Air resistance reduction device for ship

Abstract

The utility model provides a ship air resistance reduction device which comprises a ship flat bottom, the bottom of the flat bottom is divided into a plurality of independent air cavities through a plurality of criss-cross partition profiles, and every two independent air cavities adjacent in the transverse direction are communicated with each other through throttling air holes formed in the partition profiles. Air inlet packaging pieces are arranged in the longitudinally adjacent air cavities on one side; according to the utility model, the plurality of crisscrossed separation profiles are arranged at the bottom of the flat bottom of the ship, the flat bottom of the ship is separated to form a plurality of independent air cavities, the arrangement of the independent air cavities reduces the air escape path, so that the air escape amount is obviously reduced, and the air inlet packaging piece is arranged at the bottom of the flat bottom through the watertight flange sealing piece, so that the touch damage is prevented; the service life of the sensor can be effectively guaranteed, meanwhile, a group of air inlet packaging pieces are laid on the single side, the inflation pipe and the liquid level sensor of the adjacent air cavity are shared, and the cost can be effectively saved.

Description

Technical Field

[0001] This utility model belongs to the field of ship drag reduction technology, specifically relating to a ship air drag reduction device. Background Technology

[0002] Under the general trend of energy conservation and emission reduction in ships, air lubrication technology is a promising development direction. Currently, the mainstream air lubrication technologies include three types: bubble, air layer, and air cavity. Although bubble technology has achieved mass production, such as the products of British Silverflow Technology, its drag reduction efficiency is only 5%-10%, and it consumes a lot of air. The air compressor needs to continuously supply air, and the capillary tube of the core spare part, the air release unit (ARU), is also prone to clogging and damage, resulting in high cost per ship.

[0003] While air-film technology theoretically offers higher drag reduction efficiency than bubble technology, achieving a stable air film requires stringent conditions, demanding high standards in production, design, and manufacturing, and consuming large amounts of air, thus preventing mass production to date. Traditional air-cavity technology, although highly efficient in drag reduction and with low air escape, is only suitable for air-cavity ships with specialized structures. Constructing large air-cavity structures is expensive, limiting its applicability to a limited range of vessels and severely restricting its development. Therefore, developing a ship air drag reduction device with high drag reduction efficiency, low air escape, low construction / modification costs, and low maintenance costs presents significant practicality and promising market application prospects. Utility Model Content

[0004] The purpose of this invention is to provide a ship air drag reduction device, which aims to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a ship air drag reduction device, comprising: a ship flat bottom, wherein the bottom of the flat bottom is divided into multiple independent air chambers by multiple crisscrossing partition profiles, and two horizontally adjacent independent air chambers are interconnected by throttling air holes provided in the partition profiles, and an air inlet sealing component is provided inside one of the vertically adjacent air chambers, wherein the air inlet sealing component includes an inflation pipe and a liquid level sensor, and the inflation pipe and the liquid level sensor are both installed in the holes in the bottom of the flat bottom through watertight flange seals;

[0006] It also includes multiple air source storage units that are sequentially connected to the air chamber via air inflator pipes and pipelines. An air source distribution unit is installed at the connection between the air source storage unit and the pipeline. The air source distribution unit and the liquid level sensor are electrically connected to a control unit.

[0007] As a preferred technical solution of this utility model, the longitudinal profiles of the dividing profile are arranged parallel to the keel along the length of the ship, with a number of no less than 3 and an appropriate thickness. The transverse profiles of the dividing profile are arranged perpendicular to the keel along the width of the ship, with a spacing ≤ H / d, where H is the profile thickness and d is the draft change rate. The longitudinal profiles and transverse profiles are connected by a 180° flat joint or a 90° bent joint.

[0008] As a preferred technical solution of this utility model, the air source storage unit includes an air compressor, an air cylinder, a dryer, and a pressure reducing valve connected in sequence. The pressure reducing valve is connected to one end of a pipeline. There are two air compressors, one of which is a backup. The working pressure of the air compressor is 30 Bar. The air cylinder has a built-in pressure sensor, and the pressure sensor is connected to the pressure reducing valve through a connecting pipe and outputs an air source of 7 Bar. The air source storage unit is located in the air compressor room of the ship.

[0009] As a preferred technical solution of this utility model, the gas source distribution unit includes an air inlet valve, a solenoid valve and a relay corresponding to each air chamber. The solenoid valve controls the opening and closing of the air inlet valve, the relay receives the liquid level sensor signal and links with the time relay to control the valve opening time to ≤30 minutes, and the air inlet valve is connected to the pipeline.

