Air lubricated drag reduction vessel

Abstract

An air-lubricated drag reduction vessel, comprising: a flat bottom plate (1000); at least one group of air-lubrication drag-reduction jet mechanisms provided on a leading edge on the inner side of the flat bottom plate (1000), wherein there is at least one air-lubrication drag-reduction jet mechanism in each group, when there is one air-lubrication drag-reduction jet mechanism, the air-lubrication drag-reduction jet mechanism is arranged on the longitudinal centerline of the flat bottom plate (1000), when there are a plurality of air-lubrication drag-reduction jet mechanisms, the plurality of air-lubrication drag-reduction jet mechanisms are symmetrically arranged about the longitudinal centerline of the flat bottom plate (1000), and the air-lubrication drag-reduction jet mechanisms eject air by means of through holes (1001) in the flat bottom plate (1000); and a plurality of flow guide covers (1), wherein each air-lubrication drag-reduction jet mechanism corresponds to at least one flow guide cover (1), the flow guide covers (1) are arranged at the through holes (1001) of the flat bottom plate (1000) and located on the outer side, the flow guide covers (1) and the flat bottom plate (1000) form a narrow slit, and the narrow slit is used for allowing the air to be ejected and allowing the air to flow along the flat bottom plate (1000). The projection, in the vessel width direction, of the air-lubrication drag-reduction jet mechanisms provided on the air-lubricated drag reduction vessel does not need to cover the entire vessel width to achieve full width coverage of an air layer, thereby improving the drag reduction efficiency per unit volume of air.

Description

Gas drag reduction ships Technical Field

[0001] This invention relates to the field of ship energy conservation, and in particular to a gas drag reduction ship. Background Technology

[0002] Gas-lubricated ships refer to vessels equipped with gas-lubricating technology. Gas lubrication technology involves injecting gas between the hull and seawater to form an air layer, thereby reducing frictional resistance between the hull and the water, thus improving ship operating efficiency and reducing fuel consumption. The gas-lubricating jet unit, as the core component of this technology, has a significant impact on its final drag reduction and energy-saving effects through its structure and arrangement.

[0003] Although different technical approaches to gas lubrication technology have been disclosed, the gas content and coverage area of ​​the gas layer formed around the hull by existing gas lubrication technologies still need to be improved. Summary of the Invention

[0004] In view of the shortcomings of the above-mentioned related technologies, the purpose of the present invention is to provide a gas drag reduction ship to solve the problems of low gas content and low gas coverage area of ​​the gas layer formed around the hull in the related technologies.

[0005] To achieve the above and other related objectives, the present invention provides a gas drag reduction vessel, comprising: a bottom plate; at least one set of gas drag reduction jetting mechanisms disposed on the inner side of the bottom plate at the flow-facing end, wherein each set contains at least one gas drag reduction jetting mechanism; when the number of gas drag reduction jetting mechanisms is one, the gas drag reduction jetting mechanism is disposed along the longitudinal section line of the bottom plate; when the number of gas drag reduction jetting mechanisms is multiple, and the multiple gas drag reduction jetting mechanisms are symmetrically arranged about the longitudinal section line of the bottom plate, the gas drag reduction jetting mechanism is used to jet gas to the outer side of the bottom plate through a through hole; and multiple flow guides, each gas drag reduction jetting mechanism corresponding to at least one flow guide, the flow guides being disposed in the through hole of the bottom plate and located on the outer side of the bottom plate, the flow guides forming a narrow slit with the bottom plate, the narrow slit being used for gas to be ejected and for the gas to flow along the bottom plate.

[0006] Optionally, the multiple sets of gas drag reduction jetting mechanisms are sequentially divided into the first group, the second group, the third group, the fourth group, the fifth group, the sixth group, and so on, extending along the longitudinal section line from the bow to the stern of the bottom plate.

[0007] Optionally, the third and fourth groups have four of the gas drag reduction jetting mechanisms, and the remaining groups each have two of the gas drag reduction jetting mechanisms.

[0008] Optionally, the first group has one gas drag reduction jetting mechanism, the fourth and fifth groups have four gas drag reduction jetting mechanisms, and the remaining groups each have two gas drag reduction jetting mechanisms.

