A drag reduction structure

Abstract

The utility model relates to the technical field of ship drag reduction structure, in particular to a drag reduction structure, wherein the bow is fixedly mounted on the front end of the hull, the bulbous bow is fixedly mounted on the lower end of the hull, the drag reduction coating is fixedly mounted on the front end of the bow, the drag reduction coating is fixedly mounted on the front end of the bulbous bow, the streamline seat is fixedly mounted on the top of the bow, and water guide plates are fixedly mounted on both sides of the outer wall of the hull, and the two water guide plates are arranged parallel to each other. The drag reduction structure is evenly opened at the bottom end of the bulbous bow through a pressure-resistant layer, and an air pump sucks in external air and delivers it to the lower end air outlet for discharge. The discharged air will generate bubbles and adhere to the bottom surface of the bulbous bow and flow backward, forming an air film that adheres to and lubricates the bottom of the hull while reducing the resistance of the water flow. Moreover, the air outlet at the lower end of the bulbous bow will not be affected by the draft depth and can always work, thereby ultimately improving the use effect of the drag reduction structure.

Description

Technical Field

[0001] The utility model relates to the technical field of ship drag reduction structures, in particular to a drag reduction structure. Background Art

[0002] The main factor affecting ship resistance is fluid medium. The force that hinders the navigation of ships under the influence of fluids such as water and air is called ship resistance. The main part of ship resistance is the resistance of the main hull. The resistance of the hull contacting the water surface is water resistance, and the resistance not contacting the water surface is air resistance. When the ship moves forward, the hull contacts the water and moves relative to it. Since water has adhesion to the hull, a friction force in the opposite direction of the ship's movement is generated between the water and the hull. This friction force will prevent the ship from moving forward.

[0003] For example, the authorization announcement number "CN215155425U" is named a hull drag reduction structure. Although a jet structure is set on the side of the hull, the jet structure sprays jets on both sides of the hull to form an air layer on both sides of the hull, and the viscosity of the hull surface and the water surface is separated by the air layer, so that the fluid around the ship is changed, thereby reducing the impact of friction resistance on the ship, but it still exists. The existing hull drag reduction structure has an air lubrication structure to help large ships reduce the resistance of water flow during navigation. However, because the jet pipes of the air lubrication structure are set on both sides of the outer wall of the ship, only when the ship is in a deep draft, the jet pipe can spray airflow in the water to form an air film for lubrication. When the ship is not fully loaded, the draft is shallow, and the airflow sprayed by the jet pipe cannot form lubrication in the water, which leads to the failure of the hull drag reduction structure. Moreover, the jet pipe protrudes directly from the outer wall of the ship. When the ship is sailing on the sea, the protruding jet pipe is easy to hit floating objects on the water surface, thereby causing damage and being unusable, which ultimately limits the actual use of the hull drag reduction structure.

[0004] At the same time, the existing hull drag reduction structure only uses the air film to form lubrication underwater to reduce water flow resistance. However, there are also structures above the water surface such as bridges and decks above the ship. Because the ship is very large, the structures above the water surface are also subject to great air resistance during navigation. The existing hull drag reduction structure is difficult to reduce the drag of the structure on the upper deck of the ship. Therefore, the ship will still be subject to great air resistance during navigation, which ultimately affects the ship's speed and makes the drag reduction effect of the hull drag reduction structure incomplete. Utility Model Content

[0005] The utility model aims to solve the problems of limited use and general drag reduction effect of existing hull drag reduction structures, and proposes a drag reduction structure.

[0006] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: a drag reduction structure, including a hull, a bow and a deck, the bow is fixedly installed at the front end of the hull, a main drag reduction structure is provided in front of the hull, the main drag reduction structure includes a bulbous bow, a drag reduction coating and a streamline seat, the bulbous bow is fixedly installed at the lower end of the hull, the drag reduction coating is fixedly installed at the front end of the bow, the drag reduction coating is fixedly installed at the front end of the bulbous bow, the streamline seat is fixedly installed at the top of the bow, water guide plates are fixedly installed on both sides of the outer wall of the hull, and the two water guide plates are arranged parallel to each other.

