Low-resistance hydrofoil composite ship

Abstract

The utility model discloses a low-resistance hydrofoil composite ship. The low-resistance hydrofoil composite ship comprises a ship main body, propellers and fins, the ship main body comprises a ship body and a floating body; the ship body is used for bearing; the floating body is arranged below the ship body and used for being immersed in water, and a duct penetrates through the floating body from front to back; the propellers are arranged in the ducts, connected with driving mechanisms and capable of rotating under the driving of the driving mechanisms so as to suck water flow from one ends of the ducts and spray the water flow from the other ends of the ducts, and the propellers are used for pushing the ship body to advance; and the wing panel is arranged on the ship main body, is used for being immersed in water, and is configured to be capable of generating a pressure difference on the upper and lower surfaces of the wing panel when the ship main body advances and water flows through the upper and lower surfaces of the wing panel so as to generate upward lifting force on the wing panel to drive the ship main body to float upwards. The utility model provides a ship capable of effectively reducing sailing resistance.

Description

Technical Field

[0001] This utility model relates to the field of watercraft technology, and in particular to a low-resistance hydrofoil composite vessel. Background Technology

[0002] Current ships typically rely entirely on buoyancy generated by their hull draft to float on the water surface during navigation and anchoring. During navigation, the resistance from the water flow is significant, resulting in high energy consumption. Furthermore, the higher the navigation speed, the greater the water flow resistance, limiting the potential for increasing navigation speed. Therefore, there is a current need for a ship that can effectively reduce navigation resistance.

[0003] Current ships, when navigating, experience significant undulations and tilts due to wave action or changes in hull balance, resulting in poor stability, reduced comfort for passengers, and increased risk of cargo damage from collisions. Therefore, a more stable vessel is needed. Utility Model Content

[0004] The purpose of this invention is to provide a low-resistance hydrofoil composite vessel, and the technical problem to be solved is how to provide a vessel that can effectively reduce sailing resistance.

[0005] To achieve the above objectives, the solution of this utility model is: a low-resistance hydrofoil composite ship, comprising a ship body, a propeller, and winglets;

[0006] The main body of the ship includes the hull and the floating body; the hull is used for carrying loads; the floating body is located below the hull, is used to be submerged in water, and has a duct running through it from front to back.

[0007] The propeller, installed inside the culvert and connected to a drive mechanism, can rotate under the drive of the drive mechanism to draw in water from one end of the culvert and spray water from the other end to propel the main body of the ship forward.

[0008] The winglets are installed on the hull of the ship and are used to be submerged in water. Their shape is configured so that when the hull moves, water flows over the upper and lower surfaces of the winglets, which can generate a pressure difference between the upper and lower surfaces of the winglets, generating an upward force on the winglets, thereby causing the hull of the ship to float.

[0009] Furthermore, the winglet includes a main wing and an aileron. The aileron is located at the rear edge of the main wing, and the side of the aileron facing away from the main wing can swing up and down under the drive of the aileron drive device.

[0010] Furthermore, the winglets are provided in multiple ways, and among the multiple winglets, there are at least two winglets arranged at intervals, so that when the main body of the ship is moving, the main body of the ship can rise, fall, pitch forward or pitch backward by independently swinging the ailerons on the two winglets.

[0011] Furthermore, the winglets are provided in multiple ways, and among the multiple winglets, at least two winglets are symmetrically arranged along the left and right sides of the ship's main body, so that when the ship's main body is moving, the ship's main body can tilt to the left or right by independently swinging the ailerons on the two winglets.

[0012] Furthermore, the winglets are provided in four parts: a left front winglet, a right front winglet, a left rear winglet, and a right rear winglet. The left front winglet and the right front winglet are arranged symmetrically about the main body of the ship. The left rear winglet and the right rear winglet are located behind the left front winglet and the right front winglet, and are arranged symmetrically about the main body of the ship.

[0013] Furthermore, the ship's attitude sensors and controllers are also installed on the hull.