[0009] Optionally, the gas drag reduction jetting mechanism of the first group is located on the mid-longitudinal section line and near the bow end of the bottom plate.

[0010] Optionally, in the group having two gas drag reduction jetting mechanisms, the two gas drag reduction jetting mechanisms are located at the edge of the bottom plate; in the group having four gas drag reduction jetting mechanisms, the two outer gas drag reduction jetting mechanisms are located near the edge of the bottom plate, and the two middle gas drag reduction jetting mechanisms are located near the center longitudinal section line.

[0011] Optionally, in a group having four gas drag reduction jet mechanisms, the distance between the two gas drag reduction jet mechanisms closest to the mid-longitudinal section line in the latter group is greater than the distance between the two gas drag reduction jet mechanisms closest to the mid-longitudinal section line in the former group.

[0012] Optionally, the gas drag reduction jetting mechanism includes an air supply assembly and at least one guide pipe. The guide pipe is connected to the air supply assembly. The number of guide pipes is equal to the number of guide caps and corresponds one-to-one. The end of the guide pipe away from the air supply assembly is configured to communicate with the through hole. The guide pipe is used to jet gas to the outside of the bottom plate.

[0013] Optionally, the flow guide is configured to form a preset angle with the bottom plate.

[0014] Optionally, the cross-sectional area of ​​the flow guide tube in the vertical direction gradually increases from one end near the air supply assembly to one end of the flow guide cover.

[0015] Optionally, the flow guide cover has a groove on the side facing the flow guide tube, the groove being used to form the narrow slit when the flow guide cover is placed on the bottom plate of the ship.

[0016] Optionally, the side of the flow guide cover opposite to the flow guide tube is a quarter-ellipsoid.

[0017] As described above, the gas drag-reducing ship of the present invention has the following beneficial effects: because multiple gas drag-reducing jetting mechanisms are symmetrical about the mid-longitudinal section, these mechanisms can achieve full-width coverage of the gas layer in the beam direction. Furthermore, the deflector allows the gas to be ejected completely close to the bottom plate, resulting in higher gas coverage efficiency on the hull surface and thus a higher drag reduction rate per unit volume of gas. Attached Figure Description

[0018] Figure 1 shows a schematic diagram of a ship including a gas drag reduction jet device in an embodiment of the present invention.

[0019] Figure 2 shows a schematic diagram of the first embodiment of the gas drag reduction jet device layout in this invention.

[0020] Figure 3 shows a schematic diagram of a second embodiment of the gas drag reduction jet device layout in this invention.

[0021] Figure 4 shows an exploded view of the gas drag reduction jet device in an embodiment of the present invention.

[0022] Figure 5 shows a schematic diagram of the air chamber in an embodiment of the present invention.

[0023] Figure 6 shows a schematic diagram of the bubble generator in an embodiment of the present invention.

[0024] Figure 7 shows a top view of multiple guide tubes in an embodiment of the present invention.

[0025] Figure 8 shows a side view of the guide tube in an embodiment of the present invention.

[0026] Figure 9 shows a schematic diagram of the shape of the guide tube in an embodiment of the present invention.

[0027] Figure 10 shows a schematic diagram of the state when the flow guide cover is placed over the through hole in an embodiment of the present invention.

[0028] Figure 11 shows a schematic diagram of the flow guide cover in an embodiment of the present invention.

[0029] Component designation: 1000, Bottom plate; 1001, Through hole; 100, Gas drag reduction jet device; 1, Flow guide cover; 11, Groove; 12, Groove wall; 13, Groove bottom; 2, Flow guide pipe; 3, Air inlet pipe; 4, Air chamber; 41, Air inlet; 42, Air outlet; 5, Inner pipe; 6, Outer pipe; 7, Base; 200, Gas supply system; 300, Gas distribution pipeline; 400, Control system. Detailed Implementation

[0030] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention.

[0031] In the detailed description of embodiments of the present invention, for ease of explanation, the cross-sectional views illustrating the device structure may be partially enlarged and not to scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of the present invention. In actual fabrication, the three-dimensional spatial dimensions of length, width, and depth should be included.

