Air layer drag reduction device and ship

Abstract

The application relates to the ship technology field, and particularly discloses an air layer drag reduction device and a ship. The air layer drag reduction device comprises a jet structure, a flow guide mechanism and a gas extraction structure, the jet structure is arranged on the ship bottom; the flow guide mechanism is arranged on the ship bottom and is located between the jet structure and the propeller; the gas extraction structure comprises a pipeline and a circulating pump, the pipeline has an inlet, a first outlet and a second outlet, the circulating pump is arranged on the pipeline and is located between the inlet and the first outlet, the inlet is arranged close to the ship bottom axis, the first outlet is arranged on the ship side and along the vertical direction, the second outlet is located above the first outlet and points to the ship side along the ship bottom axis, and the inlet, the first outlet and the second outlet are sequentially arranged. The air layer drag reduction device can effectively avoid the air flowing to the propeller under the suction of the propeller by the combined mode of active suction and passive flow guide, thereby reducing the influence of the air on the propeller and ensuring the power of the ship.

Description

Technical Field

[0001] This invention relates to the field of marine technology, and more particularly to air layer drag reduction devices and ships. Background Technology

[0002] When a ship is sailing, the viscosity of water causes significant frictional resistance between the hull and the water, affecting the ship's speed. Existing technology addresses this problem by installing an air-layer drag-reducing device on the hull bottom. This device injects air into the hull bottom, creating a stable air film between the hull surface and the seawater surface. This film transforms solid-liquid friction into a low-resistance gas-liquid mixture, effectively reducing the frictional force on the hull bottom and thus increasing the ship's speed.

[0003] Existing drag reduction devices typically include a jetting structure and a flow guiding structure. The jetting structure sprays air into the hull to form an air film between the hull and the seawater. The flow guiding structure directs air from the midships area to the sides of the hull. However, due to the continuous rotation of the propeller, there is a certain suction effect on the gas, causing some gas to be entrained in the propeller area, thus affecting the propeller's thrust. To solve this problem, existing solutions include a flow guiding structure at the hull bottom, with a flow guiding pipe at a height higher than the propeller. This minimizes the amount of gas flowing to the propeller. However, this is a passive flow guiding method, and some gas still flows to the propeller. Therefore, drag reduction devices require further improvement.

[0004] Therefore, an air layer drag reduction device and a vessel are needed to solve the above problems. Summary of the Invention

[0005] The purpose of this invention is to provide an air layer drag reduction device and a ship that can actively draw away most of the air in the air layer before the diversion structure, thereby reducing the amount of air drawn in by the propeller and thus reducing the power loss of the propeller.

[0006] On one hand, the present invention provides a gas layer drag reduction device, the gas layer drag reduction device comprising: A jet structure, disposed at the bottom of the ship, is used to jet air into the bottom of the ship to form an air layer thereon; A diversion structure is provided at the bottom of the ship, located between the jet structure and the propeller, and both ends of the diversion structure extend to the corresponding sides of the ship. The system includes two extraction structures, which are symmetrically arranged with respect to the midship axis and positioned between the jet extraction structure and the drainage structure. Each extraction structure comprises a pipeline and a circulation pump. The pipeline has an inlet, a first outlet, and a second outlet. The circulation pump is located within the pipeline, between the inlet and the first outlet. The inlet is positioned close to the midship axis. The first outlet is located on the ship's side in a vertical direction. The second outlet is located above the first outlet and points towards the ship's side along the midship axis. The inlet, the first outlet, and the second outlet are arranged sequentially.

[0007] As an optional technical solution, the pipeline includes a suction pipe and an exhaust pipe, the circulation pump is disposed in the suction pipe, a transition cavity is provided between the suction pipe and the exhaust pipe, the end of the suction pipe away from the transition cavity is connected to the inlet, the end of the exhaust pipe away from the transition cavity is a second outlet, and the first outlet is disposed in the transition cavity.

[0008] As an optional technical solution, the pipeline further includes a suction chamber, which is located at the end of the suction tube away from the transition chamber, and the suction chamber is connected to the outside through the inlet.

[0009] As an optional technical solution, the exhaust pipe extends through the deck plane.

[0010] As an optional technical solution, the exhaust pipe is also equipped with a switching valve.

[0011] As an optional technical solution, the exhaust pipe is also provided with a gas-water separator, and the gas-water separator is farther away from the second outlet than the switching valve.