[0014] Ship attitude sensors are used to monitor changes in the ship's attitude, such as heave and / or pitch and / or roll, and are connected to the controller.

[0015] The controller is used to control the ailerons to swing as the ship moves, based on the trend of changes in the ship's main body attitude detected by the ship's attitude sensors, so that the ship's main body can maintain a set attitude.

[0016] Furthermore, the hull is able to draft and float on the water when the main body of the ship is moored, and when the main body of the ship is moving, the upward force generated by the water on the winglets can make the main body of the ship float up to the point that the hull leaves the water surface.

[0017] Furthermore, multiple culverts are provided, which are symmetrically distributed about the left and right sides of the ship's main body. Each culvert is equipped with a propeller, and each propeller is driven by a separate drive mechanism.

[0018] Furthermore, the float is fixed below the hull, and the wing is fixed to the side of the float.

[0019] Furthermore, there are two floats, both of which are cylindrical extending forward and backward. The two floats are symmetrically arranged about the left and right sides of the ship's main body. Each float has a duct running through its center, and each duct is equipped with a propeller.

[0020] After adopting the above solution, the beneficial effects of this utility model are as follows:

[0021] (1) The wing is set on the hull of the ship and is used to be immersed in water. The shape is configured so that when the hull moves, water can generate a pressure difference between the upper and lower surfaces of the wing, which generates an upward force on the wing to drive the hull of the ship to float. This can reduce the draft of the ship during navigation, reduce the water flow resistance during navigation, and make the ship more energy-efficient. Moreover, the higher the ship's speed, the greater the upward force generated by the wing, the smaller the ship's draft, and the smaller the water flow resistance, which is more conducive to achieving high-speed navigation of the ship. This provides a ship that can effectively reduce navigation resistance.

[0022] (2) The main body of the ship includes the hull and the floating body. The hull is used for carrying loads, and the floating body is located below the hull and is used to be submerged in water. The floating body has a duct running through it from front to back. The duct is equipped with a propeller. When the propeller rotates, water is drawn in from one end of the duct and water is ejected from the other end of the duct to propel the main body of the ship. The design of the propeller in the duct can reduce the turbulence generated during the rotation of the propeller. On the one hand, it can reduce the ship's sailing resistance. On the other hand, it can convert the power into propulsion force to propel the ship more efficiently, which is more energy-efficient.

[0023] (3) The wing includes a main wing and an aileron. The aileron is located at the rear edge of the main wing and can swing up and down on the side away from the main wing. The attitude of the ship can be actively adjusted by the swing of the aileron. When there are multiple wings, and at least two wings are arranged at intervals between the front and rear, by controlling the swing of the aileron on the wing with intervals between the front and rear, it is possible to control the front of the ship to rise and the rear to fall so that the ship pitches forward, or control the front of the ship to fall and the rear to rise so that the ship pitches backward, or control the front and rear of the ship to rise or fall together. When there are at least two wings arranged symmetrically along the left and right sides of the ship, by controlling the swing of the aileron on the symmetrical wing, it is possible to control the rise or fall of one side of the ship on the left and right sides, or one side to rise while the other side falls, thereby adjusting the left and right tilt of the ship. Thus, the above design enables the ship to actively adjust its attitude and make the ship sail more smoothly. Attached Figure Description

[0024] Figure 1 This is a perspective view of the right side of an embodiment of the present invention;

[0025] Figure 2 This is a side view of the airfoil when the aileron is horizontal, according to an embodiment of the present invention.

[0026] Figure 3 This is a side view of the winglet when the aileron is swinging upwards according to an embodiment of the present invention;

[0027] Figure 4 This is a side view of the winglet when the aileron is swaying downwards, according to an embodiment of this utility model.

[0028] Figure 5 This is a cross-sectional schematic diagram of the float in an embodiment of the present invention;

[0029] Figure 6 This is a perspective view of another embodiment of the present utility model;

[0030] Figure 7 This is a three-dimensional schematic diagram from the rear view of an embodiment of the present utility model;

[0031] Figure 8 This is a schematic diagram of some communication connections of this utility model.

