Air film drag reduction ship

Abstract

The utility model discloses a kind of air film drag reduction ships, including ship body and active gas injection assembly, ship body bottom is equipped with the passage of upward concave, front deck extends out ship body. Active gas injection assembly contains air-blowing mechanism, air duct, is installed in front deck below, air-blowing mechanism generates high-speed airflow, imports ship bottom passage through air duct, forms and maintains continuous air film layer at the interface of passage and water body, reduces the contact area of ship body and water, reduces frictional resistance, realizes drag reduction, speed-up and energy saving. The upper portion of ship body is set to the downward concave cabin, is composed of side plate, front baffle, back baffle, front baffle is installed louvre, and ventilation volume is adjustable. Air-blowing mechanism includes a pair of power adjustable fan and right-angle pipe shape cover shell, ship body tail portion is symmetrically equipped with outboard motor, passage extends to tail portion and forms gap. Air duct uses main air duct and branch air duct structure, and is connected with branch passage. Air duct and cover shell are made of stainless steel, and guardrail is arranged at front deck and other parts.

Description

Technical Field

[0001] This utility model relates to the field of marine engineering technology, specifically to an air-film drag-reducing ship. Background Technology

[0002] In the field of ship navigation, reducing hull resistance has always been a key issue for improving ship performance, reducing operating costs, and enhancing energy efficiency. When a ship navigates in water, it is affected by various types of resistance, among which frictional resistance accounts for a significant proportion, especially at high speeds. Therefore, effectively reducing the frictional resistance between the ship's hull and the water has become one of the important directions of naval engineering research.

[0003] Traditional ship drag reduction technologies primarily focus on optimizing hull design, such as using smoother lines and reducing surface roughness to decrease water resistance. Additionally, special coatings are applied to the hull surface to reduce water friction, thus achieving some drag reduction. While these technologies can improve ship performance to some extent, they also have limitations.

[0004] However, the aforementioned technologies have significant drawbacks. First, simply optimizing the hull shape is often limited by the hull structure and function, making it impossible to significantly reduce frictional resistance. Second, the drag-reduction effect of special coatings is limited, and over time, the coating may gradually lose its effectiveness due to wear, aging, and other factors, requiring frequent maintenance and replacement, thus increasing the ship's operating costs. Moreover, these traditional technologies cannot proactively adapt to different navigation conditions or flexibly adjust the drag-reduction effect according to actual needs. Utility Model Content

[0005] Purpose of the utility model: In order to overcome the above shortcomings, the purpose of this utility model is to provide an air film drag-reducing boat. By setting an inner concave channel at the bottom of the boat and integrating an active gas injection system, a high-speed airflow is introduced into the channel using a fan and air duct to form and maintain a continuous air film layer, thereby reducing the frictional resistance between the hull and the water, and achieving the effects of drag reduction, speed increase and energy saving.

[0006] Technical Solution: This utility model provides an air-film drag-reducing vessel, including a hull with an upwardly concave channel at the bottom. A foredeck extends from the front of the hull. An active gas injection assembly, mounted on the hull, includes a blower mechanism and an air duct. The blower mechanism and air duct are mounted on the hull and located below the foredeck. The blower mechanism generates a high-speed airflow. One end of the air duct is connected to the blower mechanism, and the other end extends into the channel at the bottom of the hull to direct the airflow generated by the blower mechanism into the channel, forming and maintaining a continuous air film layer above the interface between the channel and the water. The air film layer reduces the direct contact area between the hull and water during navigation, effectively reducing the friction between the water and the hull. Due to the presence of the air film layer, the water resistance experienced by the hull during navigation is greatly reduced. Compared to traditional hulls, this air-film drag-reducing vessel can navigate at a higher speed under the same power conditions; or, while maintaining the same speed, reduce the output power of the power system, achieving efficient drag reduction and improving the vessel's navigation performance.