[0012] As an optional technical solution, the exhaust pipe is connected to the transition cavity through an exhaust port, and the height of the exhaust port is higher than the height of the first outlet in the vertical direction.

[0013] As an optional technical solution, both the entrance and the first exit are provided with grilles.

[0014] As an optional technical solution, the diversion structure includes a diversion surface pointing towards the ship's side along the midship axis, and the distance between the diversion surface and the jet structure gradually increases.

[0015] The gas layer drag reduction device provided by the present invention has at least the following beneficial effects: The air layer drag reduction device provided by the present invention includes a jetting structure, a diversion mechanism, and an air extraction structure. The jetting structure is disposed at the bottom of the ship and is used to jet air into the bottom of the ship to form an air layer at the bottom of the ship. The diversion structure is disposed at the bottom of the ship, located between the jetting structure and the propeller, and both ends of the diversion structure extend to the corresponding ship's side. There are two air extraction structures, which are symmetrically arranged with respect to the midship axis and are disposed between the jetting structure and the diversion structure. The air extraction structure includes a pipeline and a circulation pump. The pipeline has an inlet, a first outlet, and a second outlet. The circulation pump is disposed in the pipeline and is located between the inlet and the first outlet. The inlet is located close to the midship axis. The first outlet is located on the ship's side and is in the vertical direction. The second outlet is located above the first outlet and is in the direction of pointing towards the ship's side along the midship axis. The inlet, the first outlet, and the second outlet are arranged sequentially. When this air-layer drag reduction device is in operation, the jet structure sprays air into the hull, creating an air layer that reduces friction between the ship and seawater, thereby increasing the ship's speed. The circulating pump in the extraction structure creates low pressure at the inlet, making it easier to draw the mixture of air and seawater from the hull into the pipeline, rather than relying solely on buoyancy. This significantly reduces the amount of gas in the midship area. Since the second outlet is located above the first outlet, seawater is discharged back into the sea through the first outlet under its own gravity, while air is discharged through the second outlet. With the midship axis pointing towards the ship's side, the sequential arrangement of the inlet, first outlet, and second outlet ensures that the air output through the second outlet is outside the propeller's suction range, preventing most of the air from entering the propeller. Furthermore, the drainage structure guides any air not drawn away by the extraction structure to the outside of the ship's side, further reducing the amount of air that can reach the propeller. This air-layer drag reduction device effectively prevents air from flowing to the propeller under the suction of the propeller and affecting it by combining active suction and passive diversion, ensuring that the impact of air on the propeller is minimized and the ship's power is guaranteed.

[0016] On the other hand, the present invention provides a ship, including a hull, a propeller, a port side, a starboard side, and an air layer drag reduction device as described in any of the above embodiments. Both the jetting structure and the diversion structure are disposed on the hull, with the jetting structure located on the side of the diversion structure away from the propeller. Two extraction structures are provided, symmetrically arranged with respect to the midships axis. The air layer drag reduction device is described in any of the above embodiments.

[0017] The ship provided by this invention has at least the following beneficial effects: The ship provided by this invention, by being equipped with the aforementioned air layer drag reduction device, can effectively reduce the resistance during the ship's operation. Furthermore, by being equipped with a circulation pump, it can actively guide most of the air in the air layer to the suction range of the propeller. It can also passively guide the air that has not been drawn away by the air extraction structure out of the suction range of the propeller, thereby minimizing the impact of air on the propeller and improving the ship's performance. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of the bottom of the ship in an embodiment of the present invention; Figure 2 This is a schematic diagram of the gas layer drag reduction device in an embodiment of the present invention.

[0019] In the picture: 100. Bottom of the ship; 200. Port side; 300. Starboard side; 400. Deck; 11. Jet pipe; 111. Jet hole; 20. Drainage structure; 21. Drainage surface; 30. Air extraction structure; 31. Suction pipe; 32. Exhaust pipe; 321. Second outlet; 322. Switch valve; 323. Air-water separator; 324. Exhaust port; 33. Circulation pump; 34. Suction chamber; 341. Inlet; 35. Transition chamber; 351. First outlet; 36. Grille. Detailed Implementation

