Split water sledge type ship drag reduction device

Abstract

The utility model relates to a split water sledge type ship drag reduction device which comprises a bottom plate, a sliding plate is fixedly arranged on the bottom plate, and a water tank is arranged on the top face of the sliding plate. The resistance reduction mechanism comprises an air blocking box, a connecting block and a sliding box, the tops of the air blocking box and the sliding box are hollow, notches are formed in the side walls, the bottom of the air blocking box is fixed to the top face of the sliding plate, the connecting block is hollow, one end of the connecting block is fixedly connected to the notch of the sliding box, and the other end of the connecting block is inserted into the notch of the air blocking box; a driving mechanism I is fixedly arranged on the sliding plate; a mounting frame, a vertical telescopic mechanism, a connecting frame and a resistance reducing roller are mounted on the sliding plate in a sliding manner; the distance between the sliding box and the air blocking box can be adjusted through the driving mechanism I, and the movable mounting frame and the vertical telescopic mechanism are combined to achieve two-degree-of-freedom adjustment of the height and the horizontal position of the resistance reducing roller, so that the device can be dynamically adjusted to the optimal resistance reducing posture according to the ship load, the ship speed and the sea condition; compared with a traditional fixed device, the application range is improved by more than 60%.

Description

Technical Field

[0001] This utility model relates to the field of ship drag reduction technology, specifically a split-type water skid ship drag reduction device. Background Technology

[0002] As a key tool for water transportation, ships play an indispensable role in many fields such as global trade and marine resource development. However, ships are affected by various resistances when sailing in water. These resistances not only consume a lot of energy and increase operating costs, but also reduce the ship's speed and efficiency, limiting the ship's performance.

[0003] Most existing ship drag reduction devices have a fixed height. When the ship's load changes, the draft changes, and the fixed-height drag reduction device cannot adjust its height accordingly. This makes it difficult for the drag reduction components to be in the optimal position, thus making it difficult to effectively play the drag reduction role and reducing the working efficiency of the device.

[0004] Therefore, we have made technical improvements to the existing drag reduction device to meet the requirements of a split-type skid-mounted vessel drag reduction device with adjustable height. Utility Model Content

[0005] The technical problem to be solved by this utility model is to provide a highly flexible and adjustable split-type water skid-type ship drag reduction device to address the shortcomings of the existing technology.

[0006] The technical problem to be solved by this utility model is achieved through the following technical solution: a split-type water skid-type ship drag reduction device, which includes a base plate fixed on the ship deck, a sliding plate fixed on the base plate, and a top surface of the sliding plate.

[0007] The drag reduction mechanism includes a wind choke box, a connecting block, and a sliding box. The tops of the wind choke box and the sliding box are hollow and the side walls are provided with slots. The bottom of the wind choke box is fixed to the top surface of the slide plate. The connecting block is hollow and one end is fixedly connected to the slot of the sliding box, while the other end is inserted into the slot of the wind choke box, thereby forming an airflow channel between the wind choke box and the sliding box.

[0008] A drive mechanism I is fixed on the skateboard to allow the sliding box to move in the direction directly opposite the wind choke box;

[0009] A mounting frame is also slidably installed on the skateboard. A vertical telescopic mechanism is installed on the top of the mounting frame. A connecting frame is installed on the telescopic end of the vertical telescopic mechanism. A drag-reducing roller is rotatably installed on the connecting frame.

[0010] The technical problem to be solved by this utility model can also be achieved through the following technical solution: the above-mentioned split-type water skid-type ship drag reduction device, wherein the drive mechanism I includes;

[0011] Two slides are located on both sides of the drag reduction mechanism and are symmetrically fixed to the top surface of the slide.

[0012] Two ball screws I, one ball screw I is rotatably installed in each of the aforementioned slides, and the outer wall of the nut on the ball screw I is fixedly connected to the side wall of the sliding box;

[0013] Rotary power mechanism I is connected to the end of ball screw I via a coupling, thereby providing rotational force to ball screw I and adjusting the distance between the sliding box and the wind choke box.

[0014] The technical problem to be solved by this utility model can also be achieved through the following technical solution: the split-type water skid-type ship drag reduction device described above also includes a drive mechanism II for driving the mounting frame to move, which includes:

[0015] A pair of mounting slots are located on both sides of the drag reduction mechanism and are symmetrically opened on the top surface of the slide plate;

[0016] Two ball screws II, one of which is rotatably mounted in each of the mounting slots, and the bottom of the mounting bracket is fitted onto the nut provided on the ball screw II.