[0007] Furthermore, in this application, an air-film drag-reducing vessel includes a downwardly recessed cabin on the upper part of the hull. The cabin consists of a pair of side panels, a front baffle, and a rear baffle. The foredeck is located on the upper part of the front baffle. The active gas injection assembly also includes louvers mounted on the front baffle, one side facing the cabin interior and the other facing the blower mechanism. The louvers allow ventilation between the cabin interior and exterior, and the ventilation volume is adjustable. This adjustable ventilation design allows for precise control of airflow. Under different navigation conditions, such as low-speed navigation, high-speed navigation, or different climatic conditions, the opening of the louvers can be flexibly adjusted according to actual needs to meet the air supply requirements of the blower mechanism and the environmental regulation needs within the cabin. When a large airflow is required to maintain the stability of the air film layer, the ventilation volume of the louvers can be increased to ensure a sufficient air supply for the blower mechanism.

[0008] Furthermore, in one embodiment of this application, the air-film drag-reducing vessel includes a blower mechanism comprising a pair of fans and a housing. The housing is a right-angled pipe with one end facing a louver and the other end facing downwards and connected to an air duct. The pair of fans are installed on both sides of the housing along a direction perpendicular to the forward direction of the air-film drag-reducing vessel, and the power of the fans is adjustable.

[0009] Furthermore, in this application, an air-film drag-reducing vessel has a pair of outboard motors symmetrically arranged at the stern. A channel extends from the bow to the stern, with one end connected to a wind duct and the other end extending out of the hull to form a notch between the pair of outboard motors. A pair of blowers in the blower mechanism are installed on either side of a right-angled pipe-shaped casing perpendicular to the vessel's direction of travel, forming a symmetrical air supply structure. This arrangement generates a strong and uniform airflow, which is efficiently delivered to the wind duct through the casing and then injected into the channel at the bottom of the hull. Compared to a single fan, dual fans working together can provide a larger gas flow rate, ensuring the continuous and stable existence of the air film layer during ship navigation. This effectively addresses the air supply needs of the air film under different operating conditions such as speed and load, ensuring the stability of the air film drag reduction effect. When the ship is sailing at low speed, the fan power can be reduced to decrease energy consumption; while when the ship is sailing at high speed or in complex sea conditions and requires stronger air film support, the fan power can be increased in time to output a larger flow rate and pressure airflow, maintaining the thickness and strength of the air film layer and ensuring the ship's drag reduction performance. The right-angled pipe-shaped casing, with one end facing the louvers and the other end pointing downwards and connecting to the air duct, forms a clear airflow guidance path.

[0010] Furthermore, in this application, an air-film drag-reducing vessel includes an air duct comprising a main air duct (not shown) and several branch air ducts (not shown). One end of the main air duct is connected to the lower end of the casing, and the other end is connected to each of the branch air ducts. The duct system includes several branch channels (not shown), with each branch air duct correspondingly connected to one of the branch channels. All branch channels extend beyond the bottom of the hull. This air duct design, employing a main air duct and several branch air ducts, enables precise and uniform distribution of the airflow from the casing. The branch air ducts then deliver the gas to the corresponding branch channels at the bottom of the hull, ensuring that the gas evenly covers the interface between the bottom of the hull and the water. This design prevents gas from concentrating in a particular area, ensuring that the air film layer is uniformly formed across the entire bottom of the hull.

[0011] Furthermore, in one embodiment of the film drag reduction vessel of this application, both the air duct and the shroud are made of stainless steel. Stainless steel has excellent corrosion resistance and can effectively resist seawater erosion.

[0012] Furthermore, in this application, a film-supported drag-reducing vessel is provided with guardrails on the foredeck, side panels, fore-deck, and aft-deck. During navigation, when crew members are working, inspecting, or maintaining equipment in the deck area, the guardrails can effectively prevent personnel from accidentally falling into the water due to ship rolling, wave impact, or personal slippage, providing reliable safety for the crew.

[0013] As can be seen from the above technical solution, this utility model has the following beneficial effects:

[0014] 1. The air-film drag-reducing ship of this utility model, by setting an indented channel at the bottom of the ship and integrating an active gas injection component, uses high-speed airflow to form and maintain a continuous and stable air film layer at the interface between the channel and the water, effectively isolating the ship from direct contact with the water, significantly reducing frictional resistance during navigation, thereby achieving the effects of ship speed increase and energy saving.

