Marine boosting sail

Abstract

The utility model discloses a boosting sail for a ship, which comprises a sail body, the sail body comprises an outer skin, the outer skin is provided with an outer convex surface and an inner concave surface, the cross section of the outer skin is crescent-shaped, the inner concave surface forms a pressure surface, the outer convex surface forms a suction surface, and when wind blows from one side of the ship to the other side of the ship, the outer convex surface forms a suction surface. The pressure difference between the pressure surface and the suction surface generates thrust in the advancing direction of the ship, the wind isolation body comprises a first wind shielding structure, the first wind shielding structure is of a structure extending from the inner concave surface to the backward direction, the wind isolation body is combined to the sail body in the using process, and the wind isolation body and the sail body are combined to form a cross section. The first wind shielding structures are continuously arranged in the left-right direction of the inner concave face. By means of the arrangement, flow parallel to the sail columns can be slowed down or avoided, or the flow is slowed down or avoided from developing in the direction parallel to the sail columns, and therefore the aerodynamic efficiency of the air volume on the inner concave face (the pressure face) is improved, and the pressure difference between the two surfaces (the pressure face and the suction face) of the sail body can be increased.

Description

Technical Field

[0001] The utility model relates to the field of sails, in particular to a marine booster sail. Background Art

[0002] Using wind energy to assist propulsion can reduce ship fuel consumption and emissions. The principle of sail-assisted propulsion is to use the pressure difference between the suction surface and the pressure surface of the sail under the incoming flow to generate aerodynamic force in the longitudinal cross-sectional direction of the ship to provide propulsion.

[0003] The existing booster sails include different cross-sectional forms. The most commonly used and effective one is Figure 1 The form shown, Figure 1 The cross-sectional view of the sail is a horizontal plane, which is composed of two curves with different curvatures and presents a crescent shape. For example, the patent with the publication number "CN201745736U" describes in detail the boost effect of the sail with this cross-sectional form. However, when the utility model inventor actually used the sail, he realized that when the sail guided the airflow from the side, the airflow on the pressure surface with higher pressure would run wild, which would reduce the pressure difference between it and the suction surface, resulting in a poor boost effect.

[0004] Therefore, how to provide a marine propulsion sail that can avoid the above-mentioned disadvantages has become a technical problem that technical personnel in this field urgently need to solve. Utility Model Content

[0005] To achieve the above purpose, the utility model provides a marine booster sail, which can improve the aerodynamic efficiency of the sail and increase the pressure difference between the two surfaces of the sail. The specific technical solution is as follows:

[0006] A ship-borne booster sail comprises a sail body, wherein the sail body comprises a truss and an outer skin supported and fixed by the truss, the truss is made of metal, the outer skin has an outer convex surface and an inner concave surface respectively arranged in a front and rear direction, the front direction is the direction of the ship's advance, the left and right ends corresponding to the outer convex surface and the inner concave surface are both intersected so that the cross section of the outer skin presents a crescent shape, the cross section is a horizontal plane, the inner concave surface forms a pressure surface, and the outer convex surface forms a suction surface, when the wind direction blows from one of the two sides of the ship to the other side, the pressure difference between the pressure surface and the suction surface generates thrust in the direction of the ship's advance, and also comprises at least one wind-shielding body, the wind-shielding body comprises a first wind-shielding structure, the first wind-shielding structure is a structure extending from the inner concave surface in a rearward direction, the wind-shielding body is combined to the sail body when in use, and in the cross section presented by the two after the combination, the first wind-shielding structure is continuously arranged along the left and right directions of the inner concave surface.

[0007] Preferably, the wind shielding body further includes a second wind shielding structure, which is a structure extending forward from the convex surface. In the cross-section presented by the combination of the two, the second wind shielding structure is continuously arranged along the left-right direction of the convex surface.