[0017] Rotary power mechanism II is connected to the end of ball screw II via a coupling, thereby providing rotational force to ball screw II and adjusting the position of the drag-reducing roller.

[0018] The technical problem to be solved by this utility model can also be achieved through the following technical solution: the split-type water skid-type ship drag reduction device described above has a pair of vertical telescopic mechanisms arranged at intervals.

[0019] The technical problem to be solved by this utility model can also be achieved through the following technical solution: the split-type water skid-type ship drag reduction device described above, wherein the two ends of the drag reduction roller are fixedly provided with mounting shafts, the mounting shafts are rotatably mounted on the connecting frame through rotating bearings fixed on the connecting frame, and a rotating power mechanism III is also installed on the connecting frame, the power output end of the rotating power mechanism III is connected to the outer peripheral surface of the mounting shaft through transmission.

[0020] The technical problem to be solved by this utility model can also be achieved through the following technical solution: the split-type water skid-type ship drag reduction device described above has several wind-receiving plates fixedly arranged circumferentially on the outer circumferential surface of the drag-reducing roller, and the installation direction of the wind-receiving plates is parallel to the axis of the drag-reducing roller.

[0021] The technical problem to be solved by this utility model can also be achieved through the following technical solution: the above-mentioned split water skid type ship drag reduction device is provided with several rows of wind-blocking holes on the outer circumferential surface of the drag reduction roller, and at least one row of the aforementioned wind-blocking holes is provided on the outer circumferential surface of the drag reduction roller between two adjacent wind-receiving plates.

[0022] Compared with the prior art, the beneficial technical effects of this utility model are as follows:

[0023] (1) The distance between the sliding box and the wind choke box can be adjusted by the drive mechanism I. Combined with the movable mounting frame and the vertical telescopic mechanism, the height and horizontal position of the drag-reducing roller can be adjusted with two degrees of freedom. The device can be dynamically adjusted to the best drag-reducing attitude according to the ship's load, speed and sea conditions. The range of adaptability is more than 60% higher than that of traditional fixed devices.

[0024] (2) The wind choke box and the sliding box are connected by a connecting block, and the sliding box can slide, so that the relative position of the wind choke box and the sliding box can be flexibly adjusted according to the wind direction and wind speed when the ship is sailing, thereby changing the airflow distribution around the ship, effectively reducing air resistance, and further improving the overall sailing performance of the ship.

[0025] (3) During the ship's navigation, the drag-reducing roller can rotate, replacing some of the sliding friction with rolling friction, which significantly reduces the friction between the ship and the sea wind, effectively reducing the ship's resistance during navigation, thereby improving the ship's navigation efficiency and reducing fuel consumption. Attached Figure Description

[0026] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0027] Figure 2 This is a schematic diagram of the structure of the base plate of this utility model;

[0028] Figure 3 This is a three-dimensional structural diagram of the mounting frame, vertical telescopic mechanism, connecting frame, and drag-reducing roller of this utility model;

[0029] Figure 4 for Figure 1 A magnified schematic diagram of the structure at point A in the middle.

[0030] Reference numerals in the attached drawings: 1. Base plate; 2. Slide plate; 3. Wind choke box; 4. Connecting block; 5. Sliding box; 6. Slide track; 7. Wind choke hole; 8. Wind receiving plate; 9. Mounting bracket; 10. Vertical telescopic mechanism; 11. Connecting bracket; 12. Drag-reducing roller; 13. Mounting groove; 14. Ball screw II; 15. Rotary power mechanism III; 16. Mounting shaft. Detailed Implementation

[0031] The specific technical solutions of this utility model are further described below with reference to the accompanying drawings, so as to enable those skilled in the art to further understand this utility model, without constituting a limitation on its rights.

[0032] Example 1, referring to Figure 1-4 A split-type water skid-type ship drag reduction device includes a base plate 1 fixed on the ship deck, a sliding plate 2 fixed on the base plate 1, both the base plate 1 and the sliding plate 2 are formed into a generally square plate structure, and a surface is provided on the top surface of the sliding plate 2.

[0033] The drag reduction mechanism includes a wind-blocking box 3, a connecting block 4, and a sliding box 5. The wind-blocking box 3 and the sliding box 5 are formed into a roughly square box-shaped structure. The top of the wind-blocking box 3 and the sliding box 5 are hollow and the side walls are provided with slots. The slots are roughly square. The bottom of the wind-blocking box 3 is fixed to the top surface of the sliding plate 2. The connecting block 4 is hollow and one end is fixedly connected to the slot of the sliding box 5, and the other end is inserted into the slot of the wind-blocking box 3, thereby forming an airflow channel between the wind-blocking box 3 and the sliding box 5.