[0010] As a preferred technical solution of this utility model, the cross-section of the dividing profile is a streamlined shape that is close to a semicircle, and the material is made of stainless steel, rubber, plastic or aluminum alloy composite profile.

[0011] As a preferred technical solution of this utility model, the control unit includes a control panel, which is equipped with a three-mode switch for automatic, manual, and machine-side operation. The surface of the control panel is also equipped with an air chamber liquid level indicator and an air compressor start / stop button.

[0012] Compared with the prior art, the beneficial effects of this utility model are:

[0013] 1) This utility model sets multiple crisscrossing dividing profiles on the flat bottom of the ship to form multiple independent air chambers. The setting of independent air chambers reduces the air escape path, which significantly reduces the amount of air escape and greatly improves the drag reduction efficiency. The air intake package is installed on the bottom of the flat bottom through a watertight flange seal to prevent damage from contact, which can effectively ensure the service life of the sensor. At the same time, one set of air intake packages is laid on one side, and the air filling pipe and liquid level sensor to the adjacent air chamber are shared, which can effectively save costs.

[0014] 2) Compared with traditional air chamber technology, this utility model does not require the construction of a large air chamber structure and is simpler to operate, which greatly reduces the construction and modification costs. In addition, the air compressor in the air source storage unit of this utility model is used as a backup, which greatly reduces the maintenance costs. Furthermore, through the coordinated work of the liquid level sensor, air source distribution unit and control unit, intelligent control is realized, which further ensures the efficient and stable operation of the device. It has high usability and good market application prospects in the shipbuilding field. Attached Figure Description

[0015] The accompanying drawings are provided to further illustrate the present invention and form part of the specification. They are used together with the embodiments of the present invention to explain the present invention, but do not constitute a limitation thereof. In the drawings:

[0016] Figure 1 This is a schematic diagram of the present invention;

[0017] Figure 2 This is one of the schematic diagrams of this utility model;

[0018] Figure 3 This is a schematic diagram of the air intake packaging structure of this utility model;

[0019] Figure 4 This is a schematic diagram of the watertight flange sealing component of this utility model;

[0020] Figure 5 For the present utility model Figure 1 Enlarged view of point A.

[0021] In the diagram: 100, flat bottom; 110, partition profile; 111, throttling air orifice; 200, air chamber; 20, air inlet seal; 210, air filling pipe; 220, liquid level sensor; 230, watertight flange seal; 240, protective pipe; 300, pipeline; 400, air source storage unit; 410, air source distribution unit; 411, air inlet valve; 412, solenoid valve; 413, relay; 420, air compressor; 430, air cylinder; 431, pressure sensor; 440, dryer; 450, pressure reducing valve; 500, control unit; 510, control panel; 511, switch; 512, air chamber liquid level indicator light; 513, air compressor start / stop button. 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] Example

[0024] Please see Figures 1-5 The present invention provides the following technical solution: a ship air drag reduction device, comprising: a ship flat bottom 100, the bottom of the flat bottom 100 being divided into multiple independent air chambers 200 by multiple crisscrossing partition profiles 110, two horizontally adjacent independent air chambers 200 being interconnected by throttling air holes 111 provided in the partition profiles 110, and one of the vertically adjacent air chambers 200 being provided with an air inlet encapsulation component 20, the air inlet encapsulation component 20 including an inflation pipe 210 and a liquid level sensor 220, the inflation pipe 210 and the liquid level sensor 220 being installed in the holes at the bottom of the flat bottom 100 through a watertight flange seal 230;

[0025] It also includes multiple air source storage units 400 that are sequentially connected to the air chamber 200 via an air inlet pipe 210, a gas source distribution unit 410 is installed at the connection between the air source storage unit 400 and the pipe 300, and a control unit 500 is electrically connected to the gas source distribution unit 410 and the liquid level sensor 220.

[0026] Specifically, the bottom of the flat bottom 100 of the ship is first divided into multiple independent air chambers 200 by multiple crisscrossing partition profiles 110. When the ship is sailing, seawater will generate frictional resistance on the bottom of the ship. The air source storage unit 400 supplies air to each air chamber 200 through the pipe 300. After the air chamber 200 is filled with air, an air film is formed between the bottom of the ship and the seawater. Since the friction coefficient of air is much smaller than the friction coefficient when seawater is in direct contact with the bottom of the ship, the frictional resistance during the ship's sailing is effectively reduced. The throttling air hole 111 can allow air to pass between two horizontally adjacent independent air chambers 200, which can effectively reduce costs.