[0007] Preferably, a bottom airflow drag reduction structure is provided inside the hull;

[0008] The bottom airflow drag reduction structure includes an air delivery pump, a check valve and a pressure-resistant layer;

[0009] The two air pumps are fixedly installed on the top of the hull, an air inlet end is fixedly installed on one side of the two air pumps, an air pipe is fixedly connected below the two air inlet ends, a check valve is fixedly installed on the outside of the air pipe, a plurality of shunt pipes are fixedly connected below the air pipe, a plurality of pressure-resistant layers are fixedly installed below the bulbous bow, exhaust cavities are opened inside the plurality of pressure-resistant layers, air outlet holes are fixedly installed above the inside of the pressure-resistant layers, and the tops of the plurality of air outlet holes are fixedly connected to the shunt pipes.

[0010] Preferably, a bridge is fixedly installed above the deck, a cockpit is fixedly installed above the bridge, and a front end of the cockpit is arranged opposite to a rear side of the streamline seat.

[0011] Preferably, a propeller is movably mounted on the rear side of the hull, and the rear side of the propeller is vertically arranged between the hull.

[0012] Preferably, the rear sides of the lower ends of the plurality of pressure-resistant layers are flush with the bottom surface of the bulbous bow, and the plurality of pressure-resistant layers are evenly and equidistantly arranged.

[0013] Preferably, the deck is fixedly installed on the top of the hull, the deck and the bulbous bow below are arranged parallel to each other, and the water guide plate and the bulbous bow below are arranged relatively parallel to each other.

[0014] The utility model proposes a drag reduction structure, which has the beneficial effect of: the pressure-resistant layer is evenly opened at the bottom end of the bulbous bow, and the air pump sucks in external air and transmits it to the air outlet at the lower end for discharge. The discharged air will produce bubbles and adhere to the bottom surface of the bulbous bow and flow backward, forming an air film that fits and lubricates the bottom of the hull while reducing the resistance of the water flow. Moreover, the air outlet at the lower end of the bulbous bow will not be affected by the draft depth and can always work, thereby ultimately improving the use effect of the drag reduction structure.

[0015] The bulbous bow uses a spherical protruding end fixed at the lower end of the hull to reduce water resistance and increase the stability of the ship's driving. The drag-reducing coating is made of fluorocarbon coating and has excellent anti-fouling and drag-reducing properties. The streamline seat is fixed above the bow. The streamline seat is designed as a streamlined slope plate with an upward angle of degrees. It utilizes a large number of additional drag-reducing structures, so that the ship's driving drag-reducing structure can not only reduce water resistance but also reduce the air resistance above the ship, thereby improving the drag-reducing effect of the drag-reducing structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a three-dimensional schematic diagram of the utility model;

[0017] Figure 2 for Figure 1 A front cross-sectional schematic diagram of

[0018] Figure 3 for Figure 1 A schematic top view of the top surface;

[0019] Figure 4 for Figure 2 A schematic diagram of a right side view of FIG.

[0020] Figure 5 for Figure 2 Enlarged cross-sectional view of part A in the middle;

[0021] Figure 6 for Figure 4 Enlarged cross-sectional view of area B in the middle.

