Jet device for ship air lubrication

Abstract

The utility model relates to a jet device for ship air lubrication, and belongs to the technical field of ship power assistance. Comprising a spraying unit and an air compressor, the spraying unit comprises a first jet flow spray head and a second jet flow spray head, the spraying unit and the air compressor are connected through an air guide unit, and compressed airflow is generated through the air compressor and discharged through the first jet flow spray head and the second jet flow spray head to generate an air film; the second jet nozzles are located on the two sides behind the first jet nozzles, distributed in a triangular shape and used for compensating for gas film attenuation of wake flow areas of the first jet nozzles, and a continuous gas film layer is formed. According to the jet device for ship air lubrication, the first jet spray head and the second jet spray head are designed to be distributed in the triangular shape, the problem that air film coverage of a traditional single spray nozzle is discontinuous is solved, a continuous air film layer is formed, and the resistance reduction effect is improved. The jet nozzle layout and the air guide unit design are optimized, the compressed air energy utilization rate is increased, and stable and uniform discharge of airflow is ensured.

Description

Technical Field

[0001] This utility model relates to a jetting device for air lubrication of ships, belonging to the field of marine power auxiliary technology. Background Technology

[0002] Bubble drag reduction can reduce ship drag, increase speed, and lower fuel consumption. Among various drag reduction technologies, bubble drag reduction has received considerable attention in the fields of ship speed improvement and energy conservation due to its advantages such as simple structure, ease of operation, and good economy. By modifying traditional ships and adding appropriate bubble drag reduction structures, it is expected to significantly improve ship speed and reduce ship energy consumption and greenhouse gas emissions.

[0003] However, the air film formed by traditional single-nozzle jet devices at the bottom of the ship is easily affected by water flow disturbance, especially in the stern region of the hull. Due to the increased fluid shear force, the frequency of air film breakage increases significantly, resulting in unstable drag reduction efficiency. The jet nozzle layout of the device lacks coordination, and the compressed air energy is dispersed, making it difficult to form an efficient air film maintenance mechanism. The single-nozzle layout causes the compressed air energy to be concentrated in one direction, resulting in uneven energy distribution and limited airflow coverage area, which cannot fully exert the drag reduction effect. Utility Model Content

[0004] This invention provides a jetting device for ship air lubrication to solve the problems of discontinuous air film coverage and low energy utilization in the prior art.

[0005] This utility model provides a jetting device for air lubrication of ships, which includes a jetting unit, an air compressor, and a ship hull. The jetting unit includes a first jet nozzle and a second jet nozzle. The jetting unit is connected to the air compressor through an air guiding unit. The air compressor generates compressed airflow, which is discharged through the first jet nozzle and the second jet nozzle to generate an air film. The second jet nozzle is located on both sides behind the first jet nozzle in a triangular distribution. The second jet nozzle is used to compensate for the air film attenuation in the wake region of the first jet nozzle to form a continuous air film layer.

[0006] Preferably, the air guiding unit includes a first air guiding structure and a second air guiding structure. The first air guiding structure is fixedly connected to the air compressor, and the two ends of the second air guiding structure are respectively connected to the first air guiding structure and the injection unit. The first air guiding structure and the second air guiding structure are interconnected.

[0007] Preferably, the second air guiding structure includes a second air guiding pipe and a third air guiding pipe, both of which are connected to the first air guiding pipe. The first air guiding pipe is connected to the first jet nozzle, and the third air guiding pipe is connected to the second jet nozzle.

[0008] Preferably, the first air guide tube, the second air guide tube, and the third air guide tube are all made of polyethylene.

[0009] Preferably, the first air guide tube, the second air guide tube, and the third air guide tube are flexible tubes.

[0010] Preferably, the jetting device is mounted on the hull of the ship.

[0011] Preferably, the injection unit, air compressor, and air guide unit are all located inside the cavity.

[0012] Preferably, the jetting unit is located at one end of the bottom of the hull in the forward direction.

[0013] Preferably, the first jet nozzle and the second jet nozzle penetrate the bottom of the hull and are located below the waterline.

