CN111591388B - Vortex control air pocket device for ship air layer resistance reduction - Google Patents
Vortex control air pocket device for ship air layer resistance reduction Download PDFInfo
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- CN111591388B CN111591388B CN202010499931.6A CN202010499931A CN111591388B CN 111591388 B CN111591388 B CN 111591388B CN 202010499931 A CN202010499931 A CN 202010499931A CN 111591388 B CN111591388 B CN 111591388B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
- B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
- B63B1/38—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
- B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
- B63B1/38—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes
- B63B2001/387—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes using means for producing a film of air or air bubbles over at least a significant portion of the hull surface
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/10—Measures concerning design or construction of watercraft hulls
Abstract
The invention relates to the technical field of ship drag reduction, in particular to a vortex-controlled cavitation device for ship air layer drag reduction. The air cavity comprises an air cavity body, wherein an air cavity is arranged on the lower end face of the air cavity body, an arc-shaped front vortex stabilizing end face is arranged on the vertical inner wall of the front part of the air cavity body, and a front edge concave cavity is formed between the front vortex stabilizing end face and the inner wall face of the top of the air cavity body; the front part of the air cavity body is provided with a front flow guide end face, the rear end of the front flow guide end face is fixedly provided with a plurality of large vortex breakers, and part of plate bodies of the large vortex breakers are arranged at the opening of the air cavity in a hanging mode. The large vortex breakers are arranged on the front flow guide end face in parallel, and can weaken the interaction between a free shear layer above an air cavity opening and a vortex system in the air cavity, so that an air layer is stably positioned at the bottom of the air cavity.
Description
Technical Field
The invention relates to the technical field of ship drag reduction, in particular to a vortex-controlled cavitation device for ship air layer drag reduction.
Background
The gas lubrication resistance-reducing technology for hull surface is an energy-saving technology which sprays a proper amount of gas to the bottom of a ship through a gas resistance-reducing device to form and maintain a thin gas layer at the bottom of the ship, so that the bottom of the ship is effectively separated from water, the wet surface area of the bottom of the ship is reduced, and the ship resistance is obviously reduced.
At present, the bottom air layer of a ship is difficult to maintain for a long time due to the fact that the vortex system in the air pocket interferes with the bottom air layer of the ship, the resistance reducing capability of the bottom air layer of the ship is lost, and the technology cannot achieve the expected effect in the application process.
Disclosure of Invention
The applicant aims at the defects in the prior art and provides a vortex-controlled cavitation device for reducing drag of a ship air layer with a reasonable structure, wherein a streamline structure at the front edge and the rear edge of an air cavity and a large vortex breaker arranged at the front edge and the rear edge of the air cavity weaken the interaction between free shearing turbulence above the air cavity and a vortex system inside the air cavity, reduce the non-normality of the vortex system inside the air cavity, enable the bottom of the air cavity to form a thin air layer and keep stably covering the bottom of the air cavity for a long time, replace water with the air layer on the surface of a ship body, reduce the wet surface area of the ship body, reduce the friction resistance formed on the surface of the ship body when the ship sails, reduce the energy consumption and reduce the discharge.
The technical scheme adopted by the invention is as follows:
a vortex control air cavity device for ship air layer resistance reduction comprises an air cavity body, wherein an air cavity is arranged on the lower end face of the air cavity body, air collecting plates are respectively arranged on the left side and the right side of the air cavity body, and the height dimension of each air collecting plate is the same as the depth dimension of the air cavity; the front vertical inner wall of the front part of the air cavity body is provided with a circular arc-shaped front vortex stabilizing end face which is positioned at the front part of the air cavity, and a front edge concave cavity is formed between the front vortex stabilizing end face and the inner wall surface of the top of the air cavity body; the front part of the air cavity body is provided with a front flow guide end face, the rear end of the front flow guide end face is fixedly provided with a plurality of large vortex breakers, the large vortex breakers are uniformly distributed along the width direction of the air cavity body and are perpendicular to the front flow guide end face, the length direction of the large vortex breakers is parallel to the length direction of the air cavity, and part of plate bodies of the large vortex breakers are arranged at the opening of the air cavity in a hanging manner; the front part of the air cavity body is respectively provided with a first vent hole and a second vent hole which are communicated up and down, one end opening of the first vent hole is positioned on the upper surface of the air cavity body, the other end opening of the first vent hole is horizontally communicated with the front edge concave cavity, the second vent hole is vertically arranged, one end opening of the second vent hole is positioned on the upper surface of the air cavity body, and the other end opening of the second vent hole is communicated with the top end surface of the; the rear vertical inner wall of the rear part of the air cavity body is provided with a circular arc rear vortex stabilizing end face which is positioned at the rear part of the air cavity, and a rear edge concave cavity is formed between the rear vortex stabilizing end face and the inner wall surface of the top of the air cavity body; the rear part of the cavitation body is provided with a rear flow-removing end face, a streamline tail end face is arranged between the rear vortex stabilizing end face and the rear flow-removing end face, and the streamline tail end face is smoothly connected with the rear flow-removing end face.