[0020] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, 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 invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions. Furthermore, "above," "on top of," and "over" the first feature in relation to the second feature includes the first feature directly above and diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "under," and "below" the first feature in relation to the second feature includes the first feature directly below and diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0022] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection of 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] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0024] like Figures 1 to 2As shown, this embodiment provides an air layer drag reduction device, which includes a jet structure, a diversion structure 20, and an extraction structure 30. The jet structure is disposed at the bottom 100 of the ship and is used to jet air into the bottom 100 to form an air layer thereon. The diversion structure 20 is disposed at the bottom 100 of the ship, located between the jet structure and the propeller, and both ends of the diversion structure 20 extend to the corresponding ship's side. Two extraction structures 30 are provided, and the two extraction structures 30 are symmetrically arranged with respect to the midship axis. Between the jet structure and the diversion structure 20; the extraction structure 30 includes a pipeline and a circulation pump 33. The pipeline has an inlet 341, a first outlet 351 and a second outlet 321. The circulation pump 33 is disposed in the pipeline and is located between the inlet 341 and the first outlet 351. The inlet 341 is disposed near the midship axis. The first outlet 351 is disposed on the ship's side and is in the vertical direction. The second outlet 321 is located above the first outlet 351 and is in the direction of pointing to the ship's side along the midship axis. The inlet 341, the first outlet 351 and the second outlet 321 are disposed sequentially.

[0025] Specifically, in this embodiment, when this air layer drag reduction device is working, the jet structure jets air into the hull bottom 100, forming an air layer on the hull bottom 100. This reduces the friction between the ship and the seawater, thereby increasing the ship's speed. When the circulation pump 33 of the extraction structure 30 is working, it can create a low pressure at the inlet 341, making it easier to draw the mixture of air and seawater from the hull bottom 100 into the pipeline compared to air rising solely by buoyancy. This significantly reduces the amount of gas in the midship area. Since the second outlet 321 is located above the first outlet 351, the seawater is discharged back into the sea through the first outlet 351 under its own gravity, while the air... The air is discharged through the second outlet 321, with the midship axis pointing towards the ship's side. The inlet 341, the first outlet 351, and the second outlet 321 are arranged sequentially to ensure that the air output through the second outlet 321 is outside the propeller's suction range, thus preventing most of the air from entering the propeller. Furthermore, the air diversion structure 20 can divert the air that has not been drawn away by the air extraction structure 30 to the outside of the ship's side, further reducing the amount of air that can flow to the propeller. This effectively prevents air from flowing to the propeller under the propeller's suction and affecting the propeller, ensuring minimal impact on the propeller and maximizing the ship's power.

[0026] Optionally, in this embodiment, as Figure 1 As shown, the jet structure includes a jet pipe 11, which is disposed at the bottom 100 of the ship and extends along the width direction of the ship. The jet pipe 11 is provided with a plurality of jet holes 111 for ejecting gas. Optionally, the jet structure also includes an air supply component, which is connected to the jet pipe 11 and is used to output gas. The air supply component can be an air pump or the like, as in the prior art, and will not be described in detail here.

[0027] Furthermore, such as Figure 2 As shown, the pipeline includes a suction pipe 31 and an exhaust pipe 32. A circulation pump 33 is installed in the suction pipe 31. A transition chamber 35 is provided between the suction pipe 31 and the exhaust pipe 32. The end of the suction pipe 31 away from the transition chamber 35 is connected to the inlet 341. The end of the exhaust pipe 32 away from the transition chamber 35 is the second outlet 321. The first outlet 351 is installed in the transition chamber 35.

[0028] Specifically, in this embodiment, when the circulating pump 33 is pumping, the mixture of air and seawater enters the suction pipe 31 through the inlet 341. The circulating pump 33 is located in the suction pipe 31, so that the circulating pump 33 is close to the inlet 341, which facilitates the formation of low pressure at the inlet 341, thereby improving the suction effect of the mixture of air and seawater. Furthermore, a transition chamber 35 is provided between the suction pipe 31 and the exhaust pipe 32. After passing through the suction pipe 31, the air and seawater enter the transition chamber 35. The transition chamber 35 has a large space, which facilitates the separation of seawater and air due to density differences, thereby preventing air from being discharged through the first outlet 351, thus ensuring the air discharge effect.

[0029] Optionally, in this embodiment, the circulating pump 33 is a gas-liquid mixing pump, which can pump a mixture of seawater and air.

[0030] Optionally, in this embodiment, the transition cavity 35 is formed by relying on the outer wall of the ship's bulkhead and the ship's side, which can ensure that the transition cavity 35 has good sealing performance.