[0027] In this design, an air inlet package 20 is installed on one side of the adjacent air chamber 200, and the inflation pipe 210 and liquid level sensor 220 of the adjacent air chamber 200 are shared, which can further save costs. The inflation pipe 210 is responsible for introducing the air source into the air chamber 200, and the liquid level sensor 220 monitors the liquid level in the air chamber 200 in real time. When the liquid level in the air chamber is too high, there is insufficient air in the air chamber 200. The liquid level sensor 220 transmits the signal to the control unit 500, and the control unit 500 then controls the air source distribution unit 410 to open and replenish the air from the air source storage unit 400 to maintain a stable air film in the air chamber 200 and continuously play a drag reduction role. In addition, during normal navigation of the ship, if the ship encounters wind and waves that cause the hull to sway, some air in the air chamber may escape. The liquid level sensor 220 can detect and provide feedback in time to ensure that the amount of air in the air chamber 200 is always in a suitable state.

[0028] In this embodiment: the longitudinal profiles of the partition profile 110 are arranged parallel to the keel along the length of the ship, with no fewer than 3 profiles and an appropriate thickness, preferably 5-15cm. The transverse profiles of the partition profile 110 are arranged perpendicular to the keel along the width of the ship, with a spacing ≤H / d, where H is the profile thickness, d is the draft change rate, and D (draft difference) / L (ship length) is the amount of draft change per meter of ship length, represented by "d". From a practical and cost perspective, it is recommended to consider the ship's usual draft (less than D). Corresponding to the draft change rate, when the ship rolls slightly, the vertical roll amplitude and the ship's width B can be used for calculation. When the ship rolls significantly, given the large amount of gas escape, it is recommended to stop using the partition profiles. The longitudinal and transverse profiles are connected by a 180° flat joint or a 90° bent joint.

[0029] Specifically, during ship operation, the longitudinal profiles can be regarded as sturdy support beams, providing stable longitudinal separation for the ship's bottom and ensuring the independence and stability of the air chamber 200 in the length direction. When the ship is sailing in the water, the water flow will exert a force on the ship's bottom. The longitudinal profiles can effectively resist the impact of the water flow and prevent the air chamber 200 from being deformed or damaged due to the impact of the water flow. At the same time, the spacing of the transverse profiles is determined according to the draft change rate d and the profile thickness H, which can adapt to different draft states of the ship. When the ship's cargo load changes and the draft changes, the reasonable setting of the transverse profile spacing ensures that the air chamber 200 is also evenly distributed and stable in the width direction, so that the air chamber 200 forms a uniform air isolation layer on the ship's bottom, effectively reducing the contact area between seawater and the ship's bottom and reducing frictional resistance.

[0030] The longitudinal and transverse profiles are connected by 180° flat joints or 90° bent joints, which ensures the sealing and structural strength of the profile splices, prevents air leakage from the joints, and ensures that the entire partition structure can withstand various stresses during the ship's navigation without loosening or being damaged.

[0031] In this embodiment, the air source storage unit 400 includes an air compressor 420, an air cylinder 430, a dryer 440, and a pressure reducing valve 450 connected in sequence. The pressure reducing valve 450 is connected to one end of the pipeline 300. There are two air compressors 420, one of which is a backup. The working pressure of the air compressor 420 is 30 Bar. The air cylinder 430 has a built-in pressure sensor 431, and the pressure sensor 431 is connected to the pressure reducing valve 450 through a connecting pipe and outputs an air source of 7 Bar. The air source storage unit 400 is placed in the air compressor room of the ship, which is convenient for operators to perform daily maintenance on the components of the air source storage unit 400.

[0032] Specifically, before the ship starts operating, the air compressor 420 starts working. There are two air compressors, one of which is a backup, to ensure the stability of the air supply. The air compressor 420 compresses the air at a working pressure of 30 Bar and stores it in the air cylinder 430. The air cylinder 430 not only stores the air, but also purifies and removes residual air to ensure the purity of the air entering the system. The dryer 440 further dries the air to remove moisture and prevent moisture from condensing in the pipe 300 and air chamber 200, ensuring the stable operation of the device.