[0032] For ease of description, spatial relation terms such as “below,” “under,” “lower than,” “below,” “above,” and “upper” may be used herein to describe the relationship between one element or feature shown in the accompanying drawings and other elements or features. It will be understood that these spatial relation terms are intended to include directions other than those depicted in the drawings for the device in use or operation. Furthermore, when a layer is referred to as being “between” two layers, it can be the only layer between the two layers, or there may be one or more layers in between. The phrase “between” as used herein includes both endpoint values.

[0033] In the context of this application, the structure described above the first feature may include embodiments in which the first and second features are formed in direct contact, or embodiments in which additional features are formed between the first and second features, such that the first and second features may not be in direct contact.

[0034] It should be noted that the illustrations provided in this embodiment are only schematic representations of the basic concept of the present invention. Therefore, the illustrations only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0035] As shown in Figures 1 to 3, this embodiment discloses a gas drag reduction vessel, which includes a bottom plate 1000, the aforementioned gas drag reduction jet device 100, a gas supply system 200, a gas distribution pipeline 300 that can distribute gas from the source to each jet device, and a control system 400 that controls the operating status of the device.

[0036] A gas drag reduction jet device 100 is installed on the bottom plate 1000 of the ship. The gas drag reduction jet device 100 includes a gas drag reduction jet mechanism and a flow guide cover 1 (as shown in Figure 4). There is at least one set of gas drag reduction jet mechanisms, and multiple sets of gas drag reduction jet mechanisms are located on the inner side of the bottom plate 1000 at the flow-facing end. Each set contains at least one gas drag reduction jet mechanism. When there is only one gas drag reduction jet mechanism, it is located along the center longitudinal section line of the bottom plate 1000. When there are multiple gas drag reduction jet mechanisms, they are symmetrically arranged about the center longitudinal section line of the bottom plate 1000. The bottom plate 1000 is divided into a bow end and a stern end, with the bow end being the flow-facing end. The center longitudinal section line is the centerline of the bottom plate 1000 extending along the ship's length. It is understood that the distances between adjacent gas drag reduction jet mechanisms in all directions must ensure that they do not interfere with each other during installation.

[0037] Multiple gas drag-reducing jet mechanisms at the same longitudinal position form a group. These groups are sequentially divided into a first group, a second group, a third group, a fourth group, a fifth group, a sixth group, and so on, extending along the mid-longitudinal section line from the bow to the stern of the bottom plate 1000. It should be noted that the number of groups of gas drag-reducing jet mechanisms depends on the actual situation, and the multiple gas drag-reducing jet mechanisms in each group are symmetrically arranged about the mid-longitudinal section line. In this embodiment, two implementation methods for the arrangement of multiple gas drag-reducing jet mechanisms are provided.

[0038] First Embodiment

[0039] For example, there are six groups of gas drag reduction jet mechanisms. Due to the ship's structural limitations, gas drag reduction jet mechanisms cannot be installed at the mid-section line. In this case, the first, second, fifth, and sixth groups each have two gas drag reduction jet mechanisms, while the third and fourth groups each have four. The third and fourth groups are reinforcement groups; increasing the number of gas drag reduction jet mechanisms in the third and fourth groups increases the gas coverage. Two gas drag reduction jet mechanisms in the first, second, fifth, and sixth groups are located at the edge of the bottom plate 1000, and the distance from the edge should be greater than 0. In the third and fourth groups, the two outer gas drag reduction jet mechanisms are located at the edge of the bottom plate 1000, and the distance from the edge should be greater than 0. The two middle gas drag reduction jet mechanisms are located close to the mid-section line, and the distance from the mid-section line should be greater than 0. Furthermore, the distance between the two gas drag reduction jet mechanisms close to the mid-section line in the fourth group is greater than the distance between the two gas drag reduction jet mechanisms close to the mid-section line in the third group. This design ensures that after the gas is ejected from the hull, it can cover the hull as much as possible as possible as the surrounding water flow, thereby increasing the gas coverage around the hull and improving drag reduction.

