Adaptive drag-reducing anti-wave energy-saving ship hull and control method thereof

Abstract

The application discloses a self-adaptive drag-reducing wave-preventing energy-saving ship body and a control method thereof, relates to the technical field of ship body structures, and comprises a wave-preventing assembly which is slidingly arranged on the side surface of a bow of the ship body, wherein the wave-preventing assembly comprises a plurality of wave-preventing plates, and one end of each wave-preventing plate is in an arc shape; the application further comprises a flow-guiding assembly which is telescopically arranged on both sides of the bottom of the ship body, wherein the flow-guiding assembly comprises a plurality of flow-guiding wings, and the flow-guiding wings are flush with the surface of the ship body when the flow-guiding wings are retracted to the bottom of the ship body; a sensing and collecting module is arranged on the ship body, the sensing and collecting module is signal-connected with a control module, and the control module is control-connected with the wave-preventing assembly and the flow-guiding assembly; the ship body can adaptively optimize the ship body line type according to different navigation conditions such as static water, wind waves, high speed and heavy load, substantially reduces the water resistance and wave-making during navigation, weakens the impact of sea waves, simultaneously improves the multi-condition adaptation capability, the navigation stability and the energy-saving effect of the ship, and solves the industry pain points of poor universality, high energy consumption and weak wave resistance performance in the prior art.

Description

Technical Field

[0001] This invention belongs to the field of ship hull structure technology, and more specifically, relates to an adaptive drag reduction, wave protection and energy saving ship hull and its control method. Background Technology

[0002] As the core transportation and operational carrier on water, ships are widely used in many fields such as freight, scientific research, patrol, and fisheries. The hydrodynamic performance of the hull structure directly determines the ship's speed, energy consumption, stability, and service life. Most existing conventional ships adopt a fixed integrated hull structure, with the bow, sidewalls, and bottom structure being fixed designs. The structural form cannot adaptively adjust to the navigation waters, speed, and wave conditions.

[0003] Currently, most mainstream ship hull designs are optimized for conventional calm water navigation conditions, meeting basic navigation requirements at low speeds in calm waters. However, actual navigation scenarios are complex and varied: coastal waters and inland waterways often experience irregular waves and turbulent currents, while open seas present conditions of combined wind and waves. Furthermore, the water resistance and wave impact forces experienced by the hull vary greatly depending on whether the ship is unloaded, heavily loaded, traveling at high speeds, or at low speeds. Fixed hull structures cannot adapt to these varied navigation conditions, which is the core problem causing high energy consumption, poor wave resistance, low-speed turbulence, and severe wave-making at high speeds in current ship navigation.

[0004] Existing fixed hull structures have the following four core defects: 1. Poor water resistance adaptability and high energy consumption: The existing hull shape is fixed. When sailing at high speed, the contact area between the bottom of the ship and the water is large, the friction resistance and wave-making resistance increase dramatically, the power system load is large, and the fuel and electricity consumption increases significantly. When sailing at low speed and with heavy load, the hull draft is fixed, and the water flow scouring the side wall of the hull forms vortex resistance, resulting in low sailing efficiency.

[0005] 2. Weak wave protection performance and poor navigation stability: Conventional ships have a fixed arc design for the bow wave protection structure. When facing large wind and waves, the waves directly impact the bow and deck, which can easily cause problems such as waves on the deck, large pitching and rolling of the hull. This not only affects the stability of the ship's navigation, but also causes deck equipment to be damaged by moisture. Under severe conditions, there is a risk of capsizing.

[0006] 3. Limited adaptability to operating conditions and insufficient versatility: The existing hull structure can only adapt to a single navigation condition and cannot take into account multiple scenarios such as high-speed cruising, heavy-load low-speed navigation, and wind and waves. Vessels such as government vessels, scientific research vessels, and multi-purpose work vessels that need to operate in multiple scenarios can only sacrifice some navigation performance to adapt to the operating conditions, resulting in low equipment utilization.