Further, the air cavity is not equal-depth air cavity, and the distance from the top end surface to the bottom end surface of the air cavity is increased from the front part of the air cavity to the rear part of the air cavity, and is increased from D1 to D2.
Furthermore, the front diversion end face comprises a circular arc diversion section and a flat diversion section which is horizontally arranged, the circular arc diversion section extends to the front lower end face of the air cavity body along the front upper end face of the air cavity body, one end of the flat diversion section is smoothly connected with the circular arc diversion section, and the other end of the flat diversion section extends to the lowest end of the front vortex stabilizing end face.
Furthermore, the plurality of large vortex breakers are of rectangular thin plate structures, and the suspended plate body length of each large vortex breaker accounts for 1/3 of the whole length of each large vortex breaker.
Furthermore, the incident flow end of the large vortex breaker is of a sharp structure.
Further, the cross section of the first vent hole is circular, elliptical or rectangular.
Further, the cross section of the second vent hole is circular, elliptical or rectangular.
Furthermore, the rear edge concave cavity is of a semicircular structure and is smoothly connected with the end face of the top of the air cavity.
Furthermore, the streamline tail end face comprises a circular arc tail section and a flat tail section, wherein the circular arc tail section is horizontally arranged, one end of the circular arc tail section extends to the lower end part of the rear vortex stabilizing end face, the other end of the circular arc tail section extends to one end of the flat tail section, and the other end of the flat tail section extends to the lower end part of the rear defluidizing end face.
Furthermore, the rear flow-removing end face is an inclined face.
The invention has the following beneficial effects:
the invention has compact and reasonable structure and convenient operation, and the large vortex breakers are arranged on the front flow guide end surface in parallel and can weaken the interaction between the free shear layer above the opening of the air pocket and the vortex system in the air pocket, so that the air layer is stably positioned at the bottom of the air pocket; the front flow guide end face and the tail flow removal end face are respectively arranged at the upstream and the downstream of the air pocket main body, so that the ship body air pocket is conveniently and seamlessly installed with a ship body bottom plate and is in streamline fit with a ship body; the air cavity is the unequal-depth air cavity, the unequal-depth air cavity is a space reserved for free shearing turbulence and increase of the vortex system in the depth direction of the air cavity, and the phenomenon that the vortex system in the air cavity is developed to the bottom of the air cavity to damage an air layer is avoided; the aerodynamic structure and the big vortex breaker that combine air pocket body leading edge, trailing edge weaken the air pocket top and freely cut the torrent and air pocket inside vortex system interact, reduce the non-normality of the inside vortex system of air pocket, make the air pocket bottom form a thin layer air layer and keep long-time stable cover at the air pocket bottom, replace water with the air layer on hull surface, reduce hull wet surface area, the frictional resistance who forms on hull surface when the realization reduces boats and ships navigation, reduce energy consumption, reduce harmful substance emission such as carbon, nitrogen.
Drawings
FIG. 1 is a top view of the present invention.
Fig. 2 is a sectional view taken along line a-a of fig. 1.
Wherein: 1. a cavitation body; 2. a front flow guide end face; 201. a circular arc diversion section; 202. a flat flow guide section; 3. removing the end face of the flow; 4. a first vent hole; 5. a second vent hole; 6. a gas collecting plate; 7. a front vortex stabilizing end face; 8. a large vortex breaker; 9. a rear vortex stabilizing end face; 10. a streamline tail end surface; 1001. a circular arc tail section; 1002. straightening a tail section; 11. cavitation.