[0040] Second Embodiment

[0041] For example, there are six groups of gas drag reduction jet mechanisms. Due to the ship's structural requirements, gas drag reduction jet mechanisms can be installed at the mid-longitudinal section line. In this case, the first group has one gas drag reduction jet mechanism, the fourth and fifth groups have four gas drag reduction jet mechanisms, the fourth and fifth groups are reinforced groups, and the remaining groups each have two gas drag reduction jet mechanisms. The gas drag reduction jet mechanism in the first group is located on the mid-longitudinal section line and close to the bow end of the bottom plate 1000. Two gas drag reduction jet mechanisms in the second, third, and sixth groups are located at the edge of the bottom plate 1000, and the distance from the edge should be greater than 0. The two outer gas drag reduction jet mechanisms in the fourth and fifth groups are located at the edge of the bottom plate 1000, and the distance from the edge should be greater than 0. The two middle gas drag reduction jet mechanisms are located close to the mid-longitudinal section line, and the distance from the mid-longitudinal section line should be greater than 0. Furthermore, the distance between the two gas drag-reducing jetting mechanisms closest to the center longitudinal section in the fifth group is greater than the distance between the two gas drag-reducing jetting mechanisms closest to the center longitudinal section in the fourth group. This arrangement ensures that after the gas is ejected from the hull, it can cover a larger area of ​​the hull as it develops with the surrounding water flow, thereby increasing the gas coverage around the hull and improving the drag reduction effect.

[0042] As shown in Figure 4, the gas drag reduction jetting device 100 of this embodiment is applicable to any ship type with a flat bottom, including but not limited to liquefied gas carriers, container ships, bulk carriers, etc. The gas drag reduction jetting mechanism includes a gas supply assembly and a guide pipe. One end of the guide pipe 2 is connected to the gas supply assembly, and the other end of the guide pipe 2 is configured to communicate with a through hole 1001 on the bottom plate 1000; the guide cover 1 is configured to cover the through hole 1001 from the side of the bottom plate 1000 away from the guide pipe 2, so that the guide cover 1 and the bottom plate 1000 form a narrow slit, which is used for gas to be ejected and for the gas to flow along the bottom plate 1000.

[0043] The bottom plate 1000 is located below the guide pipe 2, providing support for the guide pipe 2 and also providing an outlet boundary for the gas to exit the hull. The bottom plate 1000 has through holes 1001 at the point where it receives the guide pipe 2. The outline of the through holes 1001 coincides with the inner outline of the port of the guide pipe 2 at the contact end, and the number of through holes 1001 is the same as the number of guide pipes 2. The inner side of the bottom plate 1000 is the hull, and the outer side is the outer surface of the ship. The gas supply assembly and the guide pipe 2 are both located on the inner side of the bottom plate 1000, while the guide cover 1 is located on the outer side. The guide pipe 2 and the guide cover 1 are connected through the through holes 1001.

[0044] When the gas drag reduction jet device 100 is working, the gas supply component supplies gas to the guide pipe 2. The gas is ejected from the through hole 1001 of the bottom plate 1000 through the guide pipe 2. At this time, the gas is ejected along the narrow slit under the guiding action of the guide cover 1 and flows along the bottom plate 1000.

[0045] When installing this device on a ship, only a small through hole 1001 needs to be made in the bottom plate 1000. Therefore, the device occupies a small area of ​​the bottom plate 1000, has little impact on the ship's structural construction, and is easy to install. Furthermore, most of the device's structure is located inside the hull, with only a small portion protruding from the hull, resulting in minimal additional drag on the ship. Under the action of the flow guide cover 1, the gas can be ejected completely close to the plate, thus increasing the gas coverage efficiency on the hull surface and resulting in a higher drag reduction rate per unit volume of gas.

[0046] As shown in Figures 4 and 5, in this embodiment, the gas supply assembly includes an air inlet pipe 3, an air chamber 4, and a bubble generator. The air chamber 4 is provided with an air inlet 41, an air outlet 42, and an internal air chamber that communicates with the air inlet 41 and the air outlet 42. The bubble generator is located in the air chamber and separates the air inlet 41 and the air outlet 42. The air inlet pipe 3 is connected to the air inlet 41, and the number of guide pipes 2 and the number of air outlets 42 are equal and they are connected in a one-to-one correspondence.

