A wave-piercing monohull with a drag-reducing structure

Abstract

The utility model relates to a wave-piercing monohull technology field, concretely provides a wave-piercing monohull's drag reduction structure, the utility model discloses a drag reduction structure includes piece body, piece body sets up at monohull bottom to insert into wave and reduce resistance, connecting assembly, connecting structure sets up at the connecting place of piece body and ship body to carry out dismounting to piece body, connecting assembly includes slide, slide rail and fixed buckle, slide sets up at piece body top, slide rail sets up at monohull bottom, slide and slide rail sliding connection, fixed buckle sets up on slide rail, is used for limiting slide, drag reduction rib, drag reduction rib is provided with multiple groups, and multiple groups drag reduction rib arrange and set up at piece body surface to reduce the resistance that piece body received in water, and the removable design lets piece body maintenance not to need to disassemble ship body main structure, if piece body local wear or damage, directly dismounts old piece body and changes new piece body, need not to polish, repair welding to ship body bottom, reduces maintenance material cost.

Description

Technical Field

[0001] This utility model relates to the field of wave-piercing monohull technology, specifically providing a drag reduction structure for a wave-piercing monohull. Background Technology

[0002] Wave-piercing monohull vessels, as a typical type of high-speed vessel, are widely used in maritime patrol, coastal transportation, and emergency rescue scenarios due to their hull lines adapted for high-speed navigation. Currently, drag reduction design for wave-piercing monohull vessels mainly focuses on hull styling optimization and the application of lightweight materials. However, existing wave-piercing monohull vessels, when equipped with underwater drag-reducing panels, mostly use rigid fixing methods such as welding or bolting to connect them to the hull. This fixed structure makes it difficult to flexibly assemble and disassemble the panels, and it is difficult to adjust the panel specifications for different sea states. When sailing in shallow waters, fixed long panels are prone to bottoming out and damage, while in deep waters and high sea states, short panels have limited drag reduction effects, thus limiting the applicable sea areas.

[0003] Accordingly, there is a need in the field for a new drag-reduction structure for wave-piercing monohull vessels to solve the aforementioned technical problems. Summary of the Invention

[0004] The present invention aims to solve the above-mentioned technical problems, namely, to solve the problem of the inflexible use of the hull of the existing wave-piercing monohull.

[0005] This utility model provides a drag reduction structure for a wave-piercing monohull vessel, the drag reduction structure comprising: A sheet body, which is disposed at the bottom of the monohull to insert into the waves and reduce drag; A connecting assembly is provided at the connection between the sheet body and the hull to allow for the assembly and disassembly of the sheet body. The connecting assembly includes a slide bar, a slide rail, and a retaining buckle. The slide bar is located at the top of the sheet body, the slide rail is located at the bottom of the monohull, the slide bar is slidably connected to the slide rail, and the retaining buckle is located on the slide rail to limit the movement of the slide bar. The drag-reducing ribs are provided in multiple sets, and the multiple sets of drag-reducing ribs are arranged on the surface of the sheet to reduce the drag experienced by the sheet in water.

[0006] Based on the above configuration, the sliding structure of the slider and the rail can form a surface contact support, dispersing the stress of the plate when it is impacted by waves. The detachable design allows the plate to be repaired without disassembling the main hull structure. If the plate is partially worn or damaged, the old plate can be directly removed and replaced with a new one, without the need to grind or weld the bottom of the hull, reducing maintenance material costs. By changing the combination of sliders and plates of different specifications, it can be quickly adapted to different navigation scenarios. For example, in shallow coastal waters, a short slider can be used with a short plate, while in medium to high sea states in the open ocean, a long slider can be used with a long plate, without the need to design a separate hull for different scenarios.

[0007] In the preferred technical solution of the drag reduction structure of the above-mentioned wave-piercing monohull vessel, a T-shaped sliding groove is provided in the sliding rail, and the sliding bar is set as a T-shaped sliding bar.