[0022] In the figure: 1. hull, 2. bow, 3. deck, 4. bridge, 5. cockpit, 6. propeller, 7. bottom airflow drag reduction structure, 71. air pump, 72. air inlet, 73. air pipe, 74. check valve, 75. diverter pipe, 76. air outlet, 77. exhaust chamber, 78. pressure-resistant layer, 8. main drag reduction structure, 81. bulbous bow, 82. drag reduction coating, 83. water guide plate, 84. streamline seat. DETAILED DESCRIPTION

[0023] The utility model is further described below in conjunction with the accompanying drawings:

[0024] See also Figure 1-6A drag reduction structure includes a hull 1, a bow 2 and a deck 3. The bow 2 is fixedly mounted at the front end of the hull 1. A main drag reduction structure 8 is arranged in front of the hull 1. The main drag reduction structure 8 includes a bulbous bow 81, a drag reduction coating 82 and a streamline seat 84. The bulbous bow 81 is fixedly mounted at the lower end of the hull 1. The bulbous bow 81 adopts a spherical protruding end fixed at the lower end of the hull 1 to reduce water flow resistance and increase the driving stability of the ship. The drag reduction coating 82 is fixedly mounted at the front end of the bow 2. The drag reduction coating 82 is fixedly mounted at the front end of the bulbous bow 81. The drag reduction coating 82 is made of fluorocarbon coating and has excellent anti-fouling performance and drag reduction performance. The streamline seat 84 is fixedly mounted on the top of the bow 2. The streamline seat 84 is fixed above the bow 2. The streamline seat 84 is designed as a streamlined slope plate with an upward angle of 30 degrees. It can resist pressure and guide the sea breeze facing the bow upward and to both sides, reducing the air resistance of the hull 1 and the upper bridge 4 of the deck 3, thereby reducing the resistance of the ship itself. Water guide plates 83 are fixedly installed on both sides of the outer wall of the hull 1. The water guide plates 83 are designed as semicircular strip structures and are installed on both sides of the hull 1 to increase the streamline degree of both sides of the hull 1 and reduce the resistance. The two water guide plates 83 are arranged parallel to each other. The bridge 4 is fixedly installed above the deck 3, and the cockpit 5 is fixedly installed above the bridge 4. The front end of the cockpit 5 is arranged opposite to the rear side of the streamline seat 84.

[0025] The bulbous bow 81 adopts a spherical protruding end fixed at the lower end of the hull 1 to reduce water flow resistance and increase the stability of the ship's driving. The drag reducing coating 82 is fixedly installed at the front end of the bulbous bow 81. The drag reducing coating 82 is made of fluorocarbon coating and has excellent anti-fouling and drag reducing properties. The streamline seat 84 is fixed above the bow 2. The streamline seat 84 is designed as a streamlined slope plate with an upward angle of 30 degrees. The pressure-resistant and directs the oncoming sea breeze of the bow to the top and both sides, reducing the air resistance of the hull 1 and the upper bridge 4 of the deck 3, thereby reducing the resistance of the ship itself. The water guide plate 83 is designed as a semicircular long strip structure, which is installed on both sides of the hull 1 to increase the streamline of both sides of the hull 1 and reduce the resistance. A large number of additional drag reducing structures are used, so that the ship's driving drag reducing structure can not only reduce water flow resistance but also reduce the air resistance above the ship, thereby improving the drag reducing effect of the drag reducing structure.