[0047] The intake pipe 3 is an annular pipe. One end (upper port) of the intake pipe 3 connects to the end of the gas distribution pipe 300, and its size can be adjusted according to the size of the end of the gas distribution pipe 300 to facilitate connection between the device and the gas distribution pipe 300. The other end (lower port) of the intake pipe 3 connects to the gas chamber 4 to deliver gas to the gas chamber 4. Generally, the upper port of the intake pipe 3 is circular, and the lower port is a shape that is symmetrical about the center, including but not limited to a circle. In this embodiment, both the upper and lower ports of the intake pipe 3 are circular. The diameter of the upper port is the same as the diameter of the end of the gas distribution pipe 300, and the inner diameter of the lower port is the same as the inner diameter of the air inlet 41 of the gas chamber 4.

[0048] The air chamber 4 is a box-shaped structure, with the internal space of the box being an air chamber. In this embodiment, the air chamber 4 is cylindrical, and the air chamber is also cylindrical. The air inlet 41 is also cylindrical, located at the top of the air chamber 4, with its center line coinciding with the center line of the air chamber 4. The air inlet 41 is connected to the lower end of the air inlet pipe 3. The air outlet 42 is located on the side of the air chamber 4, and there is at least one air outlet 42 on the air chamber 4. In this embodiment, there are three air outlets 42 on the side of the air chamber 4, and the size of the air outlets 42 is inversely proportional to the number of air outlets 42.

[0049] As shown in Figures 4 and 6, the bubble generator is located in the air chamber. Compressed gas enters the air chamber through the inlet pipe 3 and the inlet hole 41 of the air room 4, where it is transformed into microbubbles by the bubble generator. In this embodiment, the bubble generator includes an inner tube 5 and an outer tube 6. Both the inner tube 5 and the outer tube 6 have multiple arrayed through holes. The diameter of the air chamber is larger than the outer diameter of the outer tube 6, and the inner diameter of the inner tube 5 is larger than the maximum diameter of the inlet hole 41. The inner tube 5 is located inside the outer tube 6, and the upper and lower ends of the inner tube 5 and the outer tube 6 are connected to the air chamber. The sidewalls of the inner tube 5 and the outer tube 6 do not interfere with each other, and the central axis of the two tubes coincides with the central axis of the air room 4. The inner tube 5 and the outer tube 6 divide the air room 4 into multiple regions. The inlet hole 41 is located in the region between the inner tube 5 and the air room 4, and the outlet hole 42 is located in the region between the outer tube 6 and the air room 4.

[0050] As shown in Figure 4, to ensure the stability of the air chamber 4 under different ship operating conditions, the air supply assembly also includes a base 7. The base 7 is configured to be mounted on the bottom plate 1000, and the air chamber 4 is located above the base 7. The base 7 is a cruciform trapezoid, meaning that the top and bottom sections of the base 7 are cruciform and symmetrical about the center point. The maximum length of the top of the base 7 is equal to the maximum outer dimension of the air chamber 4, and the maximum length of the bottom of the base 7 is greater than the maximum length of the top.

[0051] As shown in Figures 4, 7, and 8, there is at least one flow guide pipe 2 connected to the air supply assembly, and at least one flow guide cover 1. The number of flow guide pipes 2 and the number of flow guide covers 1 are equal and correspond one-to-one. In this embodiment, there are three flow guide pipes 2 and three flow guide covers 1. There are three through holes 1001 in the bottom plate 1000. One end of each of the three flow guide pipes 2 is connected to the air chamber 4 through a corresponding air outlet 42, and the other end of each flow guide pipe 2 is connected to a corresponding through hole 1001. The three flow guide covers 1 are located on the side of the bottom plate 1000 away from the flow guide pipes 2 and correspond one-to-one with each of the three through holes 1001.

[0052] The cross-sectional area of ​​the guide pipe 2 along the vertical direction gradually increases from the end near the air supply component to the end of the guide cover 1. In this embodiment, the guide pipe 2 is shaped like a truncated triangular prism (Figure 9). The truncated triangular prism is obtained by subtracting a smaller tetrahedron from a larger tetrahedron, that is, the remaining part after subtracting tetrahedron oABC from tetrahedron oA'B'C'. The included angle between the projections of the side of the guide pipe 2 onto the bottom plate 1000 is 15°, and the specific angle can be determined according to the ship type. The end of the guide pipe 2 connected to the air chamber 4 is the narrow end, and the end of the guide pipe 2 connected to the bottom plate 1000 is the wide end. Gas enters from the narrower end and exits from the wider end, transferring the gas from the air chamber 4 to different points on the bottom plate 1000.