[0033] When air chamber 200 needs to be replenished with air, the high-pressure air in air cylinder 430 is output as a 7-bar air source through pressure reducing valve 450 and delivered to each air chamber 200 via pipeline 300. The pressure sensor 431 built into air cylinder 430 monitors the pressure inside the cylinder in real time. When the pressure is lower than the set value, control unit 500 will start air compressor 420 to replenish air, ensuring that air source storage unit 400 can always provide a stable air source for air chamber 200. Especially during long-term voyages of ships, as air chamber 200 continuously consumes air, the pressure inside air cylinder 430 gradually decreases. After the pressure sensor 431 detects the pressure change, it promptly feeds back to control unit 500, thereby starting air compressor 420 to replenish air and maintain the continuous operation of the entire air drag reduction device.

[0034] In this embodiment, the gas supply distribution unit 410 includes an inlet valve 411, a solenoid valve 412, and a relay 413, which are provided corresponding to each gas chamber 200. The solenoid valve 412 controls the opening and closing of the inlet valve 411. The relay 413 receives the signal from the liquid level sensor 220 and links with the time relay 413 to control the valve opening time to ≤30 minutes. The inlet valve 411 is connected to the pipeline 300.

[0035] Specifically, when the liquid level sensor 220 detects a change in the liquid level in the air chamber 200, it transmits a signal to the relay 413. When the liquid level exceeds the set value, it indicates that the air volume in the air chamber 200 is insufficient. After receiving the signal, the relay 413 activates the time relay 413 and simultaneously controls the solenoid valve 412 to open, which in turn opens the air inlet valve 411. The 7 Bar air source output by the air source storage unit 400 enters the corresponding air chamber 200 through the pipe 300 and the air inlet valve 411 to replenish the air chamber 200 with air. The time relay 413 controls the valve opening time to be ≤30 minutes, which can avoid over-inflation that could lead to excessive pressure or other abnormalities in the air chamber 200. This ensures that the stable air film in the air chamber 200 continues to play a drag-reducing role, while also reasonably controlling the inflation process to ensure the safe and stable operation of the entire device.

[0036] Please refer to the following: Figure 2When the inflation pipe 210 passes through the hull, it is covered with a protective pipe 240 for protection. One end of the protective pipe 240 is sealed and fixedly connected to the watertight flange seal 230 to form a watertight space to protect the wiring of the liquid level sensor 220 and the inflation pipe 210.

[0037] To facilitate routine maintenance of the air intake valve 411, control solenoid valve 412, and time relay 413 by operators, the air intake valve 411, control solenoid valve 412, and time relay 413 constituting the air source distribution unit 410 can also be installed in the air compressor room of the ship. This also ensures that the air source storage unit 400 is connected to the air filling pipe 210 through the air source distribution unit 410.

[0038] In this embodiment: the cross-section of the separator profile 110 is a streamlined shape that is close to a semicircle, and the material is made of stainless steel, rubber, plastic or aluminum alloy composite profile.

[0039] Specifically, during ship navigation, stainless steel or aluminum alloy composite profiles ensure that the partition profile 110 has sufficient strength and corrosion resistance to withstand seawater erosion and various stresses during ship navigation.

[0040] In this embodiment: the control unit 500 includes a control panel 510, which is equipped with a three-mode switch 511 for automatic, manual and machine-side modes. The surface of the control panel 510 is also equipped with an air chamber liquid level indicator light 512 and an air compressor start / stop button 513.

[0041] Specifically, during actual ship operation, when the automatic mode is selected, the liquid level sensor 220 monitors the liquid level in the air chamber 200 in real time and transmits the signal to the control unit 500. The control unit 500 automatically controls the opening and closing of components such as the air inlet valve 411 of the air source distribution unit 410 according to a preset program, thereby automatically adjusting the inflation of the air chamber 200 to ensure that the air chamber 200 always maintains a suitable amount of air and a stable drag reduction effect. In manual mode, operators can use the operation buttons on the control panel 510, such as manually opening the air inlet valve 411, to inflate the air chamber 200. Especially during ship commissioning or in special circumstances, manual mode allows operators to perform precise control. The on-site control mode is suitable for on-site operation near the device. When the ship is docked in port or undergoing equipment maintenance, staff can operate the device on-site through the control unit 500.

[0042] The centralized control panel is located in the air compressor room and has two control switches: one for local operation and one for remote control. The operator console can only control the machine after switching to remote control.

[0043] The control panel 510 is equipped with air chamber liquid level indicator lights 512 and air compressor start / stop buttons 513. The air chamber liquid level indicator lights 512 display the liquid level status in each air chamber 200 in real time, allowing operators to intuitively understand the working status of the air chamber 200. The air compressor start / stop buttons 513 can manually control the start and stop of the air compressor 420 when necessary. In the event of equipment maintenance or emergency, operators can intervene in the equipment operation status in a timely manner to ensure the safe and stable operation of the entire air drag reduction device.