[0008] Preferably, the wind shielding body is a flat plate with a D-shaped cross-section, and when this flat plate is combined with the sail body, it is arranged in the horizontal direction. The partial plate body on the flat plate corresponding to the concave surface and located behind the concave surface forms the first wind shielding structure, and the partial plate body on the flat plate corresponding to the convex surface and located in front of the convex surface forms the second wind shielding structure.

[0009] Preferably, the crescent-shaped concave surface and convex surface intersect on the left and right sides, forming a left connection end and a right connection end respectively arranged on the left and right sides. The D shape includes a straight edge and a curved edge, and these two edges form two connection ends. One connection end corresponds to the left connection end and is located at the left rear of the left connection end, and the other connection end corresponds to the right connection end and is located at the right rear of the right connection end.

[0010] Preferably, both connection ends of the straight edge and the curved edge are provided with rounded corners.

[0011] Preferably, the crescent shape and the D shape are coincidentally arranged at the middle position in the left-right direction.

[0012] Preferably, the maximum distance of the D shape in the left-right direction is 125% of the maximum distance of the crescent shape in the left-right direction, and the maximum distance of the D shape in the front-rear direction is 125% of the maximum distance of the crescent shape in the front-rear direction.

[0013] Preferably, the thickness of the flat plate is 6 - 35 mm.

[0014] Preferably, the number of the flat plates is two, and these two plate bodies are respectively combined with the top and bottom positions of the sail body during use.

[0015] Preferably, the number of the flat plates is three, and these three plate bodies are respectively combined with the top, bottom, and the middle position between the top and the bottom of the sail body during use.

[0016] The provided marine boosting sail has the following technical effects:

[0017] The first wind shielding structure is located behind the inner concave surface. Through this arrangement, the flow parallel to the mast can be slowed down or avoided, or the flow parallel to the mast can be slowed down or avoided, thereby improving the aerodynamic efficiency of the wind volume on the inner concave surface (pressure surface). To this end, the pressure difference between the two surfaces of the sail body (pressure surface and suction surface) can be increased; and the first wind shielding structure is arranged to block the flow of additional high-pressure airflow on the pressure surface, and can reduce the ability of the high-pressure airflow from the pressure surface to enter the low-pressure area of the suction surface.

[0018] Preferably, a second wind shielding structure is also included, which can further avoid the problem of turbulent flow of airflows with different pressures on the pressure side and the suction side, and can increase the pressure difference between the suction side and the pressure side, so that the propulsion force of the sail is greater.

[0019] Preferably, the wind shield is a flat plate with a D-shaped cross section; the curved side of the D-shaped flat plate, that is, the protruding side is located on the protruding side of the sail body (external convex surface), and the straight side of the D-shaped flat plate is located on the concave side of the sail body (inner concave surface). The sail body geometry is a curved surface with a large thickness in the middle and thinner on both sides. The D-shaped flat plate also has a large area in the middle and small areas on both sides. The corresponding adapted geometry enables the flat plate to achieve a more stable guidance of the airflow.

[0020] In addition, the D-shaped flat plate has the advantage of being easy to process. One side of the flat plate is a straight line, which is convenient for workers to measure and level on site. The entire shape is bilaterally symmetrical and has a simple geometric appearance. The D-shaped flat plate also has the characteristic of low cost. It can be directly processed using metal plates without bending. The process is simple and the cost is low.

[0021] Compared with ordinary marine booster sails, the D-shaped flat-plate booster sail can increase the sail lift coefficient by 0.1 to 0.2, directly increasing the thrust under crosswind conditions, which can help save energy and reduce emissions, and improve the environmental protection and energy efficiency of ships.

[0022] Preferably, both intersection ends of the straight edge and the curved edge are chamfered, which can have the following technical effects: it has two technical advantages. First, it can reduce the stress concentration here. Second, it can avoid the occurrence of eddy flow. The eddy flow of this scale in the air is usually unstable, and metal fatigue will occur when the force is large or small.