Detailed Description
The following describes embodiments of the present invention with reference to the drawings.
As shown in fig. 1 and 2, the present invention mainly comprises a gas pocket body 1, and a gas pocket 11 capable of forming a resistance reducing gas layer is arranged on the lower end surface of the gas pocket body 1. The left side and the right side of the air cavity body 1 are respectively provided with an air collecting plate 6, and the height dimension of the air collecting plates 6 is the same as the depth dimension of the air cavities 11.
As shown in fig. 2, the air cavity 11 is an unequally deep air cavity, the distance from the top end surface to the bottom end surface of the air cavity 11 increases from the front of the air cavity 11 to the rear of the air cavity 11, and increases from D1 to D2, and the slope of the unequally deep air cavity satisfies the following formula relation:
wherein V is the ship navigation speed and the unit is m/s; v is the kinetic viscosity coefficient of seawater or fresh water, m2S; delta is the thickness of the turbulent shear layer, and the unit is m;
the increase rate of the thickness of the turbulent shear layer along the direction x of the flow direction is shown, and in order to avoid that the vortex system inside the air cavity grows to the bottom of the air cavity and the air layer at the bottom of the air cavity is damaged due to the increase of the thickness of the turbulent shear layer above the air cavity and the increase of the depth direction of the vortex system inside the air cavity, the increase rate k of the depth of the non-equal-depth air cavity is not less than twice of the increase rate of the thickness of the turbulent shear layer, and the k is not less than 0.062 (corresponding to the included angle theta between. At the same time, in order to avoid a sharp increase in the depth of the air pocket, which would lead to flow separation at the bottom of the air pocket, the depth of the air pocket 11 should not increase too fast, but the bottom of the air pocket 11The included angle theta between the air flow direction and the air flow direction is less than or equal to 10 degrees, and the corresponding depth growth rate theta of the non-equal-depth air pocket is less than or equal to 10 degrees. Therefore, in order to ensure that the air layer at the bottom of the air pocket is not influenced by the motion of the vortex system to be broken, the unequal-depth air pocket is provided, the growth rate of the air pocket depth along the flow direction generally meets 0.062-k-0.18, and the included angle between the bottom of the corresponding unequal-depth air pocket and the flow direction meets 3.56-theta-10 degrees.
As shown in fig. 2, the front vertical inner wall of the front part of the air cavity 1 is provided with a circular arc front vortex stabilizing end surface 7, and the front vortex stabilizing end surface 7 is positioned at the front part of the air cavity 11. A front edge concave cavity is formed between the front vortex stabilizing end face 7 and the inner wall surface of the top of the air cavity body 1, and a stable vortex system can be formed in the front edge concave cavity.
As shown in fig. 2, a front diversion end face 2 is arranged at the front of the cavitation body 1, the front diversion end face 2 comprises a circular arc diversion section 201 and a flat diversion section 202 which is horizontally arranged, the circular arc diversion section 201 extends to the front lower end face of the cavitation body 1 along the front upper end face of the cavitation body 1, one end of the flat diversion section 202 is smoothly connected with the circular arc diversion section 201, and the other end extends to the lowest end of the front vortex stabilizing end face 7.
When the vortex-type cavitation vortex breaker works, water flow at the front part of the cavitation body 1 flows through the front guide flow end face 2 of the cavitation body 11 and forms a wall-fixed turbulent flow boundary layer, the turbulent flow boundary layer is separated from the wall surface at the front edge of the cavitation body 11 and enters the upper part of the cavitation body 11, and meanwhile, transverse large-scale vortices are generated, under the action of the large vortex breaker 8, the large-scale vortex strength is weakened and develops downstream to form free shearing turbulence, so that the interaction between the free shearing turbulence above the opening of the cavitation body 11 and a vortex system in a cavity at the front edge of the cavitation body 11 is weakened, and.
As shown in fig. 2, a plurality of large vortex breakers 8 are fixedly arranged at the rear end of the front flow guide end surface 2 of the cavitation body 1, the large vortex breakers 8 are uniformly distributed along the width direction of the cavitation body 1 and are perpendicular to the front flow guide end surface 2, the length directions of the large vortex breakers 8 are parallel to the length direction of the cavitation body 11, and the distance between two adjacent large vortex breakers 8 is equal to the length dimension of the large vortex breaker 8.