[0032] Labeling explanation: 1-Main body of the ship, 2-Propeller, 3-Wing, 4-Hull, 5-Float, 6-Ductwork, 7-Main wing, 8-Aileron, 9-Ship attitude sensor, 10-Controller, 11-Connecting rod assembly, 12-Left front wing, 13-Right front wing, 14-Left rear wing, 15-Right rear wing, 16-Aileron drive device. Detailed Implementation

[0033] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0034] Embodiments of the present invention will now be described in full with reference to the accompanying drawings. It should be noted that the present invention may be implemented in various forms and is not limited to the embodiments set forth herein. These embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the present invention to those skilled in the art.

[0035] This utility model provides a low-resistance hydrofoil composite vessel, such as Figure 1-8 As shown, it includes the ship's main body 1, propeller 2, and winglets 3;

[0036] The main body of the ship 1, including the hull 4 and the floating body 5;

[0037] Hull 4 is used for carrying, which can be for carrying cargo, people or equipment, and can be any existing ship hull structure.

[0038] The float 5 is located below the hull 4. Specifically, it is rigidly connected and fixed to the hull 4 via the connecting rod assembly 11. Of course, it is not limited to a rigid connection. It can also be configured to rotate horizontally or move up and down relative to the hull 4. However, it should be able to lock its position after movement and be fixed below the hull 4 after locking. The float 5 is used to be immersed in water to generate buoyancy. The float 5 has a duct 6 running through it. Those skilled in the art should know that the duct 6 is an opening at the front and rear ends and closed on the sides to allow fluid (in this embodiment, the fluid is water flow) to pass through.

[0039] The propeller 2 can be any existing marine propeller structure, installed in the duct 6, and connected to a drive mechanism (the drive mechanism can be an internal combustion engine, an electric motor, etc., and the connection refers to the transmission connection through a drive shaft, etc.). It can rotate under the drive of the drive mechanism, thereby drawing in water from one end of the duct 6 and spraying water from the other end to propel the ship body 1. Since the design of the duct 6 restricts the direction of water flow, it can reduce the turbulence generated by the rotation of the propeller 2, concentrate the water flow, and improve the propulsion efficiency.

[0040] The wing 3, mounted on the hull 1, is used to be submerged in water. Its shape is configured such that when the hull 1 is in motion, water flows over the upper and lower surfaces of the wing 3, creating a pressure difference that generates an upward lift force on the wing 3, thus lifting the hull 1. More specifically, the upper surface of the wing 3 is made more convex than the lower surface, so that during navigation, the flow velocity of water over the upper surface of the wing 3 is greater than that over the lower surface, resulting in a lower pressure on the upper surface of the wing 3 and thus generating an upward lift force. The specific principle is the same as that of the wings of a fixed-wing aircraft providing lift, so it will not be elaborated further.