[0014] The beneficial effects of this utility model are:

[0015] This invention provides a jetting device for marine air lubrication. By designing the layout of the first and second jet nozzles, particularly the triangular arrangement of the second jet nozzles on both sides behind the first, it effectively solves the problems of traditional single-nozzle jetting devices where the air film formed on the hull is easily affected by water flow disturbance and the air film coverage is discontinuous. It ensures that with the relative movement of water and gas, multi-point coordinated jetting expands the coverage area, allowing the airflow to cover the bottom area of ​​the hull to the maximum extent, forming a continuous air film layer, thereby increasing drag reduction. Through optimized jet nozzle layout and air guiding unit design, the utilization rate of compressed air energy is improved, resulting in more uniform energy distribution and a wider airflow coverage area. This fully leverages the drag reduction effect. Through the interconnection of the first, second, and third air guide pipes, it ensures that the airflow in the air compressor can be stably and evenly transmitted to the jet nozzle, reducing fluctuations and instabilities in the airflow transmission process and improving the stability and reliability of the entire jet drag reduction system. By forming a continuous air film layer, it effectively reduces the contact area between the hull and the water, thereby reducing the resistance during ship navigation. This not only increases the ship's speed but also reduces fuel consumption and greenhouse gas emissions. The coordinated work of the first and second jet nozzles creates a continuous air film at the bottom of the hull, which isolates the hull from the water and reduces the resistance caused by direct contact. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of a jet device for air lubrication of ships according to the present invention.

[0017] Figure 2 This is a schematic diagram of another angle of the jet device for air lubrication of ships according to the present invention.

[0018] Figure 3 This is a front view schematic diagram of a jet device for air lubrication of ships according to the present invention.

[0019] Figure 4 This is a cross-sectional structural schematic diagram of a jet device for air lubrication of ships according to the present invention.

[0020] Figure 5 This is a schematic diagram of the air guiding unit structure of a jet device for marine air lubrication according to the present invention.

[0021] In the diagram: 1. Injection unit, 11. First jet nozzle, 12. Second jet nozzle, 2. Air compressor, 3. Air guiding unit, 31. First air guiding structure, 311. First air guiding pipe, 32. Second air guiding structure, 321. Second air guiding pipe, 322. Third air guiding pipe, 4. Hull. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0023] This utility model discloses a jetting device for air lubrication of ships, comprising a jetting unit 1, an air compressor 2, and a hull 4. The jetting unit 1 has a cavity accommodating the jetting unit 1 and the air compressor 2, which are fixedly connected to the bottom of the cavity. The jetting unit 1 includes a first jet nozzle 11 and a second jet nozzle 12, with the second jet nozzle 12 located on both sides behind the first jet nozzle 11, forming a triangular arrangement. The first jet nozzle 11 and the second jet nozzle 12 extend below the waterline at the bottom of the hull 4. The air compressor 2 is connected to the jetting unit 1 via an air guiding unit 3, which includes a first air guiding structure 31 and a second air guiding structure 32, which are interconnected. The first air guiding structure 31 is connected to the air compressor 2, and the second air guiding structure 32 is connected to the injection unit 1. The first air guiding structure 31 includes a first air guiding pipe 311, one end of which is connected to the air compressor 2. The second air guiding structure 32 includes a second air guiding pipe 321 and a third air guiding pipe 322. The third air guiding pipe 322 consists of two pipes located on both sides of the second air guiding pipe 321. One end of the second air guiding pipe 321 and the third air guiding pipe 322 is connected to the first air guiding pipe 311, and the other end is connected to the first jet nozzle 11 and the second jet nozzle 12, respectively, so that the airflow in the air compressor 2 is discharged through the first jet nozzle 11 and the second jet nozzle 12. The first air guiding structure 31 and the second air guiding structure 32 are both made of polyethylene, and the first air guiding pipe 311, the second air guiding pipe 321, and the third air guiding pipe 322 are all flexible hoses.

[0024] In use, the air compressor 2 starts working, delivering airflow through the first air guide pipe 311 to the second air guide structure 32. The second air guide pipe 321 and the third air guide pipe 322 respectively deliver the airflow from the first air guide pipe 311 to the injection unit 1, and then discharge it through the first jet nozzle 11 and the second jet nozzle 12. The second jet nozzle 12 is located on both sides behind the first jet nozzle 11, so that the first jet nozzle 11 and the second jet nozzle 12 are triangularly distributed. This ensures that with the relative movement of water and air, the coverage area is expanded through multi-point coordinated spraying, ensuring that the airflow can cover the area to the maximum extent. The bottom area of ​​the hull 4 increases the drag reduction effect. The second jet nozzles 12 on both sides at the rear compensate for the gas film attenuation in the wake area of ​​the first jet nozzle 11, forming a continuous gas film layer and reducing the contact area between the hull and the water. The first air guide pipe 311, the second air guide pipe 321, and the third air guide pipe 322 are made of polyethylene, which can resist the corrosion of various chemicals, has good flexibility and impact resistance, can buffer the impact of external forces, and reduce the risk of damage caused by collisions, vibrations and other external forces. Polyethylene has good processing performance and is easy to make into various shapes and sizes to meet the design requirements of different ship drag reduction systems.