[0007] 4. Poor structural protection and short service life: The hull is subjected to repeated impacts from water flow and waves over a long period of time, resulting in severe stress concentration in the fixed structure. The bow and sidewalls of the hull are prone to corrosion, deformation, and wear, leading to high maintenance costs and significantly shortening the service life of the hull. Summary of the Invention

[0008] The purpose of this invention is to address the shortcomings of existing technologies by providing an adaptive drag-reducing, wave-damping, and energy-saving ship hull and its control method. This ship hull features an adaptively adjustable arc-shaped wave-damping component at the bow and a retractable streamlined flow-guiding structure at the hull bottom. It is also equipped with a sensor module and control module for monitoring the ship's attitude. This allows for real-time acquisition of data on navigation speed, wave height, current velocity, and hull draft, automatically adjusting the arc of the wave-damping structure and the extension / retraction length and angle of the flow-guiding structure. This effectively reduces water resistance and wave generation, weakens wave impact, and enhances the ship's adaptability to various operating conditions, navigation stability, and energy-saving performance.

[0009] To achieve the above objectives, the present invention provides an adaptive drag-reducing, wave-damping, and energy-saving ship hull, comprising: A wave-damping assembly is slidably mounted on the side of the bow of the ship. The wave-damping assembly includes multiple wave-damping plates, one end of which is arc-shaped. A flow guiding assembly is telescopically mounted on both sides of the bottom of the hull. The flow guiding assembly includes multiple flow guiding wings. When the flow guiding wings are retracted to the bottom of the hull, the flow guiding wings are flush with the surface of the hull. A sensor acquisition module is installed on the hull. The sensor acquisition module is connected to the control module via signal, and the control module is connected to the wave-damping component and the flow-guiding component via control.

[0010] Preferably, the bow has symmetrical arc-shaped mounting slots on both sides, and each arc-shaped mounting slot has multiple electric telescopic push rods. The electric telescopic push rods are connected to the other end of the wave deflector and are controlled by the control module.

[0011] Preferably, the two ends of the electric telescopic push rod are hinged to the inner wall of the bow and the wave deflector, respectively.

[0012] Preferably, a flexible sealing gasket layer is provided between the arc-shaped mounting groove and the wave deflector.

[0013] Preferably, the flexible sealing gasket is made of seawater-resistant rubber, and the cross-section of the flexible sealing gasket is trapezoidal.

[0014] Preferably, a flow-guiding mounting cavity is provided at the bottom of the hull, and the flow-guiding assembly includes: Multiple servo motors are disposed in the flow guide mounting cavity; Multiple telescopic transmission mechanisms are respectively disposed between the servo motor and the guide vane. Each telescopic transmission mechanism includes multiple parallel telescopic rods, which are hinged to different height positions of the guide vane. The servo motor is connected to the control module.

[0015] Preferably, four guide vanes are provided, and the guide vanes are symmetrically arranged at the bottom of the hull along the center line of the hull.

[0016] Preferably, the sensing and acquisition module includes a speed sensor, a wave height sensor, a draft sensor, and an attitude sensor.

[0017] This invention also provides a control method for an adaptive drag-reduction, wave-protection, and energy-saving ship hull. Utilizing the aforementioned adaptive drag-reduction, wave-protection, and energy-saving ship hull, the control method is characterized by comprising: Step S1: The sensor acquisition module collects data on ship speed, sea wave height, ship draft, and ship pitch and roll attitude in real time, and transmits it synchronously to the control module. Step S2: The control module compares the data with the preset operating condition thresholds and automatically matches the current navigation condition; Step S3: Drive the anti-wave assembly to adjust the outward convexity of the anti-wave plate according to the matching working conditions, and at the same time drive the flow guiding assembly to adjust the extension length and tilt angle of the flow guiding wing. Step S4: The sensor acquisition module maintains a real-time data acquisition status.

[0018] Preferably, the control module has preset threshold values ​​for four navigation conditions: high-speed cruise, heavy load low speed, wind and waves navigation, and calm water normal navigation.