[0034] A drive mechanism I is fixed on the slide plate 2 to allow the sliding box 5 to move in the direction directly opposite to the wind choke box 3. The drive mechanism I includes:

[0035] Two slides 6, which are square slides 6, are located on both sides of the drag reduction mechanism and are symmetrically fixed on the top surface of the slide plate 2;

[0036] Two ball screws I (not shown in the figure), one ball screw I is rotatably installed in each of the slides 6, and the outer wall of the nut on the ball screw I is fixedly connected to the side wall of the sliding box 5;

[0037] Rotary power mechanism I (not shown in the figure) can be installed on the slide plate 2. The specific installation position can be selected according to the usage requirements. It can be a servo motor. It is connected to the end of the ball screw I through a coupling to provide rotational force to the ball screw I and adjust the distance between the sliding box 5 and the wind choke box 3.

[0038] The distance between the sliding box 5 and the wind choke box 3 can be adjusted by the drive mechanism I, thereby flexibly adjusting the relative position of the wind choke box 3 and the sliding box 5 according to the wind direction and wind speed when the ship is sailing, changing the airflow distribution around the ship, and effectively reducing air resistance.

[0039] A mounting frame 9 is also slidably installed on the slide plate 2. The mounting frame 9 is formed into a roughly square frame. A vertical telescopic mechanism 10 is installed on the top of the mounting frame 9. The vertical telescopic mechanism 10 can be a telescopic electric cylinder or a pneumatic cylinder. A pair of vertical telescopic mechanisms 10 are arranged at intervals. A connecting frame 11 is installed on the telescopic end of the vertical telescopic mechanism 10. The connecting frame 11 is formed into a roughly square frame. A drag-reducing roller 12 is rotatably installed on the connecting frame 11.

[0040] In order to adjust the horizontal position of the drag-reducing roller 12, we also include a drive mechanism II for moving the drive mounting bracket 9, which includes:

[0041] A pair of mounting slots 13 are located on both sides of the drag reduction mechanism and are symmetrically opened on the top surface of the slide plate 2;

[0042] Two ball screws II14 are rotatably installed in each of the mounting slots 13, and the bottom of the mounting bracket 9 is sleeved on the nut provided on the ball screw II14.

[0043] Rotary power mechanism II (not shown in the figure) can be a servo motor, which can be installed on the top surface of the slide plate 2. Its specific installation position can be selected according to the usage requirements. It is connected to the end of the ball screw II 14 through a coupling to provide rotational force to the ball screw II 14 and adjust the position of the drag-reducing roller 12.

[0044] The two ends of the resistance-reducing roller 12 are fixedly provided with mounting shafts 16. The mounting shafts 16 are cylindrical shafts. The mounting shafts 16 are rotatably mounted on the connecting frame 11 through a rotating bearing fixed on the connecting frame 11. A rotating power mechanism III 15 is also mounted on the connecting frame 11. The rotating power mechanism III 15 can be a servo motor. The power output end of the rotating power mechanism III 15 is connected to the outer peripheral surface of the mounting shaft 16 through a transmission. The power output end of the rotating power mechanism III 15 can be connected to the outer peripheral surface of the mounting shaft 16 through gear transmission or toothed belt transmission, etc. The specific transmission method can be selected according to the usage requirements.

[0045] Several wind-receiving plates 8 are fixedly arranged circumferentially on the outer peripheral surface of the drag-reducing roller 12. The wind-receiving plates 8 are formed into a roughly square plate structure. The installation direction of the wind-receiving plates 8 is parallel to the axis of the drag-reducing roller 12. Several rows of wind-blocking holes 7 are also provided on the outer peripheral surface of the drag-reducing roller 12. The wind-blocking holes 7 are formed into roughly hemispherical holes. Their shape and number can be selected according to the usage requirements. At least one row of the aforementioned wind-blocking holes 7 is provided on the outer peripheral surface of the drag-reducing roller 12 between two adjacent wind-receiving plates 8. The wind-blocking holes 7 can be round holes.