[0025] Compared with the existing design, the second jet nozzle 12 is located on both sides behind the first jet nozzle 11. The first jet nozzle 11 and the second jet nozzle 12 are triangularly distributed. With the relative movement of water and gas, the airflow coverage area can be expanded through multi-point coordinated jetting to ensure that the airflow covers the bottom area of ​​the hull 4 to the maximum extent, thereby increasing the drag reduction effect. The second jet nozzles 12 on both sides behind the hull compensate for the air film attenuation in the wake area of ​​the first jet nozzle 11, and can form a continuous air film layer, effectively reducing the contact area between the hull and the water, and further reducing the ship's sailing resistance. The air compressor 2 and the jet unit 1 are connected through the air guide unit 3. The air guide unit 3 includes a first air guide structure 31 and a second air guide structure 32 that are connected to each other. One end of the first air guide pipe 311 of the first air guide structure 31 is connected to the air compressor 2. One end of the second air guide pipe 321 and the third air guide pipe 322 of the second air guide structure 32 are connected to the first air guide pipe 311, and the other ends are connected to the first jet nozzle 11 and the second jet nozzle 12, respectively. This ensures that the airflow in the air compressor 2 is stably and evenly discharged through the first jet nozzle 11 and the second jet nozzle 12, improving the stability and reliability of the jet drag reduction system. Both the first air guide structure 31 and the second air guide structure 32 are made of polyethylene, and the first air guide pipe 311, the second air guide pipe 321, and the third air guide pipe 322 are all flexible hoses. Polyethylene can resist the erosion of various chemicals, has good flexibility and impact resistance, and can buffer the impact of external forces, reducing the risk of damage caused by collisions, vibrations, and other external forces. At the same time, polyethylene has good processing performance and is easy to make into various shapes and sizes, which can meet the design requirements of different ship drag reduction systems.

[0026] The present invention and its embodiments have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present invention; the actual structure is not limited thereto. In conclusion, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the inventive spirit of the present invention, such designs should fall within the protection scope of the present invention.

Claims

1. A jetting device for air lubrication of ships, characterized in that, The system includes an injection unit, an air compressor, and a hull. The injection unit includes a first jet nozzle and a second jet nozzle. The injection unit is connected to the air compressor via an air guide unit. The air compressor generates compressed airflow, which is discharged through the first and second jet nozzles to create an air film. The second jet nozzle is located on both sides behind the first jet nozzle in a triangular arrangement. The second jet nozzle is used to compensate for the air film attenuation in the wake region of the first jet nozzle, forming a continuous air film layer.

2. The jetting device for marine air lubrication according to claim 1, characterized in that: The air guiding unit includes a first air guiding structure and a second air guiding structure. The first air guiding structure is fixedly connected to the air compressor. The two ends of the second air guiding structure are respectively connected to the first air guiding structure and the injection unit. The first air guiding structure and the second air guiding structure are interconnected.

3. A jetting device for marine air lubrication according to claim 2, characterized in that: The second air guiding structure includes a second air guiding pipe and a third air guiding pipe. Both the second and third air guiding pipes are connected to the first air guiding pipe. The first air guiding pipe is connected to the first jet nozzle, and the third air guiding pipe is connected to the second jet nozzle.

4. A jetting device for marine air lubrication according to claim 3, characterized in that: The first air guide tube, the second air guide tube, and the third air guide tube are all made of polyethylene.

5. A jetting device for marine air lubrication according to claim 3, characterized in that: The first air guide tube, the second air guide tube, and the third air guide tube are flexible tubes.

6. A jetting device for marine air lubrication according to claim 1, characterized in that: The jetting device is mounted on the hull of the ship.

7. A jetting device for marine air lubrication according to claim 6, characterized in that: The hull has a cavity, and the injection unit, air compressor, and air guide unit are all located inside the cavity.

8. A jetting device for marine air lubrication according to claim 6, characterized in that: The jetting unit is located at one end of the bottom of the ship in the forward direction.

9. A jetting device for marine air lubrication according to claim 6, characterized in that: The first jet nozzle and the second jet nozzle penetrate the bottom of the hull and are located below the waterline.

Images