[0015] 2. The air-film drag-reducing vessel of this utility model adopts a symmetrically arranged dual-fan structure, a distribution system combining main air duct and branch air duct, and a louver design with adjustable power fans and adjustable ventilation volume. It can generate a strong and uniformly distributed airflow, accurately cover the bottom channel of the ship, ensure the stability and adaptability of the air film layer under different navigation conditions, and significantly improve the reliability and efficiency of drag reduction effect. Attached Figure Description

[0016] Figure 1 This is a first-view structural schematic diagram of an air-film drag-reducing ship according to the present invention;

[0017] Figure 2 This is a second-view structural diagram of an air-film drag-reducing ship according to the present invention;

[0018] Figure 3 This is a partially enlarged schematic diagram of an air-film drag-reducing ship according to this utility model.

[0019] Explanation of reference numerals in the instruction manual:

[0020] 1-Hull, 11-Passage, 12-Foredeck, 13-Cabin, 131-Sideplate, 132-Forebaffle, 133-Sternbaffle, 14-Notch, 15-Guardrail;

[0021] 2-Active gas injection assembly, 21-Blower mechanism, 211-Fan, 212-Casing, 22-Air duct, 23-Louvre;

[0022] 3-Outboard motor. Detailed Implementation

[0023] The present invention will be further explained below with reference to the accompanying drawings and specific embodiments.

[0024] Example 1

[0025] like Figures 1 to 3 As shown, this embodiment provides a film drag-reducing ship, including:

[0026] Hull structure

[0027] The bottom of the hull 1 is provided with an upwardly recessed channel 11, which extends from the bow to the stern and forms a notch 14 at the stern.

[0028] The hull 1 has a foredeck 12 extending out of the hull, and a recessed cabin 13 above it. The cabin 13 is formed by a pair of side plates 131, a front baffle 132 and a rear baffle 133, and the foredeck 12 is fixed to the top of the front baffle 132.

[0029] A pair of outboard motors 3 are symmetrically installed at the stern of the hull 1, with a notch 14 located between the two outboard motors 3.

[0030] The foredeck 12, side panels 131, front baffle 132 and rear baffle 133 are all equipped with guardrails 15.

[0031] Gas injection system

[0032] The active gas injection assembly 2 is installed below the foredeck 12 and includes:

[0033] Blowering mechanism 21: It consists of a pair of adjustable power blowers 211 and a right-angled pipe-shaped cover 212. The blowers 211 are symmetrically arranged on both sides of the cover 212 along a direction perpendicular to the forward movement of the hull. The upper end of the cover 212 is directly opposite the louver 23, and the lower end is connected to the air duct 22.

[0034] Louver 23: Installed on the front baffle 132, one side leads to the interior of the cabin 13, and the other side faces the inlet of the cover 212 of the blower mechanism 21, and the ventilation volume is adjustable.

[0035] Airflow distribution and film formation

[0036] The high-speed airflow generated by the blower 211 is guided through the cover 212 to the air duct 22 and finally injected into the bottom channel 11.

[0037] The airflow forms a continuous air film layer at the interface between channel 11 and the water body, and the gas is discharged in an orderly manner through the tail gap 14.

[0038] Key materials and adjustment functions

[0039] The air duct 22 and the casing 212 are made of stainless steel, which is resistant to seawater corrosion.

[0040] The airflow intensity is controlled by adjusting the power of the fan 211, and the air intake is adjusted by combining the opening of the louvers 23 to adapt to different speed conditions.

[0041] Work process:

[0042] When the outboard motor 3 is activated to propel the hull, the blower mechanism 21 operates simultaneously. Airflow enters the casing 212 through the louvers 23, flows through the air duct 22 into the bottom channel 11, forming a stable air film layer at the bottom of the channel 11, significantly reducing the frictional contact area between the hull 1 and the water. The air film is then discharged through the opening 14 with the water flow, achieving continuous drag reduction.