[0031] Furthermore, such as Figure 2 As shown, the pipeline also includes a suction chamber 34, which is located at the end of the suction tube 31 away from the transition chamber 35. The suction chamber 34 is connected to the outside through the inlet 341.

[0032] Specifically, in this embodiment, by providing a suction chamber 34 upstream of the suction pipe 31, the entire suction chamber 34 is in a low-pressure state when the circulation pump 33 is working. The suction chamber 34 is connected to the outside through the inlet 341, thereby increasing the suction flow rate compared to directly sucking air through the suction pipe 31, thus ensuring the suction effect of air and improving the air discharge efficiency.

[0033] Furthermore, such as Figure 2 As shown, exhaust pipe 32 penetrates the 400-degree plane of the deck.

[0034] Specifically, in this embodiment, the exhaust pipe 32 is arranged inside the ship's side and extends through the deck 400 plane, so that the second outlet 321 is located above the deck 400 plane, thereby ensuring that the air discharged through the second outlet 321 will not be sucked in by the propeller, thus ensuring the performance.

[0035] Furthermore, such as Figure 2 As shown, the exhaust pipe 32 is also equipped with a switch valve 322.

[0036] Specifically, in this embodiment, the exhaust pipe 32 is equipped with a switch valve 322. By adjusting the switch valve 322, the opening of the exhaust pipe 32 can be adjusted, thereby regulating the air discharge efficiency. Simultaneously, the exhaust pipe 32's penetration through the deck 400 plane facilitates operator operation of the switch valve 322. Furthermore, during periods when the air layer drag reduction device is not in operation, the switch valve 322 can be closed, effectively preventing impurities and foreign objects from entering the pipe, thus ensuring performance.

[0037] Optionally, in this embodiment, the switching valve 322 is a common ball valve, etc. The selection of the switching valve 322 can be specifically set according to the actual use, and no specific restrictions are made here.

[0038] Furthermore, such as Figure 2 As shown, the exhaust pipe 32 is also equipped with a gas-water separator 323, and the gas-water separator 323 is farther away from the second outlet 321 than the switching valve 322.

[0039] Specifically, in this embodiment, an air-water separator 323 is provided upstream of the switching valve 322. The air-water separator 323 can separate seawater from the air. The separated seawater flows back to the transition chamber 35 through the exhaust pipe 32 and is discharged through the first outlet 351. This can prevent seawater from flowing to the switching valve 322, effectively extend the service life of the switching valve 322, and ensure that the gas discharged to the deck 400 and above is relatively pure, preventing seawater from entering the deck 400 and above and causing environmental pollution.

[0040] Optionally, in this embodiment, the gas-water separator 323 is a mesh gas-water separator 323, which has high separation efficiency, low energy consumption, compact structure, easy installation and good separation efficiency.

[0041] Furthermore, such as Figure 2 As shown, the exhaust pipe 32 is connected to the transition cavity 35 through the exhaust hole 324, and in the vertical direction, the height of the exhaust hole 324 is higher than the height of the first outlet 351.

[0042] Specifically, in this embodiment, the exhaust pipe 32 is connected to the transition cavity 35 through the exhaust hole 324, and in the vertical direction, the height of the exhaust hole 324 is higher than the height of the first outlet 351, which facilitates the discharge of air from the transition cavity 35 through the exhaust pipe 32.

[0043] Furthermore, such as Figure 1 and Figure 2 As shown, both the inlet 341 and the first outlet 351 are equipped with grilles 36.

[0044] Specifically, in this embodiment, the inlet 341 is connected to the suction chamber 34, and the first outlet 351 is connected to the transition chamber 35. A grid 36 is provided at both the inlet 341 and the first outlet 351 to isolate impurities and marine organisms, prevent impurities and marine organisms from entering the pipeline, and improve safety during use.

[0045] Furthermore, such as Figure 1 As shown, the diversion structure 20 includes a diversion surface 21, which points towards the ship's side along the midship axis, and the distance between the diversion surface 21 and the jet structure gradually increases.

[0046] Specifically, in this embodiment, the arrangement of the flow-guiding surface 21 ensures that the flow-guiding structure 20 is wider at the midship position and narrower at the two sides of the ship, which facilitates the formation of a pressure gradient on the flow-guiding surface 21. This is beneficial for the gas at the midship position to flow to the two sides of the ship, thereby further reducing the amount of air entering the propeller area.