[0008] Based on the above settings, both the slide rail and the slide bar are designed as T-shaped structures, which can effectively limit the displacement of the slide bar in the direction perpendicular to the length of the slide rail, prevent the plate from detaching from the slide rail due to wave impact during navigation, greatly improve the installation stability of the connecting components, and at the same time do not affect the sliding and disassembling of the slide bar along the slide rail, thus balancing stability and convenience.

[0009] In the preferred technical solution of the drag reduction structure of the above-mentioned wave-piercing monohull vessel, the fixing buckle includes a plug plate and a bolt, and slot plates are formed at both ends of the slide rail. The plug plate is inserted into the slot plate to obstruct the T-shaped slide bar. The plug plate and the slot plate are fixed together by the bolt.

[0010] Based on the above settings, the T-shaped slide bar can be quickly axially limited to prevent it from sliding along the length of the slide rail. The bolt connection method is not only reliable, but also allows for quick removal of the insert plate by disassembling the bolts, enabling rapid disassembly and assembly of the plate and reducing the complexity and time cost of maintenance operations.

[0011] In the preferred technical solution of the drag reduction structure of the aforementioned wave-piercing monohull vessel, a rubber buffer pad is provided on the side of the insert plate facing the T-shaped slide bar.

[0012] Based on the above configuration, a rubber buffer pad is installed on the side of the insert plate facing the T-shaped slide bar. This can prevent rigid collisions between the insert plate and the slide bar, reduce wear when they come into contact, and extend the service life of the components. At the same time, the rubber material can absorb the vibrations during ship navigation, prevent gaps from appearing between the insert plate and the slide bar due to vibrations, and ensure the stability of the limiting effect.

[0013] In the preferred technical solution of the drag reduction structure of the aforementioned wave-piercing monohull vessel, the cross-sectional shape of the drag reduction rib is set to streamline, and the convex surface of the streamline faces the direction of the water flow, so as to reduce the impact resistance of the water flow on the drag reduction rib.

[0014] Based on the above configuration, the streamlined cross-section of the drag-reducing ribs can guide the water flow smoothly along the rib surface, reducing the resistance generated by the water flow impact. By facing the convex surface towards the direction of the water flow, the impact force of the water flow can be further dispersed, preventing the water flow from forming vortices at the front end of the ribs, significantly reducing the impact resistance of the water flow on the drag-reducing ribs, and improving the overall drag reduction effect.

[0015] In the preferred technical solution of the drag reduction structure of the above-mentioned wave-piercing monohull vessel, multiple sets of drag-reducing ribs are arranged along the length direction of the sheet body, and the spacing between two adjacent sets of drag-reducing ribs gradually increases along the arrangement direction.

[0016] Based on the above settings, the spacing between the drag-reducing ribs is gradually increased along the arrangement direction according to the difference in water flow velocity in different areas of the sheet. This can prevent the water flow at the rear end from accumulating and forming eddies due to the small spacing. The spacing design that adapts to the water flow velocity allows the water flow to pass through the rib gaps more smoothly, further reducing eddy current resistance and optimizing drag reduction performance.

[0017] In the preferred technical solution of the drag reduction structure of the above-mentioned wave-piercing monohull vessel, the outer surface of the drag reduction rib is coated with a wear-resistant coating, and the wear-resistant coating is a polytetrafluoroethylene coating.

[0018] Based on the above configuration, the polytetrafluoroethylene coating has an extremely low coefficient of friction, which can reduce the frictional resistance between the water flow and the surface of the drag-reducing ribs, thereby enhancing the drag-reducing effect.

[0019] In the preferred technical solution of the drag reduction structure of the above-mentioned wave-piercing monohull vessel, the underwater cross-sectional shape of the sheet body is set as a shuttle shape, and the two ends of the shuttle shape of the sheet body are rounded transition structures.