[0026] See also Figure 1-5, a bottom airflow drag reduction structure 7 is provided inside the hull 1, and the bottom airflow drag reduction structure 7 includes an air pump 71, a check valve 74 and a pressure-resistant layer 78. Two air pumps 71 are fixedly installed on the top of the hull 1, and an air inlet end 72 is fixedly installed on one side of the two air pumps 71. An air pipe 73 is fixedly connected below the two air inlet ends 72, and a check valve 74 is fixedly installed on the outside of the air pipe 73. The check valve 74 can be opened and closed by a circuit to facilitate the control of the inlet and outlet of the air pipe 73. A plurality of shunt pipes 75 are fixedly connected below the air pipe 73. A plurality of pressure-resistant layers 78 are fixedly installed below the bulbous bow 81, and exhaust cavities 77 are provided inside the plurality of pressure-resistant layers 78. The pressure-resistant layers 78 are evenly provided at the bottom of the bulbous bow 81. When the ship is traveling, the power supply is connected to start the air pump 71, and the air pump 71 inhales external air through the air inlet end 72, and then exhausts air along the The air is delivered to the shunt pipe 75 at the lower end through the air delivery pipe 73, and the multiple shunt pipes 75 discharge the external air along the air outlet 76. The pressure-resistant layer 78 is made of high-strength metal steel that is resistant to water pressure. The side close to the bow 2 is designed to be longer, and the side close to the rear side of the bulbous bow 81 is flush with the bottom surface of the bulbous bow 81. In this way, the discharged air will produce bubbles and adhere to the bottom surface of the bulbous bow 81 and flow backward, forming an air film that fits and lubricates the bottom of the hull while reducing the resistance of the water flow. Because the air outlet 76 is set at the bottom of the bulbous bow 18, it is not easy to hit floating objects in the water, which protects the air outlet 76. Moreover, the air outlet 76 at the lower end of the bulbous bow 81 will not be affected by the draft depth and can always work, which ultimately improves the use effect of the drag reduction structure. The air outlet 76 is fixedly installed on the upper part of the inner part of the pressure-resistant layer 78, and the upper parts of the multiple air outlets 76 are fixedly connected to the shunt pipe 75.

[0027] The pressure-resistant layer 78 is evenly opened at the bottom end of the bulbous bow 81. When the ship is traveling, the power supply is connected to start the air pump 71. The air pump 71 inhales external air through the air inlet end 72, and then transports it to the shunt pipe 75 at the lower end along the air pipe 73. Multiple shunt pipes 75 discharge the external air along the air outlet 76. The pressure-resistant layer 78 is made of high-strength metal steel that is resistant to water pressure. The side close to the bow 2 is designed to be longer, and the side close to the rear side of the bulbous bow 81 is flush with the bottom surface of the bulbous bow 81. In this way, the discharged air will produce bubbles that adhere to the bottom surface of the bulbous bow 81 and flow backward, forming an air film that fits and lubricates the bottom of the hull while reducing the resistance of the water flow. Because the air outlet 76 is set at the bottom of the bulbous bow 18, it is not easy to hit floating objects in the water, which protects the air outlet 76. Moreover, the air outlet 76 at the lower end of the bulbous bow 81 will not be affected by the draft depth and can always work, thereby ultimately improving the use effect of the drag reduction structure.

[0028] See also Figure 1-5A propeller 6 is movably installed on the rear side of the hull 1, and the rear side of the propeller 6 is vertically arranged between the hull 1. The propeller 6 can be started through the cockpit 5 on the upper layer of the deck 3. The rotation of the propeller 6 will generate power to push the hull 1 forward. The rear sides of the lower ends of the multiple pressure-resistant layers 78 are flush with the bottom surface of the bulbous bow 81, and the multiple pressure-resistant layers 78 are evenly and equidistantly arranged. The deck 3 is fixedly installed above the hull 1, and the deck 3 and the bulbous bow 81 below are arranged parallel to each other, and the water guide plate 83 is relatively parallel to the bulbous bow 81 below.

[0029] Working principle:

[0030] Firstly, the bulbous bow 81 adopts a spherical protruding end fixed at the lower end of the hull 1 to reduce water flow resistance and increase the stability of the ship. The drag-reducing coating 82 is fixedly installed at the front end of the bulbous bow 81. The drag-reducing coating 82 is made of fluorocarbon coating and has excellent anti-fouling and drag-reducing performance. The streamline seat 84 is fixed above the bow 2. The streamline seat 84 is designed as a streamlined slope plate with an upward angle of 30 degrees. The pressure-resistant and directs the sea breeze facing the bow upward and to both sides, reducing the air resistance of the hull 1 and the upper bridge 4 of the deck 3, thereby reducing the resistance of the ship itself. The water guide plate 83 is designed as a semicircular long strip structure, which is installed on both sides of the hull 1 to increase the streamline of both sides of the hull 1 and reduce the resistance.