[0023] Preferably, the maximum distance of the D-type in the left-right direction is 125% of the maximum distance of the crescent shape in the left-right direction, and the maximum distance of the D-type in the front-back direction is 125% of the maximum distance of the crescent shape in the front-back direction. Too small a size cannot block the flow, and too large a size will produce additional resistance. The size limit is the most appropriate setting after a comprehensive compromise. The thickness is about 6 to 35 mm, as thin as possible while ensuring structural strength and rigidity. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 Schematic diagram of the structure for guiding air flow of an existing boosting sail

[0025] Figure 2 Schematic diagram of the cross-section presented when the marine boosting sail provided by the present utility model is combined with the sail body

[0026] Figure 3 Schematic diagram of the cross-section of a specific embodiment of the marine boosting sail provided by the present utility model

[0027] Figure 4 Schematic diagram of the cross-section of another specific embodiment of the marine boosting sail provided by the present utility model

[0028] Figure 5 Schematic diagram of the structure for guiding air flow when the marine boosting sail provided by the present utility model is combined with the sail body

[0029] Figure 6 Schematic diagram of the structure when the marine boosting sail provided by the present utility model is combined with the sail body

[0030] Figures 1-6 The reference numerals in the figure are as follows:

[0031] 1 crescent shape, 2 convex surface, 3 concave surface, 4 first wind shielding structure, 5 second wind shielding structure, 6 flat plate, 7 left connection end, 8 right connection end, 9 rounded corner. Specific embodiments

[0032] In order to make the objectives, technical solutions and advantages of the present utility model more clear and understandable, the following further elaborates on a marine boosting sail proposed by the present utility model in conjunction with the accompanying drawings and specific embodiments. According to the following description, the advantages and features of the present utility model will be clearer. It should be noted that the accompanying drawings are in a very simplified form and all use non-precise scales, only for facilitating and clearly assisting in explaining the objectives of the embodiments of the present utility model. In order to make the objectives, features and advantages of the present utility model more obvious and understandable, please refer to the accompanying drawings. It should be noted that the structures, scales, sizes, etc. shown in the drawings of this specification are only used to cooperate with the content disclosed in the specification for those familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the present utility model. Therefore, they do not have technical essence. Any modification of the structure, change of the proportional relationship or adjustment of the size, without affecting the effects that the present utility model can produce and the objectives that can be achieved, should still fall within the scope covered by the technical content disclosed by the present utility model.

[0033] Combined with the attached Figures 1-6, the present utility model provides a marine boosting sail, which includes a sail body. The sail body includes a truss and an outer skin supported and fixed by the truss. The outer skin has an outer convex surface 2 and an inner concave surface 3 disposed in the front and rear directions respectively. The front direction is the direction of the ship's forward movement. The left and right ends corresponding to the outer convex surface 2 and the inner concave surface 3 are both joined, so that the cross-section of the outer skin presents a crescent shape 1. This cross-section is a horizontal plane. The inner concave surface 3 forms a pressure surface, and the outer convex surface 2 forms a suction surface. When the wind blows from one side of the ship's two sides to the other side, the pressure difference between the pressure surface and the suction surface generates a thrust in the ship's forward direction. It also includes at least one wind-blocking body, and the wind-blocking body includes a first wind-blocking structure 4. The first wind-blocking structure 4 is a structure extending from the inner concave surface 3 in the rear direction. When the wind-blocking body is in use, it is combined with the sail body. In the cross-section presented by the two combined, the first wind-blocking structure 4 is continuously arranged along the left and right directions of the inner concave surface 3.

[0034] The first wind-blocking structure 4 is located in the rear direction of the inner concave surface 3. Through this setting, the flow parallel to the sail column can be slowed down or avoided, or the development of the flow direction parallel to the sail column can be slowed down or avoided, thereby improving the aerodynamic efficiency of the air volume on the inner concave surface 3 (pressure surface). Therefore, the pressure difference between the two surfaces (pressure surface and suction surface) of the sail body can be increased; and the setting position of the first wind-blocking structure 4 can block the flow of the extra high-pressure air flow on the pressure surface, and can reduce the ability of the high-pressure air flow from the pressure surface to enter the low-pressure area of the suction surface.