[0046] The operating principle of the split-type water skid-type ship drag reduction device in Example 1 is as follows:

[0047] (1) Initial state adjustment: Before the ship sets sail, according to the load, speed and meteorological data, the ball screw I is driven to rotate by the rotational power mechanism I of the drive mechanism I, so that the sliding box 5 faces or moves away from the wind choke box 3, so that the distance between the two reaches the ideal distance. At the same time, the rotational power mechanism II of the drive mechanism II drives the ball screw II 14 to rotate, so that the mounting frame 9 moves along the slide plate 2, so that the drag-reducing roller 12 is horizontally positioned to the best position on the windward side. The adjustment law can be obtained from the test, and the specific adjustment method will not be described here. Then, the height of the drag-reducing roller 12 is adjusted by the vertical telescopic mechanism 10 to ensure its optimal match with the ship deck and wind field. The specific adjustment logic can be selected according to the usage requirements.

[0048] (2) Dynamic drag reduction during navigation: When the ship’s speed or wind direction changes, the drive mechanism I can adjust the position of the sliding box 5 in real time, change the airflow distribution between the wind choke box 3 and the sliding box 5, guide the airflow to pass smoothly, and reduce turbulence and pressure drag.

[0049] (3) The drag-reducing roller 12 rotates actively: The rotating power mechanism Ⅲ15 drives the drag-reducing roller 12 to rotate at a set speed, so that the wind receiving plate 8 and the wind choke hole 7 work together to convert sliding friction into rolling friction, reducing wind resistance friction loss by more than 40%. When the wind receiving plate 8 rotates, it cuts the airflow and forms a controllable vortex, which further destroys the boundary layer separation. The wind choke hole 7 refines the airflow structure through micro-turbulence and suppresses the generation of large-scale vortices.

Claims

1. A split hydro ski vessel drag reduction device characterized by: It includes the bottom plate fixed on the deck of the ship, the slide plate fixed on the bottom plate, the slide plate top surface is provided with; The drag reduction mechanism includes the wind resistance box, the connecting block and the sliding box, the top of the wind resistance box and the sliding box is hollow and the side wall is provided with the notch, the bottom of the wind resistance box is fixed on the top surface of the slide plate, the connecting block is hollow and one end is fixedly connected on the notch of the sliding box and the other end is inserted into the notch of the wind resistance box, so as to form the airflow passage between the wind resistance box and the sliding box; The driving mechanism I for moving the sliding box in the direction opposite to the wind resistance box is fixed on the slide plate; The mounting frame is slidably installed on the slide plate, the vertical telescopic mechanism is installed on the top of the mounting frame, the connecting frame is installed on the telescopic end of the vertical telescopic mechanism, and the drag reduction roller is rotatably installed on the connecting frame.

2. A split hydro ski hull drag reduction device as claimed in claim 1 wherein: The driving mechanism I includes Two slides are symmetrically fixed on the top surface of the slide plate and located on both sides of the drag reduction mechanism; Each slide is rotatably installed with a ball screw I, and the nut outer wall of the ball screw I is fixedly connected with the side wall of the sliding box; The rotary power mechanism I is drivingly connected with the end of the ball screw I through the shaft coupling, so as to provide rotary force for the ball screw I and adjust the distance between the sliding box and the wind resistance box.

3. A split hydro ski hull drag reduction device as claimed in claim 1, wherein: The driving mechanism II for driving the mounting frame to move includes A pair of mounting grooves are symmetrically provided on the top surface of the slide plate and located on both sides of the drag reduction mechanism; Each mounting groove is rotatably installed with a ball screw II, and the bottom of the mounting frame is sleeved on the nut on the ball screw II; The rotary power mechanism II is drivingly connected with the end of the ball screw II through the shaft coupling, so as to provide rotary force for the ball screw II and adjust the position of the drag reduction roller.

4. A split hydro ski hull drag reduction device as claimed in claim 1, wherein: The vertical telescopic mechanism is provided with a pair of intervals.

5. A split hydro ski hull drag reduction device as claimed in claim 1, wherein: The mounting shaft is rotatably installed on the connecting frame through the rotary bearing fixed on the connecting frame, the rotary power mechanism III is installed on the connecting frame, and the power output end of the rotary power mechanism III is drivingly connected with the outer circumferential surface of the mounting shaft.

6. A split hydro ski hull drag reduction device as claimed in claim 1, wherein: A plurality of wind receiving plates are circumferentially fixed on the outer circumferential surface of the drag reduction roller, and the mounting direction of the wind receiving plate is parallel to the axis of the drag reduction roller.

7. A split hydro ski hull drag reduction device as claimed in claim 6, characterised in that: A plurality of rows of wind resistance holes are provided on the outer circumferential surface of the drag reduction roller, and the outer circumferential surface of the drag reduction roller between the adjacent two wind receiving plates is provided with at least one row of wind resistance holes.

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