[0047] This embodiment also provides a ship, including a bottom 100, a propeller, a port side 200, a starboard side 300, and the aforementioned air layer drag reduction device. The jet structure and the diversion structure 20 are both disposed on the bottom 100, and the jet structure is disposed on the side of the diversion structure 20 away from the propeller. Two air extraction structures 30 are provided, and the two air extraction structures 30 are symmetrically arranged with respect to the midship axis.

[0048] Specifically, in this embodiment, by equipping the aforementioned air layer drag reduction device, this vessel can effectively reduce the resistance during the vessel's operation. Furthermore, by equipping the circulating pump 33, it can actively guide most of the air in the air layer to the propeller's suction range. It can also passively guide the air that has not been drawn away by the air extraction structure 30 out of the propeller's suction range, thereby minimizing the impact of air on the propeller and improving the vessel's performance.

[0049] Obviously, the above description is merely a preferred embodiment of the present invention and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of disclosure involved in this invention is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the above-described concept. For example, technical solutions formed by substituting the above-described features with (but not limited to) technical features with similar functions disclosed in this invention.

Claims

1. A gas layer drag reduction device, characterized in that, include: A jet structure disposed at the bottom of the ship (100) for jetting air into the bottom of the ship (100) to form an air layer on the bottom of the ship (100); A diversion structure (20) is provided on the bottom of the ship (100). The diversion structure (20) is located between the jet structure and the propeller, and both ends of the diversion structure (20) extend to the corresponding ship's side. An air extraction structure (30) is provided in two parts, which are symmetrically arranged with respect to the midship axis and are located between the jet structure and the diversion structure (20). The air extraction structure (30) includes a pipeline and a circulation pump (33). The pipeline has an inlet (341), a first outlet (351) and a second outlet (321). The circulation pump (33) is located in the pipeline and between the inlet (341) and the first outlet (351). The inlet (341) is located close to the midship axis. The first outlet (351) is located on the ship's side in a vertical direction. The second outlet (321) is located above the first outlet (351) and points towards the ship's side along the midship axis. The inlet (341), the first outlet (351) and the second outlet (321) are arranged sequentially.

2. The gas layer drag reduction device according to claim 1, characterized in that, The pipeline includes a suction pipe (31) and an exhaust pipe (32). The circulation pump (33) is disposed in the suction pipe (31). A transition cavity (35) is provided between the suction pipe (31) and the exhaust pipe (32). One end of the suction pipe (31) away from the transition cavity (35) is connected to the inlet (341). One end of the exhaust pipe (32) away from the transition cavity (35) is a second outlet (321). The first outlet (351) is disposed in the transition cavity (35).

3. The gas layer drag reduction device according to claim 2, characterized in that, The pipeline also includes a suction chamber (34), which is located at one end of the suction tube (31) away from the transition chamber (35). The suction chamber (34) is connected to the outside through the inlet (341).

4. The gas layer drag reduction device according to claim 2, characterized in that, The exhaust pipe (32) extends through the plane of the deck (400).

5. The gas layer drag reduction device according to claim 2, characterized in that, The exhaust pipe (32) is also equipped with a switch valve (322).

6. The gas layer drag reduction device according to claim 5, characterized in that, The exhaust pipe (32) is also provided with a gas-water separator (323), and the gas-water separator (323) is farther away from the second outlet (321) than the switching valve (322).

7. The gas layer drag reduction device according to claim 2, characterized in that, The exhaust pipe (32) is connected to the transition cavity (35) through the exhaust hole (324), and the height of the exhaust hole (324) is higher than the height of the first outlet (351) in the vertical direction.

8. The gas layer drag reduction device according to any one of claims 1-7, characterized in that, A grille (36) is provided at both the entrance (341) and the first exit (351).

9. The gas layer drag reduction device according to claim 8, characterized in that, The diversion structure (20) includes a diversion surface (21) pointing towards the ship's side along the midship axis, and the distance between the diversion surface (21) and the jet structure gradually increases.

10. A ship, characterized in that, The vessel includes a hull bottom (100), a propeller, a port hull side (200), a starboard hull side (300), and an air layer drag reduction device as described in any one of claims 1-9. The jetting structure and the diversion structure (20) are both disposed on the hull bottom (100), and the jetting structure is disposed on the side of the diversion structure (20) away from the propeller. Two extraction structures (30) are provided, and the two extraction structures (30) are symmetrically arranged with respect to the midship axis.

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