[0035] In a specific embodiment, in combination Figures 1-6 , the wind-blocking body further includes a second wind-blocking structure 5. The second wind-blocking structure 5 is a structure extending from the outer convex surface 2 in the front direction. In the cross-section presented by the two combined, the second wind-blocking structure 5 is continuously arranged along the left and right directions of the outer convex surface 2.

[0036] It also includes a second wind-blocking structure 5, which can further avoid the problem of the disordered flow of the air flows with different pressures on the pressure surface and the suction surface, can increase the pressure difference between the suction surface and the pressure surface, and the boosting driving force of the sail is greater.

[0037] In a specific embodiment, the wind-blocking body is a flat plate 6 with a D-shaped cross-section. When the flat plate 6 is combined with the sail body, it is arranged in the horizontal direction. The partial plate body of the flat plate 6 corresponding to the inner concave surface 3 and located in the rear direction of the inner concave surface 3 forms the first wind-blocking structure 4, and the partial plate body of the flat plate 6 corresponding to the outer convex surface 2 and located in the front direction of the outer convex surface 2 forms the second wind-blocking structure 5.

[0038] The D-shaped flat plate 6 can be welded to the truss by welding (here, the outer skin is no longer provided on the outside of the truss), or it can be fastened to the inner truss with screws.

[0039] Regarding the outer skin, its material is usually a non-metallic material, while the material of the truss is usually a metallic material, which enhances the support strength.

[0040] The concave surface 3 and the convex surface 2 of the crescent shape 1 intersect on the left and right sides, forming a left connection end 7 and a right connection end 8 respectively arranged on the left and right sides. The D shape includes a straight edge and a curved edge, and the straight edge and the curved edge form two connection ends. One connection end corresponds to the left connection end 7 and is located at the left rear of the left connection end 7, and the other connection end corresponds to the right connection end 8 and is located at the right rear of the right connection end 8.

[0041] The wind-blocking body is the flat plate 6 with a D-shaped cross-section; the curved edge of the D-shaped flat plate 6, that is, the protruding side, is located on the protruding side (convex surface 2) of the sail body, and the straight edge of the D-shaped flat plate 6 is located on the concave side (concave surface 3) of the sail body, which better adapts to the geometry of the sail body;

[0042] In addition, the D-shaped flat plate 6 has the advantage of simple processing. One of its sides is a straight line, which is convenient for workers to measure and level on-site. The whole shape is geometrically symmetric and simple; the D-shaped flat plate 6 also has the characteristic of low cost. It can be directly processed with metal plates without bending, and the process is simple and the cost is low.

[0043] Compared with ordinary marine boosting sails, the boosting sail with the D-shaped flat plate 6 can increase the lift coefficient of the sail by 0.1 - 0.2. Under the crosswind condition, it can directly increase the boosting force, which can help with energy conservation and emission reduction and improve the environmental protection energy efficiency level of the ship.

[0044] Such as Figure 4 As shown, in another specific embodiment, both connection ends of the straight edge and the curved edge are provided with rounded corners 9.

[0045] In a specific embodiment, the crescent shape 1 and the D shape are overlapped and arranged at the middle position in the left-right direction, which can maintain the stability after the combination of the two.

[0046] Among them, the maximum distance of the D shape in the left-right direction is 125% of the maximum distance of the crescent shape 1 in the left-right direction, and the maximum distance of the D shape in the front-back direction is 125% of the maximum distance of the crescent shape 1 in the front-back direction.

[0047] The thickness of the flat plate 6 is 6 - 35 mm.

[0048] Too small a size of the flat plate 6 cannot play a role in blocking the flow, and too large a size will generate additional resistance, and the limitation of this size is the most appropriate setting after comprehensive consideration as a compromise. The thickness dimension is about 6 - 35 millimeters, and it is as thin as possible on the premise of ensuring the structural strength and stiffness.