[0019] This invention provides an adaptive drag reduction, wave protection, and energy-saving ship hull and its control method, the advantages of which are: 1. The ship's hull can adaptively adjust its hull lines to optimize the hydrodynamic structure in real time according to different speeds and operating conditions. Under high-speed conditions, it can reduce wave-making resistance and frictional resistance by more than 30%, and under heavy load and low-speed conditions, it can eliminate eddy current resistance at the bottom of the ship. The overall navigation energy consumption is reduced by 15%-25%, which effectively improves the ship's endurance and navigation economy, significantly reduces navigation energy consumption, and has a significant energy-saving effect. 2. The wave-blocking components in the hull can dynamically adjust the wave-blocking arc according to the wave conditions, effectively buffering and diverting the impact of sea waves, greatly improving wave resistance stability, and also preventing waves from hitting the deck, significantly reducing the pitching and rolling amplitude of the hull, significantly improving the ship's sailing stability under severe wind and wave conditions, and eliminating safety hazards such as capsizing and equipment damage. 3. The hull of this vessel breaks through the limitations of traditional fixed hull structures and can adapt to various scenarios such as calm water cruising, heavy-load transportation, operation in windy and wading seas, and navigation in narrow inland waterways. It is suitable for various vessel types such as scientific research vessels, patrol boats, cargo ships, and recreational operation boats, and the equipment versatility and utilization rate are greatly improved. 4. The vessel is equipped with streamlined flow guide components, which can optimize the water flow path of the hull, reduce local stress concentration, wear and corrosion, and ensure the watertightness of the hull through a flexible sealing structure, effectively extending the service life of the hull and significantly reducing the cost of later maintenance and repair.

[0020] Other features and advantages of the present invention will be described in detail in the following detailed description section. Attached Figure Description

[0021] The above and other objects, features and advantages of the present invention will become more apparent from the more detailed description of exemplary embodiments of the invention in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components in the exemplary embodiments of the invention.

[0022] Figure 1 A schematic diagram of the external structure of a ship hull with adaptive drag reduction, wave protection, and energy saving according to the present invention is shown.

[0023] Figure 2 A schematic diagram of the bottom structure of a ship hull with adaptive drag reduction, wave protection, and energy saving according to the present invention is shown.

[0024] Figure 3 A schematic diagram of the structural connection of the anti-surge plate in the arc-shaped mounting groove according to the present invention is shown.

[0025] Figure 4 A schematic diagram of control signal transmission for an adaptive drag reduction, wave protection, and energy-saving ship hull according to the present invention is shown.

[0026] Explanation of reference numerals in the attached figures: 1. Hull; 2. Bow; 3. Wave deflector; 4. Electric telescopic push rod; 5. Deflector wing; 6. Sealing gasket; 7. Sensor acquisition module; 8. Control module; 9. Telescopic drive motor; 10. Servo motor. Detailed Implementation

[0027] Preferred embodiments of the invention will now be described in more detail. While preferred embodiments of the invention are described below, it should be understood that the invention can be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that the invention will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

[0028] like Figure 1As shown, the present invention provides an adaptive drag reduction, wave protection, and energy-saving ship hull, comprising: The wave-damping assembly is slidably installed on the side of the bow 2. The wave-damping assembly includes multiple wave-damping plates 3, one end of which is arc-shaped. The flow guiding assembly is telescopically mounted on both sides of the bottom of the hull 1. The flow guiding assembly includes multiple flow guiding wings 5. When the flow guiding wings 5 ​​are retracted to the bottom of the hull 1, the flow guiding wings 5 ​​are flush with the surface of the hull 1. The sensor acquisition module 7 is installed on the hull 1. The sensor acquisition module 7 is connected to the control module 8 by signal, and the control module 8 is connected to the wave-damping component and the flow-guiding component by control.