[0020] Based on the above design, the underwater portion of the fusiform cross-section sheet conforms to hydrodynamic design, which can reduce the adhesion resistance of water flow on the sheet surface; the rounded transition structure at both ends can avoid the generation of eddies from sharp corners, reduce wave-making resistance when the sheet passes through, allow the sheet to move more smoothly in waves, and improve the stability and speed of ship navigation.

[0021] In the preferred technical solution of the drag reduction structure of the above-mentioned wave-piercing monohull vessel, a sealing strip is provided on the inner side wall of the slide rail, and the sealing strip extends along the length direction of the slide rail.

[0022] Based on the above configuration, the sealing strip extending along the length of the slide rail can tightly fit the inner wall of the slide rail and the side wall of the slide bar to form a sealing structure, effectively preventing water from entering the slide rail; avoiding water accumulation in the slide rail groove, which can cause the slide bar and slide rail to rust or get stuck, ensuring the smooth sliding of the slide bar, and extending the service life of the connecting components.

[0023] In the preferred technical solution of the drag reduction structure of the aforementioned wave-piercing monohull vessel, the sheet body is made of carbon fiber reinforced composite material.

[0024] Based on the above settings, carbon fiber reinforced composite materials have the characteristics of high strength and low density. Using them to make sheets can significantly reduce the weight of the sheets while ensuring that the structural strength of the sheets is sufficient to withstand wave impact. The reduced weight can not only reduce the overall sailing load of the hull, but also indirectly reduce the ship's sailing resistance and improve the ship's endurance and sailing speed. Attached Figure Description

[0025] The preferred embodiments of this utility model are described below with reference to the accompanying drawings, in which: Figure 1A schematic diagram of the overall structure of this utility model is shown; Figure 2 A schematic diagram of the sliding rail and sliding bar cooperation structure of this utility model is shown; Figure 3 A schematic diagram of the slide rail structure of this utility model is shown.

[0026] Figure label: 1. Monohull; 2. Sheet; 3. Slide rail; 4. Slide bar; 5. Slot plate; 6. Insert plate; 7. Bolt. Detailed Implementation

[0027] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of the present invention and are not intended to limit the scope of protection of the present invention. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0028] It should be noted that in the description of this utility model, the terms "middle," "upper," "lower," "left," "right," "inner," and "outer," which indicate directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings. These are merely for ease of description and do not indicate or imply that the structure must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0029] Furthermore, it should be noted that, in the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection or a detachable connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0030] This utility model provides a drag reduction structure for a wave-piercing monohull vessel 1, the drag reduction structure comprising: Plate 2 is set at the bottom of the monohull 1 to insert into the waves and reduce resistance; The connecting component and the connecting structure are set at the connection between the plate 2 and the hull to allow for the assembly and disassembly of the plate 2. The connecting component includes a slide bar 4, a slide rail 3 and a fixing buckle. The slide bar 4 is set at the top of the plate 2 and the slide rail 3 is set at the bottom of the monohull 1. The slide bar 4 and the slide rail 3 are slidably connected. The fixing buckle is set on the slide rail 3 to limit the slide bar 4. The drag-reducing ribs are arranged in multiple sets on the surface of the sheet 2 to reduce the resistance experienced by the sheet 2 in water.

[0031] The sliding structure of the sliding strip 4 and the sliding rail 3 can form a surface contact support to disperse the stress of the plate 2 when it is impacted by waves. The detachable design allows the plate 2 to be repaired without disassembling the main hull structure. If the plate 2 is partially worn or damaged, the old plate 2 can be directly removed and replaced with a new plate 2 without grinding or welding the bottom of the hull, thus reducing the cost of maintenance materials. By changing the combination of different specifications of sliding strip 4 and plate 2, it can be quickly adapted to different navigation scenarios. For example, in shallow waters near the coast, a short sliding strip 4 can be used with a short plate 2, while in medium to high sea states in the open ocean, a long sliding strip 4 can be used with a long plate 2, without the need to design a separate hull for different scenarios.