[0049] Such asFigure 6 As shown, the number of the flat plates 6 is two, and the two plates 6 are respectively coupled to the top and bottom positions of the sail body during use.

[0050] As Figure 5 shown, the number of the flat plates 6 is three, and the three plates 6 are respectively coupled to the top, bottom, and the middle position between the top and the bottom of the sail body during use. As shown in this figure, under the action of the three plates 6, the flow of the high-pressure air flow on the concave surface from the side can be made more regular, avoiding the situation of turbulent flow.

[0051] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope described in this specification.

[0052] The above-described embodiments only represent several implementation manners of the present invention, and the description thereof is relatively specific and detailed, but it should not be construed as a limitation to the scope of the utility model patent. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several modifications and improvements can still be made, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the utility model patent shall be subject to the appended claims.

Claims

1. A marine boosting sail, characterized in that, It includes a sail body, the sail body includes a truss and an outer skin supported and fixed by the truss. The truss is made of a metal material. The outer skin has convex and concave surfaces disposed in the front and rear directions respectively. The front direction is the direction in which the ship advances. The left and right ends corresponding to the convex and concave surfaces are joined, so that the cross-section of the outer skin presents a crescent shape. This cross-section is a horizontal plane. The concave surface forms a pressure surface and the convex surface forms a suction surface. When the wind blows from one side of the two sides of the ship to the other side, the pressure difference between the pressure surface and the suction surface generates a thrust in the advancing direction of the ship. It also includes at least one wind-blocking body. The wind-blocking body includes a first wind-blocking structure. The first wind-blocking structure is a structure extending from the concave surface to the rear direction. When the wind-blocking body is in use, it is combined with the sail body. In the cross-section presented by the two combined, the first wind-blocking structure is continuously arranged along the left and right directions of the concave surface.

2. The marine boosting sail according to claim 1, characterized in that, The wind-blocking body further includes a second wind-blocking structure. The second wind-blocking structure is a structure extending from the convex surface to the front direction. In the cross-section presented by the two combined, the second wind-blocking structure is continuously arranged along the left and right directions of the convex surface.

3. The marine boosting sail according to claim 2, characterized in that, The wind-blocking body is a flat plate with a D-shaped cross-section. When the flat plate is combined with the sail body, it is arranged in the horizontal direction. The partial plate body on the flat plate corresponding to the concave surface and located in the rear direction of the concave surface forms the first wind-blocking structure. The partial plate body on the flat plate corresponding to the convex surface and located in the front direction of the convex surface forms the second wind-blocking structure.

4. The marine boosting sail according to claim 3, characterized in that, The crescent-shaped concave and convex surfaces intersect on the left and right sides, forming a left joint end and a right joint end respectively disposed on the left and right sides. The D-shape includes a straight edge and a curved edge. The straight edge and the curved edge form two joint ends. One joint end corresponds to the left joint end and is located at the left rear of the left joint end. The other joint end corresponds to the right joint end and is located at the right rear of the right joint end.

5. The marine boosting sail according to claim 4, characterized in that, Both joint ends of the straight edge and the curved edge are provided with rounded corners.

6. The marine boosting sail according to claim 4, wherein, The crescent shape and the D-shape are coincidentally arranged at the middle position in the left and right directions.

7. The marine boosting sail according to claim 5, wherein The maximum distance of the D-shape in the left and right directions is 125% of the maximum distance of the crescent shape in the left and right directions. The maximum distance of the D-shape in the front and rear directions is 125% of the maximum distance of the crescent shape in the front and rear directions.

8. The marine boosting sail according to claim 4, characterized in that, The thickness of the flat plate is 6 - 35 mm.

9. The marine boosting sail according to claim 5, characterized in that The number of the flat plates is two. When in use, the two plate bodies are respectively combined to the positions at the top and bottom of the sail body.

10. The marine boosting sail according to claim 5, characterized in that, The number of the flat plates is three. When in use, the three plate bodies are respectively combined to the top, bottom, and the position in the middle between the top and the bottom of the sail body.

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