile and compressive strength, effectively resisting the mechanical stress caused by water flow impact and hull vibration during ship navigation, but also significantly improves the structural rigidity and service life of the entire device. Furthermore, compared to ordinary carbon steel, this design prioritizes steel with certain weather resistance or performs surface treatment to enhance its durability in the corrosive seawater environment, reduce the probability of rust, and thus reduce maintenance frequency and total life-cycle costs.

[0040] To further enhance structural strength, the device employs multiple reinforcement designs. The flow deflector 2 and the support structure 1 are equipped with longitudinally and transversely distributed reinforcing ribs 10. These ribs can significantly improve the deformation resistance of the flow deflector while maintaining its streamlined appearance, preventing damage to the flow deflector due to external water pressure or accidental impact. At the same time, the flow deflector 2 is also equipped with an inclined fixing plate 23. The angle of this fixing plate is specially designed to not only securely install the underwater camera 3 and other sensing devices, ensuring that the equipment does not shift or shake during navigation, but also optimize the internal space layout, facilitating cable laying and subsequent maintenance.

[0041] In terms of installation and positioning, this device is directly fixed to the hull plate by welding, ensuring the permanence and reliability of the connection. Its installation position is calculated and set in a specific spatial area to avoid negative impact on the original hydrodynamic performance of the ship, while obtaining the best observation field of view. By selecting a new installation range, it is ensured that the observation device can avoid the strong disturbance area of ​​the propeller and obtain clear and stable image data, while avoiding additional drag increase caused by excessive protrusion of the hull.

[0042] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A shipboard underwater observation device, characterized in that, The device includes a support structure (1), a fairing (2), an underwater camera (3), and a camera acquisition terminal (4). The fairing (2) is installed on the lower side of the support structure (1). The underwater camera (3) is installed inside the fairing (2). The underwater camera (3) is electrically connected to the camera acquisition terminal (4). The support structure (1) and the fairing (2) are arc-shaped or conical on the side near the bow.

2. The shipboard underwater observation device according to claim 1, characterized in that, The supporting structure (1) includes a rectangular column (11), and the rectangular column (11) is provided with cones (12) on both sides of the bow and stern (8), and the cones (12) divide the water flow.

3. The shipboard underwater observation device according to claim 2, characterized in that, The rectangular column (11) is equipped with a first partition plate (111). The first partition plate (111) is installed at equal intervals along the length of the rectangular column (11). The first partition plate (111) is provided with a wiring hole (9).

4. The shipboard underwater observation device according to claim 1, characterized in that, The cross-section of the flow guide (2) is teardrop-shaped.

5. The shipboard underwater observation device according to claim 1, characterized in that, The flow guide (2) has a first mounting hole (21), and the underwater camera (3) is inserted into the first mounting hole (21). The underwater camera (3) is installed inside the flow guide (2) after passing through the first mounting hole (21).

6. The shipboard underwater observation device according to claim 1, characterized in that, The underwater camera (3) is at an angle of 35° to the horizontal plane.

7. The shipboard underwater observation device according to claim 5, characterized in that, The flow guide (2) has a second mounting hole (22), and a lighting lamp (5) is installed in the second mounting hole (22). The lighting lamp (5) is fixed inside the housing of the flow guide (2), and the length direction of the lighting lamp (5) is parallel to the illumination direction of the underwater camera (3).

8. The shipboard underwater observation device according to claim 7, characterized in that, The underwater camera (3) is provided with the second mounting hole (22) on both sides, and the second mounting hole (22) corresponds to the lighting lamp (5) one by one.

9. The shipboard underwater observation device according to claim 5, characterized in that, The support structure (1) and the flow guide (2) are made of steel.

10. A ship, characterized in that, The shipborne underwater observation device according to claim 1 also includes a stern (8), on the underside of which a propeller (7) and a rudder (6) are mounted, and the support structure (1) is mounted on one side of the propeller (7).

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