[0043] Example 2

[0044] Based on Example 1, channel 11 is retained, and multiple branch channels (not shown) are added inside to cover the bottom of the ship.

[0045] The tail notch 14 remains in the same position and is used to discharge gas from each branch channel.

[0046] Air duct 22 adopts a two-stage distribution structure:

[0047] Main air duct (not shown): vertically connected to the 212 outlet of the hull, and longitudinally runs through the hull.

[0048] Branch ducts (not shown): radiate laterally, with one end connected to the main duct and the other end connected to each branch channel.

[0049] The design of the blower mechanism 21 and the louver 23 is the same as in Example 1.

[0050] Work process:

[0051] 1. Airflow passes through the louvers 23;

[0052] 2. Cover 212;

[0053] 3. Main air duct pressure stabilization and distribution;

[0054] 4. Refined airflow guidance in branch ducts;

[0055] 5. Each branch passage;

[0056] 6. Formation of a uniform gas film layer over the entire area;

[0057] 7. Gas is discharged uniformly from gap 14.

[0058] The above embodiments are exemplary and are intended to illustrate the technical concept and features of this utility model, so that those skilled in the art can understand the content of this utility model and implement it accordingly. They should not be construed as limiting the scope of protection of this utility model. All equivalent changes or modifications made in accordance with the spirit and essence of this utility model should be covered within the scope of protection of this utility model.

Claims

1. A film drag-reducing vessel, characterized in that: include: The hull (1) has an upwardly recessed channel (11) at the bottom and a foredeck (12) at the front, which extends out of the hull (1). An active gas injection assembly (2) is installed on the hull (1) and includes a blower mechanism (21) and a duct (22). The blower mechanism (21) and the duct (22) are installed on the hull (1) and located below the foredeck (12). The blower mechanism (21) is used to generate high-speed airflow. One end of the duct (22) is connected to the blower mechanism (21), and the other end extends into the channel (11) at the bottom of the hull (1) to direct the airflow generated by the blower mechanism (21) into the channel (11), so that a continuous gas film layer is formed and maintained above the interface between the channel (11) and the water.

2. The air-film drag-reducing vessel according to claim 1, characterized in that, The upper part of the hull (1) is also provided with a downwardly recessed cabin (13). The cabin (13) is composed of a pair of side plates (131), a front baffle (132), and a rear baffle (133). The foredeck (12) is located on the upper part of the front baffle (132). The active gas injection assembly (2) also includes a louver (23). The louver (23) is installed on the front baffle (132), with one side facing the cabin (13) and the other side facing the blower mechanism (21). The louver (23) is used to ventilate inside and outside the cabin (13), and the ventilation volume is adjustable.

3. The air-film drag-reducing vessel according to claim 2, characterized in that, The blower mechanism (21) includes a pair of blowers (211) and a cover (212). The cover (212) is a right-angle pipe with one end facing the louver (23) and the other end facing downwards and connected to the air duct (22). The pair of blowers (211) are installed on both sides of the cover (212) along the forward direction perpendicular to the air film drag reduction vessel. The power of the blowers (211) is adjustable.

4. The air-film drag-reducing vessel according to claim 1, characterized in that, The hull (1) is symmetrically provided with a pair of outboard motors (3) at the stern. The channel (11) extends from the front of the hull (1) to the stern. One end of the channel (11) is connected to the wind duct (22), and the other end extends out of the hull (1) to form a gap (14). The gap (14) is located between the pair of outboard motors (3).

5. A film drag-reducing vessel according to claim 3, characterized in that, The air duct (22) includes a main air duct and several branch air ducts. One end of the main air duct is connected to the lower end of the cover (212), and the other end is connected to each of the branch air ducts. The channel (11) includes several branch channels. The branch air ducts are connected to the corresponding branch channels. All the branch channels extend out of the bottom of the hull (1).

6. A film drag-reducing vessel according to claim 3, characterized in that, Both the air duct (22) and the casing (212) are made of stainless steel.

7. A film drag-reducing vessel according to claim 2, characterized in that, Guardrails (15) are provided on the front deck (12), side panels (131), front baffle (132) and rear baffle (133).

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