[0053] The guide pipe 2 is configured to form a preset angle with the bottom plate 1000. In this embodiment, the angle between each guide pipe 2 and the bottom plate 1000 is 4.5° (Figure 8). In different ship types, the angle between the guide pipe 2 and the bottom plate 1000 can be adjusted as needed.

[0054] Multiple guide pipes 2 are arranged at intervals around the air supply component. There is a preset angle between two adjacent guide pipes 2. Specifically, the angle between the projections of the two closest sides of the adjacent guide pipes 2 onto the bottom plate 1000 is 15°. The specific angle can be determined according to the ship type.

[0055] By arranging and combining the variables of the above-mentioned angles, various jet adjustment methods can be obtained, giving the jet device extremely high flexibility and adaptability. When facing complex installation environments composed of different ship types and different areas, the jet device can be adjusted by changing at least one of the following four methods: the number of guide pipes, the angle between two adjacent guide pipes, the angle between the guide pipe and the bottom plate 1000, and the angle between the two sides of the guide pipe. The jet device can achieve a harmonious integration with the hull by flexibly selecting and adjusting these variables, minimizing or eliminating the impact on the original hull structure design.

[0056] As shown in Figures 4 and 10, the guide cover 1 has a groove 11 on the side facing the guide tube 2. The guide cover 1 is located in the through hole 1001 of the bottom plate 1000 and is located outside the bottom plate 1000. The guide cover 1 and the bottom plate 1000 form a narrow slit. The guide cover 1 is used to adjust the direction of gas injection and make the gas ejection more concentrated.

[0057] As shown in Figure 11, the groove 11 of the flow guide cover 1 is an isosceles trapezoid. The groove wall 12 of the groove 11 is perpendicular to the bottom plate 1000 of the ship, and the bottom 13 is an isosceles trapezoid and parallel to the bottom plate 1000 of the ship. It can be understood that the shape of the through hole 1001 is an isosceles trapezoid. The top edge of the trapezoidal outline of the groove 11 is equal to and collinear with the top edge of the trapezoidal outline of the through hole 1001. The two sides of the trapezoidal outline of the groove 11 are collinear with the two sides of the trapezoidal outline of the through hole 1001, but the length of the two sides of the trapezoidal outline of the groove 11 is greater than the length of the two sides of the trapezoidal outline of the through hole 1001. At this time, a narrow slit will be formed after the flow guide cover 1 is installed (as shown in Figure 10, where the dashed line represents the flow guide cover 1 and the solid line represents the through hole 1001). Gas enters the groove 11 of the guide cover 1 through the through hole 1001, and after being rectified by the groove 11, it adheres closely to the bottom plate 1000 and is ejected parallel to the bottom plate 1000, thereby forming a drag-reducing gas layer.

[0058] In this embodiment, the side of the flow guide cover 1 facing away from the flow guide tube 2 is a quarter-ellipsoidal surface. This arrangement helps to reduce drag.

[0059] The gas drag reduction jet device 100 of this embodiment has strong adaptability. By designing the angle and number of the guide pipes 2, it can be applied to any ship type without affecting the original hull structure layout. In addition, the gas drag reduction jet device 100 of this embodiment only needs to have an opening at the contact point between the end of the guide pipe 2 and the bottom plate 1000, which has minimal impact on the hull structure.

[0060] In this embodiment, the guide cover 1 allows the gas to be ejected completely close to the bottom plate 1000 of the ship, which can make the gas coverage efficiency on the surface of the ship higher, thereby resulting in a higher drag reduction rate per unit volume of gas.

[0061] In this embodiment, the portion protruding from the hull is small, resulting in less additional drag. The protruding design of the guide cover 1 in this embodiment allows for a more flexible arrangement area and more diverse injection angles. For example, to generate an air layer covering the width of the ship, this embodiment only needs to design a reasonable number of guide pipes 2 and injection direction, and arrange several jet devices in the projection direction of the ship's width to achieve air layer coverage across the entire width of the ship.