[0029] Specifically, the hull 1 features a deformable arc-shaped wave-damping component on the bow 2 and a retractable and tiltable flow-guiding component on the hull bottom. This allows the hull to perform both wave-damping and water resistance optimization functions. Furthermore, the hull structure is compact and does not occupy valuable hull space, making it adaptable to various types of vessels for mass production and modification. In addition, the sensor acquisition module 7 and control module 8 on the hull can collect and process data on speed, wave height, and draft, achieving multi-dimensional data linkage. This enables the wave-damping and flow-guiding components to intelligently and dynamically adjust, automatically matching operating conditions and completing structural adjustments without manual operation. This high level of intelligence and fast response solves the core technical challenge of fixed hulls being unable to adapt to multiple operating conditions. The bow 2 of the hull has arc-shaped mounting slots on both sides. The wave deflector 3 is slidably installed in the arc-shaped mounting slots. The wave deflector 3 can be adjusted by the telescopic push rod driven by the telescopic transmission motor 9, which moves the wave deflector 3 to the rear of the cockpit on the bow 2. The arc of the wave deflector 3 increases as it moves further back. At the bottom of the hull 1, there is also a flow guide mounting cavity. When the flow guide wing 5 is not pushed out by the telescopic rod, the flow guide wing 5 conforms to the bottom of the hull 1 and does not form an outward protrusion. When the flow guide wing 5 needs to extend outward from the hull 1, it will form a certain angle with the horizontal plane. This optimizes the flow direction of the water under the hull and achieves the effect of eliminating vortex resistance.

[0030] The hull structure incorporates wave-damping components, flow-guiding components, a sensor acquisition module 7, and a control module 8. This integrated hull structure enables intelligent control logic and condition-adaptive algorithms based on multi-sensor data acquisition, operational condition identification, and automatic adjustment of the hull's wave-damping and drag-reduction structures. The wave-damping components adjust the extension length of the wave-damping plate 3 via an electric telescopic push rod 4. The flow-guiding components, through a servo motor 10 and a telescopic rod, adjust the extension length and tilt angle of the flow-guiding fins 5, ensuring uniform force distribution during hull navigation and avoiding yaw drag. A flexible sealing gasket 6 fills the space between the wave-damping plate 3 and the arc-shaped mounting groove, ensuring the watertightness of the wave-damping components. Thus, without affecting the ship's basic navigation performance, this hull reduces the area of ​​the hull exposed to wave impacts, improving navigation stability.

[0031] like Figure 3 As shown, symmetrical arc-shaped mounting slots are provided on both sides of the bow 2. Multiple electric telescopic push rods 4 are installed in each arc-shaped mounting slot. The electric telescopic push rods 4 are connected to the other end of the wave deflector 3 and are controlled by the control module 8.

[0032] Preferably, the two ends of the electric telescopic push rod 4 are hinged to the inner wall of the bow 2 and the wave deflector 3, respectively.

[0033] Preferably, a flexible sealing gasket 6 is provided between the arc-shaped mounting groove and the wave deflector 3.

[0034] Specifically, the wave-damping assembly includes a wave-damping plate 3, multi-stage electric telescopic push rods 4, and a sealing gasket 6. The wave-damping plate 3 is fitted into the arc-shaped mounting groove of the bow 2. Multiple sets of electric telescopic push rods 4 are evenly arranged on the inner side. The two ends of the electric telescopic push rods 4 are respectively hinged to the inner wall of the bow 2 and the inner side of the wave-damping plate 3. In this way, the outward curvature of the wave-damping plate 3 can be adjusted by telescopic movement. In addition, the flexible sealing gasket 6 fills the gap between the wave-damping plate 3 and the bow 2 to achieve watertight protection.

[0035] Preferably, the flexible sealing gasket 6 is made of seawater-resistant rubber, and the cross-section of the flexible sealing gasket 6 is trapezoidal.

[0036] like Figure 1 and Figure 2 As shown, a flow-guiding installation cavity is provided at the bottom of the hull 1, and the flow-guiding assembly includes: Multiple servo motors 10 are installed in the flow guide mounting cavity; Multiple telescopic transmission mechanisms are respectively set between the servo motor 10 and the guide vane 5. The telescopic transmission mechanism includes multiple parallel telescopic rods, which are hinged to different height positions of the guide vane 5. The servo motor 10 is connected to the control module 8 for control.