[0032] Furthermore, a T-shaped groove is provided inside the slide rail 3, and the slide bar 4 is set as a T-shaped slide bar 4.

[0033] By designing both the slide rail 3 and the slide bar 4 as T-shaped structures, the displacement of the slide bar 4 in the direction perpendicular to the length of the slide rail 3 can be effectively limited, preventing the plate 2 from detaching from the slide rail 3 due to wave impact during navigation, greatly improving the installation stability of the connecting components, while not affecting the sliding and disassembling of the slide bar 4 along the slide rail 3, thus balancing stability and convenience.

[0034] Furthermore, the fixing buckle includes a insert plate 6 and a bolt 7. The two ends of the slide rail 3 are respectively formed with slot plates 5. The insert plate 6 is inserted into the slot plate 5 to obstruct the T-shaped slide bar 4. The insert plate 6 and the slot plate 5 are fixed together by the bolt 7.

[0035] The T-shaped slide bar 4 can be quickly axially limited to prevent it from sliding along the length of the slide rail 3. The bolt 7 connection method is not only reliable, but also allows the insert plate 6 to be quickly removed by disassembling the bolt 7, thus enabling quick disassembly and assembly of the plate body 2 and reducing the complexity and time cost of maintenance operations.

[0036] Furthermore, a rubber buffer pad is provided on the side of the insert plate 6 facing the T-shaped slide bar 4. The rubber buffer pad on the side of the insert plate 6 facing the T-shaped slide bar 4 can avoid rigid collision between the insert plate 6 and the slide bar 4, reduce wear when they come into contact, and extend the service life of the components. At the same time, the rubber material can absorb the vibration during the ship's navigation, prevent the gap between the insert plate 6 and the slide bar 4 from appearing due to vibration, and ensure the stability of the limiting effect.

[0037] Furthermore, the cross-sectional shape of the drag-reducing rib is set to streamline, with the convex surface of the streamline facing the direction of water flow to reduce the impact resistance of water flow on the drag-reducing rib. The streamlined cross-section of the drag-reducing rib can guide the water flow smoothly along the rib surface, reducing the resistance generated by water flow impact. Facing the convex surface towards the direction of water flow can further disperse the water flow impact force, prevent the water flow from forming vortices at the front end of the rib, significantly reduce the impact resistance of water flow on the drag-reducing rib, and improve the overall drag reduction effect.

[0038] Furthermore, multiple sets of drag-reducing ribs are arranged along the length of the plate 2, and the spacing between adjacent sets of drag-reducing ribs gradually increases along the arrangement direction. According to the difference in water flow velocity in different areas of the plate 2, the spacing of the drag-reducing ribs is gradually increased along the arrangement direction, which can prevent the water flow at the rear end from accumulating and turbulent due to the small spacing. The spacing design that adapts to the water flow velocity allows the water flow to pass through the gap between the ribs more smoothly, further reducing turbulence resistance and optimizing drag reduction performance.

[0039] Furthermore, the outer surface of the drag-reducing ribs is coated with a wear-resistant coating, which is a polytetrafluoroethylene (PTFE) coating. The PTFE coating has an extremely low coefficient of friction, which can reduce the frictional resistance between the water flow and the surface of the drag-reducing ribs and enhance the drag-reducing effect.

[0040] Furthermore, the underwater section of the sheet 2 is designed with a shuttle shape, and the two ends of the shuttle shape of the sheet 2 are rounded transition structures. The underwater section of the sheet 2 with a shuttle-shaped cross-section conforms to the hydrodynamic design and can reduce the adhesion resistance of water flow on the surface of the sheet 2. The rounded transition structure at both ends can avoid the generation of eddies from sharp corners, reduce the wave-making resistance when the sheet 2 passes through, and allow the sheet 2 to move more smoothly in the waves, thereby improving the stability and speed of the ship's navigation.