[0062] The arrangement provided in this embodiment, combined with the gas drag reduction jet device 100 provided in this embodiment, can achieve full width coverage of the air layer without the projection of the gas drag reduction jet device 100 in the width direction of the ship.

[0063] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A gas drag-reducing ship, characterized in that, include: Flat bottom of the boat; At least one set of gas drag reduction jetting mechanism is provided at the airflow-facing end of the inner side of the bottom plate. The number of gas drag reduction jetting mechanism in each set is at least one. When the number of gas drag reduction jetting mechanism is one, the gas drag reduction jetting mechanism is provided at the center longitudinal section line of the bottom plate. When the number of gas drag reduction jetting mechanism is multiple, and the multiple gas drag reduction jetting mechanisms are symmetrically arranged about the center longitudinal section line of the bottom plate, the gas drag reduction jetting mechanism is used to jet gas to the outside of the bottom plate through the through hole on the bottom plate. Multiple flow deflectors are provided, with each gas drag reduction jet mechanism corresponding to at least one flow deflector. The flow deflector is disposed in the through hole of the bottom plate and located on the outside of the bottom plate. The flow deflector and the bottom plate form a narrow slit, which is used to allow gas to be ejected and to allow the gas to flow along the bottom plate.

2. The gas drag reduction ship according to claim 1, characterized in that: The multiple sets of gas drag reduction jetting mechanisms are sequentially divided into the first group, the second group, the third group, the fourth group, the fifth group, the sixth group, and so on, extending along the longitudinal section line from the bow to the stern of the bottom plate.

3. The gas drag-reducing ship according to claim 2, characterized in that: The third and fourth groups have four of the gas drag reduction jetting mechanisms, and the remaining groups each have two of the gas drag reduction jetting mechanisms.

4. The gas drag-reducing ship according to claim 2, characterized in that: The first group has one gas drag reduction jetting mechanism, the fourth and fifth groups have four gas drag reduction jetting mechanisms, and the remaining groups each have two gas drag reduction jetting mechanisms.

5. The gas drag-reducing ship according to claim 4, characterized in that: The gas drag reduction jetting mechanism of the first group is located on the mid-longitudinal section line and near the bow end of the bottom plate.

6. The gas drag-reducing ship according to claim 3 or 4, characterized in that: In the group having two of the aforementioned gas drag reduction jetting mechanisms, the two gas drag reduction jetting mechanisms are located at the edge of the bottom plate; In the group having four gas drag reduction jetting mechanisms, the two outer gas drag reduction jetting mechanisms are located near the edge of the bottom plate, and the two middle gas drag reduction jetting mechanisms are located near the mid-longitudinal section line.

7. The gas drag reduction ship according to claim 6, characterized in that: In a group having four gas drag reduction jet mechanisms, the distance between the two gas drag reduction jet mechanisms closest to the mid-section line in the latter group is greater than the distance between the two gas drag reduction jet mechanisms closest to the mid-section line in the former group.

8. The gas drag-reducing ship according to claim 1, characterized in that: The gas drag reduction jetting mechanism includes an air supply assembly and at least one guide pipe. The guide pipe is connected to the air supply assembly. The number of guide pipes is equal to the number of guide caps and corresponds one-to-one. The end of the guide pipe away from the air supply assembly is configured to communicate with the through hole. The guide pipe is used to jet gas to the outside of the bottom plate.

9. The gas drag-reducing ship according to claim 8, characterized in that: The flow guide is configured to form a preset angle with the bottom plate of the ship.

10. The gas drag-reducing ship according to claim 8, characterized in that: The cross-sectional area of ​​the flow guide tube gradually increases from one end near the air supply assembly to one end of the flow guide cover.

11. The gas drag-reducing ship according to claim 1, characterized in that: The flow guide cover has a groove on the side facing the flow guide tube, and the groove is used to form the narrow slit when the flow guide cover is placed on the bottom plate of the ship.

12. The gas drag-reducing ship according to claim 1, characterized in that: The side of the flow guide cover opposite to the flow guide tube is a quarter-ellipsoid.

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