[0037] Specifically, four flow-guiding mounting cavities are symmetrically arranged at the bottom of the hull 1. Each flow-guiding mounting cavity is hinged to the flow-guiding wing 5 via two sets of telescopic rods. The telescopic rods are also hinged to the flow-guiding mounting cavities. The servo motor 10 can drive the telescopic rods to change the overall length, realizing the synchronous extension and retraction and synchronous angle adjustment of the flow-guiding wing 5. When the flow-guiding wing 5 is retracted at the bottom of the hull 1, it is retracted vertically. When the hull is in a calm water high-speed condition, the flow-guiding wing 5 is extended to its maximum length, and the lengths of the upper and lower sets of telescopic rods are changed so that the flow-guiding wing 5 can be in a straight state, thus reducing high-speed wave-making resistance and frictional resistance. When the hull is in a heavy load low-speed condition, the extension length of the flow-guiding wing 5 is 90% to 100% of the total extendable length, and the flow-guiding wings 5 ​​on both sides are retracted inward. The guide vanes 5 are retracted into a figure-eight shape, with a retraction angle of 3°-5°. This allows the guide vanes 5 to generate a small amount of dynamic lift, reducing the ship's heavy load and sinking, and dispersing the heavy load vortex at the bottom. When the ship is sailing in wind and waves, the servo motor 10 drives the telescopic rod to extend to 40%~60% of its total extendable length. The two guide vanes 5 are arranged in parallel and symmetrically, and the tilt angle of the guide vanes 5 is maintained at a near-horizontal state of 0°±1°, without retracting inward to form a figure-eight structure. The protrusion height is significantly reduced, reducing the area of ​​impact from waves in the lateral and vertical directions, and reducing the ship's rolling amplitude. When the ship is in normal calm water conditions, the servo motor drives the telescopic rod to adjust the guide vanes to a small extension state, with the guide vanes 5 extending to 15%~30% of their total extendable length, and the front section of the guide vanes extending to 70%~85%. It is housed inside the flow guide installation cavity, with only the rear end protruding slightly from the bottom of the boat. The flow guide wing maintains a horizontal attitude, so that the hull takes into account both basic drag reduction and navigation safety, and is suitable for regular short-distance navigation.

[0038] Preferably, four guide vanes 5 are provided, and the guide vanes 5 are symmetrically arranged at the bottom of the hull 1 along the center line of the hull.

[0039] Preferably, the sensing and acquisition module 7 includes a speed sensor, a wave height sensor, a draft sensor, and an attitude sensor.

[0040] Specifically, the sensor acquisition module 7 can collect data on the ship's speed, wave height, draft, and pitch and roll attitude in real time through various sensors, and transmit the collected data to the intelligent control module 8 in real time. The control module 8 is also equipped with a working condition recognition program and an adaptive adjustment algorithm. It presets four basic working condition parameters: high-speed cruising, heavy load low speed, wind and waves navigation, and calm water navigation. It automatically matches the collected sensor data with the corresponding working condition and precisely controls the electric telescopic push rod 4 and the servo motor 10 to complete the structural adaptive adjustment, forming a closed-loop intelligent control system.

[0041] like Figure 4As shown, the present invention also provides a control method for an adaptive drag-reduction, wave-protection, and energy-saving ship hull. Utilizing the aforementioned adaptive drag-reduction, wave-protection, and energy-saving ship hull, the control method is characterized by comprising: Step S1: The sensor acquisition module 7 collects data on ship speed, sea wave height, ship draft, and ship pitch and roll attitude in real time, and transmits it synchronously to the control module 8. Step S2: Control module 8 compares data with preset operating condition thresholds and automatically matches the current navigation condition; Step S3: Drive the anti-wave assembly to adjust the outward convexity of the anti-wave plate 3 according to the matching working conditions, and at the same time drive the flow guiding assembly to adjust the extension length and tilt angle of the flow guiding wing 5. Step S4: The sensor acquisition module 7 maintains a real-time data acquisition status.

[0042] Preferably, the control module 8 has preset threshold values ​​for four navigation conditions: high-speed cruise, heavy load low speed, wind and waves navigation, and calm water normal navigation.