[0041] In order to actively adjust the ship's navigation attitude, in a preferred embodiment, the wing 3 includes a main wing 7 and an aileron 8. The aileron 8 is located at the rear edge of the main wing 7 and can swing up and down on the side away from the main wing 7. An aileron drive device 16 is provided to control the swing of the aileron 8. Similarly, it can be used as a fixed-wing aircraft aileron. By controlling the swing of the aileron 8, the water flow on the upper and lower surfaces of the wing 3 can be adjusted, thereby changing the force exerted by the water flow on the wing 3 and realizing the active adjustment of the ship's navigation attitude. In order to comprehensively adjust the ship's sailing attitude, in a more preferred embodiment, multiple winglets 3 are provided, and the aileron drive device 16 is capable of driving the ailerons 8 of each winglet 3 to swing independently. Among the multiple winglets 3, at least two winglets 3 are arranged with a front-to-back interval, so that when the ship body 1 is moving, the swinging of the ailerons 8 on these two winglets 3 can cause the ship body 1 to rise, fall, pitch forward, or pitch backward. For example, the ship body 1 can be raised by simultaneously swinging the ailerons 8 on the front winglet 3 and the rear winglet 3 upward, and lowered by simultaneously swinging the ailerons 8 on the front winglet 3 and the rear winglet 3 downward. The ship's main body 1 can be tilted forward horizontally, causing the ailerons 8 on the front wing 3 to swing down and the ailerons 8 on the rear wing 3 to swing up, or the ship's main body 1 can be tilted backward horizontally. Among the multiple wings 3, at least two wings 3 are symmetrically arranged along the left and right sides of the ship's main body 1. When the ship's main body 1 is moving, the swinging of the ailerons 8 on these two wings 3 can cause the ship's main body 1 to tilt to the left or to the right. For example, by swinging the aileron 8 on the left wing 3 up and the aileron 8 on the right wing 3 down, the ship's main body 1 can tilt to the left. To tilt to the right, the opposite action can be performed. In this way, the ship's main body 1 can be fully controlled by the coordinated action of each aileron 8, so that the ship's main body can sail more smoothly.

[0042] To enable the vessel hull 1 to turn efficiently, multiple ducts 6 are provided, symmetrically distributed about the vessel hull 1. Each duct 6 contains a propeller 2, and each propeller 2 is driven by a separate drive mechanism. The different driving forces on the left and right sides of the propellers 2 create different magnitudes or directions of propulsion, thus forcing the vessel hull 1 to reverse direction. Specifically, in this embodiment, two floats 5 are provided, both extending longitudinally in a cylindrical shape. The two floats 5 are symmetrically arranged about the vessel hull 1, with a duct 6 running through the center of each float 5. Each duct 6 contains a propeller 2. The wing 3 is provided with four parts, namely the left front wing 12, the right front wing 13, the left rear wing 14, and the right rear wing 15. The left front wing 12 and the right front wing 13 are arranged symmetrically about the main body of the ship 1. The left rear wing 14 and the right rear wing 15 are located behind the left front wing 12 and the right front wing 13. The left front wing 12 and the left rear wing 14 are located on the left side of the left floating body 5, and the right front wing 13 and the right rear wing 15 are located on the right side of the right floating body 5.

[0043] In a preferred embodiment, the ship's main body 1 is further provided with a ship attitude sensor 9 and a controller 10; the ship attitude sensor 9 is used to monitor the attitude changes of the ship's main body 1 in terms of rise and / or pitch and / or roll (it can be any existing sensor or a combination of multiple sensors capable of the above functions, such as a gyroscope, etc.), and is communicatively connected to the controller 10; the controller 10 is used to coordinate and control the rotation of each aileron 8 when the ship's main body 1 is moving, based on the attitude change trend of the ship's main body 1 detected by the ship attitude sensor 9, and to adjust the attitude of the ship's main body 1 in real time, so that the ship's main body 1 is maintained in a set attitude. For example, when it is detected that the front of the ship's main body 1 is lifted by the waves, causing the ship's main body 1 to pitch forward, the corresponding aileron is made to make a movement that can lower the front of the ship's main body 1, so as to keep the ship's main body 1 sailing in a stable attitude as much as possible.

[0044] Specifically, in this embodiment, the hull 4 can draft water and float on the water surface when the main body 1 is moored. When the main body 1 is moving, the upward force generated by the water on the wing 3 can make the main body 1 float up to the point that the hull 4 leaves the water surface. Thus, when moored, under the combined buoyancy of the float 5 and the hull 4, the hull 4 floats on the water surface, thereby minimizing the maximum displacement volume of the float 5 (minimizing the volume of the float 5), which can make the structure more compact and small.

[0045] The above description is only a preferred embodiment of this utility model and is not intended to limit the design of this case. All equivalent changes made based on the key design of this case shall fall within the protection scope of this case.