[0031] Then, the pressure-resistant layer 78 is evenly opened at the bottom of the bulbous bow 81. When the ship is traveling, the power supply is connected to start the air pump 71. The air pump 71 inhales external air through the air inlet end 72, and then transmits it to the diversion pipe 75 at the lower end along the air pipe 73. Multiple diversion pipes 75 discharge the external air along the air outlet 76. The pressure-resistant layer 78 is made of high-strength metal steel that is resistant to water pressure. The side close to the bow 2 is designed to be longer, and the side close to the rear side of the bulbous bow 81 is flush with the bottom surface of the bulbous bow 81. In this way, the discharged air will produce bubbles that fit the bottom surface of the bulbous bow 81 and flow backward, forming an air film that fits and lubricates the bottom of the hull while reducing the resistance of the water flow. Because the air outlet 76 is set at the bottom of the bulbous bow 18, it is not easy to hit floating objects in the water, which protects the air outlet 76. Moreover, the air outlet 76 at the lower end of the bulbous bow 81 will not be affected by the draft depth and can always work.

[0032] Although the present invention has been shown and described with reference to the preferred embodiments, it will be understood by those skilled in the art that various changes in form and details may be made therein within the scope of the claims.

Claims

1. A drag reduction structure, comprising a hull (1), a bow (2) and a deck (3), characterized in that: The bow (2) is fixedly mounted at the front end of the hull (1); a main drag reduction structure (8) is provided in front of the hull (1); the main drag reduction structure (8) comprises a bulbous bow (81), a drag reduction coating (82) and a streamline seat (84); the bulbous bow (81) is fixedly mounted at the lower end of the hull (1); the drag reduction coating (82) is fixedly mounted at the front end of the bow (2); the drag reduction coating (82) is fixedly mounted at the front end of the bulbous bow (81); the streamline seat (84) is fixedly mounted at the top of the bow (2); and water guide plates (83) are fixedly mounted on both sides of the outer wall of the hull (1); the two water guide plates (83) are arranged parallel to each other.

2. A drag reduction structure according to claim 1, characterized in that: A bottom airflow drag reduction structure (7) is provided inside the hull (1); The bottom airflow drag reduction structure (7) comprises an air delivery pump (71), a check valve (74) and a pressure-resistant layer (78); The two air pumps (71) are fixedly mounted on the top of the hull (1); an air inlet end (72) is fixedly mounted on one side of the two air pumps (71); an air pipe (73) is fixedly connected below the two air inlet ends (72); a check valve (74) is fixedly mounted on the outside of the air pipe (73); a plurality of shunt pipes (75) are fixedly connected below the air pipe (73); a plurality of pressure-resistant layers (78) are fixedly mounted below the bulbous bow (81); exhaust cavities (77) are provided inside the plurality of pressure-resistant layers (78); an air outlet hole (76) is fixedly mounted above the interior of the pressure-resistant layer (78); and the upper parts of the plurality of air outlet holes (76) are fixedly connected to the shunt pipe (75).

3. A drag reduction structure according to claim 1, characterized in that: A bridge (4) is fixedly installed above the deck (3), a cockpit (5) is fixedly installed above the bridge (4), and the front end of the cockpit (5) is arranged opposite to the rear side of the streamline seat (84).

4. A drag reduction structure according to claim 1, characterized in that: A propeller (6) is movably mounted on the rear side of the hull (1), and the rear side of the propeller (6) is vertically arranged between the hull (1).

5. A drag reduction structure according to claim 2, characterized in that: The rear sides of the lower ends of the plurality of pressure-resistant layers (78) are flush with the bottom surface of the bulbous bow (81), and the plurality of pressure-resistant layers (78) are evenly and equidistantly arranged.

6. A drag reduction structure according to claim 1, characterized in that: The deck (3) is fixedly mounted above the hull (1), the deck (3) and the bulbous bow (81) below are arranged parallel to each other, and the water guide plate (83) and the bulbous bow (81) below are arranged relatively parallel to each other.

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