[0043] Specifically, the core of the hull control method is as follows: When the ship is cruising at high speed, the control module 8 detects that the speed exceeds the limit, controls the wave deflector 3 to bulge slightly outward, reducing the wave-making area of ​​the bow 2, and at the same time controls the bottom guide vane 5 to fully extend and level, reducing the frictional resistance and wave-making resistance of the bottom; when the ship is sailing at low speed with a heavy load, the wave deflector 3 is extended backward, thereby increasing the curvature of the wave deflector 3 and improving the wave storage and buffering capacity of the bow 2, while the tilt angle of the guide vane 5 is finely adjusted to optimize the flow guidance effect of the heavy load water flow; when the wave height on the sea surface is detected to exceed the preset threshold, the wave deflector 3 is fully extended from the arc-shaped mounting slot, thus greatly increasing the outward curvature of the wave deflector 3, forming a high-strength wave-blocking structure, while partially retracting the guide vane 5 to reduce the force-bearing area of ​​the hull 1 subjected to wave impact and improve navigation stability.

[0044] The vessel monitors its navigation conditions through sensor acquisition module 7 and control module 8. It can collect data on the vessel's speed, wave height, draft, and hull attitude around the clock, transmitting this data in real-time to control module 8. This data is then compared and matched with four preset navigation conditions in control module 8, finally sending control commands to the electric telescopic push rod 4 and servo motor 10. The specific steps are as follows: When the control module 8 identifies that the hull is in a calm water high-speed condition, with a ship speed ≥15 knots and a wave height ≤0.5m, the control module 8 controls the electric telescopic push rod 4 to extend slightly, with the extension length being 20%~35% of the total length, so that the wave deflector 3 maintains a small arc streamline state, reducing wave-making resistance; at the same time, the control module 8 controls the servo motor 10 to drive the telescopic rod, fully extending the guide wing 5 and adjusting it to a horizontal state, so that the guide wing 5 is completely pushed out of the guide installation cavity, and the wing body of the guide wing 5 is fully exposed to the water flow under the hull. The guide wing 5 maintains a 0° horizontal attitude, so that a protruding long and streamlined guide wing 5 is formed under the hull, which is straight and maximizes the sorting of the bottom water flow, reducing high-speed wave-making resistance and frictional resistance, thereby maximizing the reduction of bottom water resistance and improving the sailing speed.

[0045] When the control unit identifies that the hull is in a heavy-load, low-speed condition, with a ship speed ≤ 8 knots and a draft ≥ the preset heavy-load threshold, the control module 8 pushes the wave deflector 3 backward, thereby increasing the outward convexity of the wave deflector 3 and extending it to 65%~85% of the total extension length, thus improving the buffering capacity of the bow 2. At the same time, the control servo motor 10 is controlled to keep the telescopic rod in its longest state, so that the guide vanes 5 are fully extended, and the guide vanes 5 on both sides are slightly adjusted to tilt downward by 3°~5°, forming a shape where the leading edge of the wing is low and the trailing edge is high, so that the guide vanes 5 on both sides are in a V-shape. The tilted wing surface generates a small dynamic lift force, which reduces the sinking of the ship under heavy load, disperses the heavy-load vortex at the bottom, optimizes the water flow guidance effect at the bottom of the ship, and eliminates the vortex resistance generated by heavy-load navigation.

[0046] When the control unit identifies that the ship is sailing in wind and waves with a wave height of ≥1m, the control module 8 fully extends the wave deflector 3, with the extension length being 90%~100% of the total extension length, forming a large curved wave-blocking structure to buffer the impact of sea waves; at the same time, the control servo motor 10 retracts the guide vane 5 to half its length, with the two guide vanes 5 arranged in parallel and symmetrically, and the tilt angle of the guide vane 5 maintained at a near-horizontal state of 0°±1°, without retracting inward to form an eight-shaped structure, so that the guide vane 5 is only slightly exposed above the water surface. This significantly reduces the protrusion height, reduces the area of ​​impact force of sea waves in the lateral and vertical directions, and reduces the hull rolling amplitude.

[0047] When the control unit recognizes that the hull is in normal calm water conditions, the control module 8 restores the wave-damping components to the recovery guide installation cavity, with an extension length of 0~20% of the total extension length, and extends the guide wing 5 slightly, so that the extension length of the guide wing 5 is 20% of the total extendable length, so that the guide wing 5 protrudes slightly from the bottom of the hull, taking into account basic drag reduction and passage safety, suitable for normal short-distance navigation and daily patrol operations.