Claims

1. A low-drag hydrofoil composite vessel, characterized in that: It includes the ship's main body (1), propeller (2) and winglets (3); The main body of the ship (1) includes the hull (4) and the floating body (5); the hull (4) is used for carrying; the floating body (5) is located below the hull (4) for being submerged in water and has a duct (6) running through it from front to back. The propeller (2) is installed in the duct (6) and connected to a drive mechanism. It can rotate under the drive of the drive mechanism to draw water from one end of the duct (6) and spray water from the other end to propel the ship body (1) forward. The wing (3) is set on the main body of the ship (1) and is used to be immersed in water. Its shape is configured so that when the main body of the ship (1) moves, water can generate a pressure difference on the upper and lower surfaces of the wing (3) when it flows over the upper and lower surfaces of the wing (3), generating an upward force on the wing (3) to drive the main body of the ship (1) to float.

2. The low-drag hydrofoil composite vessel as described in claim 1, characterized in that: The wing (3) includes a main wing (7) and an aileron (8). The aileron (8) is located at the rear edge of the main wing (7). The aileron (8) on the side away from the main wing (7) can swing up and down under the drive of the aileron drive device.

3. The low-drag hydrofoil composite vessel as described in claim 2, characterized in that: The winglets (3) are provided in multiple ways, and among the multiple winglets (3), there are at least two winglets (3) arranged at intervals, so that when the main body of the ship (1) is moving, the main body of the ship (1) can rise, fall, pitch forward or pitch backward by independently swinging the ailerons (8) on the two winglets (3).

4. The low-drag hydrofoil composite vessel as described in claim 2, characterized in that: The winglets (3) are provided in multiple ways, and among the multiple winglets (3), at least two winglets (3) are symmetrically arranged on the left and right sides of the ship body (1) so that when the ship body (1) is moving, the ship body (1) can tilt to the left or to the right by the independent swing of the ailerons (8) on the two winglets (3).

5. The low-drag hydrofoil composite vessel as described in claim 2, characterized in that: The wing (3) is provided with four parts, namely the left front wing (12), the right front wing (13), the left rear wing (14) and the right rear wing (15). The left front wing (12) and the right front wing (13) are arranged symmetrically about the main body of the ship (1). The left rear wing (14) and the right rear wing (15) are located behind the left front wing (12) and the right front wing (13) and are arranged symmetrically about the main body of the ship (1).

6. A low-drag hydrofoil composite vessel as described in any one of claims 2-5, characterized in that: The ship's main body (1) is also equipped with a ship attitude sensor (9) and a controller (10). Ship attitude sensor (9) is used to monitor the attitude changes of the ship body (1) in terms of lifting and / or pitching and / or rolling, and is connected to the controller (10) in communication. The controller (10) is used to control the aileron (8) to swing when the ship body (1) is moving, based on the attitude change trend of the ship body (1) detected by the ship attitude sensor (9), so that the ship body (1) is maintained in a set attitude.

7. The low-drag hydrofoil composite vessel as described in claim 1, characterized in that: The hull (4) is able to draft and float on the water when the main body (1) is moored. When the main body (1) is moving, the upward force generated by the water on the blades (3) can make the main body (1) float up to the point that the hull (4) leaves the water.

8. The low-drag hydrofoil composite vessel as described in claim 1, characterized in that: The culvert (6) is provided in multiple ways. The multiple culverts (6) are symmetrically distributed about the ship body (1). Each culvert (6) is provided with a propeller (2). Each propeller (2) is driven by a separate drive mechanism.

9. The low-drag hydrofoil composite vessel as described in claim 1, characterized in that: The float (5) is fixed below the hull (4), and the wing (3) is fixed to the side of the float (5).

10. The low-drag hydrofoil composite vessel as described in claim 1, characterized in that: There are two floats (5), both of which are cylindrical extending forward and backward. The two floats (5) are arranged symmetrically about the main body of the ship (1). Each float (5) has a duct (6) running through its center, and each duct (6) is equipped with a propeller (2).

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