[0041] Furthermore, a sealing strip is provided on the inner wall of the slide rail 3. The sealing strip extends along the length of the slide rail 3. The sealing strip extending along the length of the slide rail 3 can tightly fit the inner wall of the slide rail 3 and the side wall of the slide bar 4 to form a sealing structure, effectively preventing water from entering the interior of the slide rail 3; avoiding water accumulation in the slide groove of the slide rail 3, which may cause the slide bar 4 and the slide rail 3 to rust or get stuck, ensuring the smooth sliding of the slide bar 4 and extending the service life of the connecting components.

[0042] Furthermore, the sheet 2 is made of carbon fiber reinforced composite material. Carbon fiber reinforced composite material has the characteristics of high strength and low density. Using it to make sheet 2 can significantly reduce the weight of sheet 2 while ensuring that the structural strength of sheet 2 is sufficient to resist wave impact. The reduced weight can not only reduce the overall navigation load of the hull, but also indirectly reduce the ship's navigation resistance and improve the ship's endurance and sailing speed.

[0043] The technical solution of this utility model has been described in conjunction with the optional embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the protection scope of this utility model is obviously not limited to these specific embodiments. Without departing from the principle of this utility model, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the protection scope of this utility model.

Claims

1. A wave-piercing monohull vessel drag reduction structure, characterized by, The drag reduction structure includes: A sheet body, which is disposed at the bottom of the monohull to insert into the waves and reduce drag; A connecting assembly is provided at the connection between the sheet body and the monohull for assembling and disassembling the sheet body; the connecting assembly includes a slide bar, a slide rail, and a fixing buckle; the slide bar is provided at the top of the sheet body, the slide rail is provided at the bottom of the monohull, the slide bar is slidably connected to the slide rail, and the fixing buckle is provided on the slide rail for limiting the slide bar; The drag-reducing ribs are provided in multiple sets, and the multiple sets of drag-reducing ribs are arranged on the surface of the sheet to reduce the drag experienced by the sheet in water.

2. The wave piercing monohull boat drag reduction structure of claim 1, wherein, The slide rail is provided with a T-shaped groove, and the slide bar is configured as a T-shaped slide bar.

3. The wave piercing monohull boat drag reduction structure of claim 2, wherein, The fixing buckle includes a insert plate and a bolt. The two ends of the slide rail are respectively formed with slot plates. The insert plate is inserted into the slot plate to obstruct the T-shaped slide bar. The insert plate and the slot plate are fixed together by the bolt.

4. The wave piercing monohull boat of claim 3, wherein, The insert plate has a rubber buffer pad on the side facing the T-shaped slider.

5. The drag reduction structure for a wave-piercing monohull vessel according to claim 1, characterized in that, The drag-reducing rib has a streamlined cross-sectional shape, with the convex surface of the streamline facing the direction of water flow to reduce the impact resistance of the water flow on the drag-reducing rib.

6. The drag reduction structure for a wave-piercing monohull vessel according to claim 5, characterized in that, Multiple sets of the drag-reducing ribs are arranged along the length of the sheet, and the spacing between adjacent sets of the drag-reducing ribs gradually increases along the arrangement direction.

7. The drag reduction structure for a wave-piercing monohull vessel according to claim 6, characterized in that, The outer surface of the drag-reducing rib is coated with a wear-resistant coating, which is a polytetrafluoroethylene coating.

8. The drag reduction structure for a wave-piercing monohull vessel according to claim 1, characterized in that, The underwater portion of the sheet is shaped like a shuttle, with rounded transitions at both ends.

9. The drag reduction structure for a wave-piercing monohull vessel according to claim 1, characterized in that, A sealing strip is provided on the inner wall of the slide rail, and the sealing strip extends along the length of the slide rail.

10. The drag reduction structure for a wave-piercing monohull vessel according to claim 1, characterized in that, The sheet is made of carbon fiber reinforced composite material.

Images