[0048] When the control unit identifies that the hull is in a special working condition of docking / shallow water (not one of the four standard working conditions), it will fully retract the guide vane 5 to ensure that the guide vane 5 is flush with the outer surface of the hull bottom and that the hull bottom is smooth and without protrusions, so as to prevent the vane from being damaged by grounding or docking.

[0049] The various embodiments of the present invention have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments.

Claims

1. An adaptive drag-reduction, wave-damping, and energy-saving ship hull, characterized in that, include: A wave-damping assembly is slidably mounted on the side of the bow of the ship. The wave-damping assembly includes multiple wave-damping plates, one end of which is arc-shaped. A flow guiding assembly is telescopically mounted on both sides of the bottom of the hull. The flow guiding assembly includes multiple flow guiding wings. When the flow guiding wings are retracted to the bottom of the hull, the flow guiding wings are flush with the surface of the hull. A sensor acquisition module is installed on the hull. The sensor acquisition module is connected to the control module via signal, and the control module is connected to the wave-damping component and the flow-guiding component via control.

2. The adaptive drag reduction, wave protection, and energy-saving ship hull according to claim 1, characterized in that, The bow has symmetrical arc-shaped mounting slots on both sides, and each arc-shaped mounting slot has multiple electric telescopic push rods installed in it. The electric telescopic push rods are connected to the other end of the wave deflector and are controlled by the control module.

3. The adaptive drag reduction, wave protection, and energy-saving ship hull according to claim 2, characterized in that, The two ends of the electric telescopic push rod are respectively hinged to the inner wall of the bow and the wave deflector.

4. The adaptive drag reduction, wave protection, and energy-saving ship hull according to claim 2, characterized in that, A flexible sealing gasket is provided between the arc-shaped mounting groove and the wave deflector.

5. The adaptive drag reduction, wave protection, and energy-saving ship hull according to claim 4, characterized in that, The flexible sealing gasket is made of seawater-resistant rubber, and its cross-section is trapezoidal.

6. The adaptive drag reduction, wave protection, and energy-saving ship hull according to claim 1, characterized in that, The bottom of the hull has a flow-guiding installation cavity, and the flow-guiding assembly includes: Multiple servo motors are disposed in the flow guide mounting cavity; Multiple telescopic transmission mechanisms are respectively disposed between the servo motor and the guide vane. Each telescopic transmission mechanism includes multiple parallel telescopic rods, which are hinged to different height positions of the guide vane. The servo motor is connected to the control module.

7. The adaptive drag reduction, wave protection, and energy-saving ship hull according to claim 1, characterized in that, The guide vanes are provided in four parts, and are symmetrically arranged at the bottom of the hull along the center line of the hull.

8. The adaptive drag reduction, wave protection, and energy-saving ship hull according to claim 1, characterized in that, The sensor acquisition module includes a speed sensor, a wave height sensor, a draft sensor, and an attitude sensor.

9. A control method for an adaptive drag-reduction, wave-protection, and energy-saving ship hull, utilizing the adaptive drag-reduction, wave-protection, and energy-saving ship hull according to any one of claims 1-8, characterized in that, The control method includes: Step S1: The sensor acquisition module collects data on ship speed, sea wave height, ship draft, and ship pitch and roll attitude in real time, and transmits it synchronously to the control module. Step S2: The control module compares the data with the preset operating condition thresholds and automatically matches the current navigation condition; Step S3: Drive the anti-wave assembly to adjust the outward convexity of the anti-wave plate according to the matching working conditions, and at the same time drive the flow guiding assembly to adjust the extension length and tilt angle of the flow guiding wing. Step S4: The sensor acquisition module maintains a real-time data acquisition status.

10. The adaptive drag reduction, wave protection, and energy-saving ship hull control method according to claim 9, characterized in that, The control module has preset threshold values ​​for four navigation conditions: high-speed cruise, heavy load low speed, wind and waves navigation, and calm water normal navigation.

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