[0044] It should be further explained that: the output terminal of the liquid level sensor 220 is connected to the input terminal of the relay 413 in the air supply distribution unit 410. When the liquid level sensor 220 detects a change in the liquid level in the air chamber 200, if the liquid level is too high and the air supply is insufficient, it sends an electrical signal to the relay 413. After receiving the signal, the relay 413 controls the solenoid valve 412 to open or close, thereby controlling the air intake valve 411 to determine whether the air supply is replenished to the air chamber 200. At the same time, it is linked with the time relay 413 to control the opening time of the air intake valve 411. The output terminal of the air compressor 420 control terminal of the air supply storage unit 400 and the pressure sensor 431 built into the air cylinder 430 are also connected. All components are connected to the control unit 500. When the pressure sensor 431 detects that the pressure inside the air cylinder 430 is lower than the set value, it sends a signal to the control unit 500. After receiving the signal, the control unit 500 controls the air compressor 420 to start and maintain a stable air supply. The control panel 510 in the control unit 500 controls the air source distribution unit 410 and other components according to different logics through the automatic, manual, and local three-mode switch 511. The air chamber liquid level indicator 512 is connected to the liquid level sensor 220 to display the liquid level in real time. The air compressor start / stop button 513 is connected to the control terminal of the air compressor 420, which allows the operator to manually control the start / stop of the air compressor 420 when necessary, ensuring the safe and stable operation of the equipment.

[0045] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A marine air drag reduction device, characterized by: The utility model relates to a ship flat bottom (100) is characterized in following: the bottom of flat bottom (100) is separated by a plurality of longitudinal and transverse intersecting partition profiles (110) and is formed into a plurality of independent air chambers (200), two adjacent independent air chambers (200) are communicated with each other through the throttle air hole (111) of partition profile (110), and one side of longitudinal adjacent air chamber (200) is provided with air inlet packaging (20) in the inside, air inlet packaging (20) includes inflation pipe (210) and liquid level sensor (220), and inflation pipe (210) and liquid level sensor (220) are installed in the hole of flat bottom (100) bottom through water-tight flange sealing (230). Further include a plurality of air source storage units (400) connected with air chamber (200) through inflation pipe (210) and pipeline (300) in turn, air source distribution unit (410) is installed at the connection of air source storage unit (400) and pipeline (300), and air source distribution unit (410) and liquid level sensor (220) are electrically connected with control unit (500). The longitudinal profile of partition profile (110) is arranged along the parallel keel of ship length direction, and the number is not less than 3, and the thickness is appropriate, the transverse profile of partition profile (110) is arranged along the perpendicular keel of ship width direction, and the interval is less than or equal to H / d, wherein H is the thickness of profile, and d is the draft change rate, and the longitudinal profile is connected with the transverse profile through 180 DEG flat interface or 90 DEG bending interface.

2. A marine air friction reduction device according to claim 1, wherein: The air source storage unit (400) includes air compressor (420), air bottle (430), dryer (440) and pressure reducing valve (450) connected in turn, the pressure reducing valve (450) is communicated with one end of pipeline (300), the air compressor (420) is two, one is backup, the working pressure of air compressor (420) is 30Bar, the air bottle (430) is built-in pressure sensor (431), and the pressure sensor (431) is connected with pressure reducing valve (450) through connecting pipe and outputs 7Bar air source, and the air source storage unit (400) is placed in the air compressor room of ship.

3. A marine air friction reduction device as claimed in claim 1, wherein: The air source distribution unit (410) includes air inlet valve (411), electromagnetic valve (412) and relay (413) arranged corresponding to each air chamber (200), the electromagnetic valve (412) controls the opening and closing of air inlet valve (411), the relay (413) receives liquid level sensor (220) signal and drives time relay (413) in linkage, controls the valve opening time to be less than or equal to 30 minutes, and the air inlet valve (411) is communicated with pipeline (300).

4. A marine air friction reduction device as claimed in claim 3, wherein: The partition profile (110) is made of stainless steel, aluminum alloy composite profile or plastic material.

5. A marine air friction reduction device as claimed in claim 1, wherein: The control unit (500) includes control panel (510), the control panel (510) is equipped with automatic, manual, machine side three gear mode switch (511), and the surface of control panel (510) is further equipped with air chamber liquid level indicating lamp (512) and air compressor start-stop button (513).

6. A marine air friction reduction device as claimed in claim 1, wherein: ​

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