As shown in fig. 2, the large vortex breaker 8 is a rectangular thin plate structure, a part of the plate body of the large vortex breaker 8 is suspended at the opening of the air cavity 11, in an alternative embodiment, the suspended plate body length of the large vortex breaker 8 accounts for 1/3 of the whole length of the large vortex breaker 8, and the large vortex breaker 8 can effectively cut off the large-scale vortex system just falling off from the front edge of the air cavity 11. The stream facing end of the large vortex breaker 8 is of a sharp structure, so that the separation caused by the flow of water at the front end of the large vortex breaker 8 can be avoided.
When in use, the large vortex breaker 8 cuts off large scale vortex in the width direction of the air cavity 11, so that the large scale vortex is broken into small scale and low intensity vortex, the energy is reduced, the irregularity is reduced, free shearing turbulence is formed along with the downstream development, the interaction between the free shearing turbulence above the opening of the air cavity 11 and the vortex system in the air cavity 11 is further weakened, and the air layer is stably positioned at the bottom of the air cavity 11. Therefore, the large vortex breaker 8 at the front edge of the air cavity performs the functions of rectifying and eliminating vortex of the flow inside and outside the air cavity, and the air layer is stably present at the bottom of the air cavity 11.
As shown in fig. 2, the front part of the cavitation body 1 is respectively provided with a first vent hole 4 and a second vent hole 5 which are vertically through, one end opening of the first vent hole 4 is positioned on the upper surface of the cavitation body 1, the other end opening is horizontally communicated with the front edge concave cavity, and the cross section of the first vent hole 4 is circular, elliptic or rectangular. The second vent 5 is vertically arranged, an opening at one end of the second vent 5 is positioned on the upper surface of the air cavity body 1, an opening at the other end of the second vent is communicated with the top end surface of the air cavity 11, and the cross section of the second vent 5 is circular, elliptic or rectangular. In use, gas in a gas supply tank arranged outside the vessel enters the gas cavity 11 through the first vent hole 4 and the second vent hole 5 and forms a gas layer within the gas cavity 11.
As shown in fig. 2, the rear vertical inner wall of the air cavity 1 is provided with a circular arc rear vortex-stabilizing end surface 9, and the rear vortex-stabilizing end surface 9 is located at the rear of the air cavity 11. A rear edge concave cavity is formed between the rear vortex stabilizing end surface 9 and the inner wall surface of the top of the air cavity body 1. When in use, a stable vortex system can be formed in the rear vortex stabilizing end surface 9.
In an alternative embodiment, the trailing edge cavity has a semicircular configuration, the diameter 2r of the trailing edge cavity is 75% to 80% of the trailing edge depth D2 of the air cavity 11, and the trailing edge cavity is smoothly connected with the top end surface of the air cavity 11. The height D of the streamline tail end face 10 is 20% -25% of the depth D2 of the rear edge of the air cavity 11, the length l2 is generally not less than 8D, and the streamline tail end face 10 is smoothly connected with the rear defluidizing end face 3 of the air cavity 11.
As shown in fig. 2, the rear part of the cavitation body 1 is provided with a rear defluidizing end surface 3, and the rear defluidizing end surface 3 is an inclined surface. A streamline tail end face 10 is arranged between the rear vortex stabilizing end face 9 and the rear flow removing end face 3. The streamline tail end face 10 comprises an arc tail section 1001 and a flat tail section 1002, wherein the arc tail section 1001 is in an arc shape, one end of the arc tail section extends to the lower end of the rear vortex stabilizing end face 9, the other end of the arc tail section extends to one end of the flat tail section 1002, and the other end of the flat tail section 1002 extends to the lower end of the rear defluidizing end face 3. When the vortex system is used, the free shearing turbulence above the air cavity opening is divided into two parts at the trailing edge of the air cavity, one part enters the cavity of the trailing edge to form stable vortex, and the other part enters the wake flow of the air cavity and flows to the bottom plate of the ship through the streamline tail end face, so that three modes of 'most part of the free shearing turbulence enters the air cavity, most part of the free shearing turbulence escapes into the wake flow' and 'about half of the free shearing turbulence enters the other half of the free shearing turbulence into the wake flow' at the trailing edge of the air cavity are prevented from occurring intermittently, the condition that the vortex system is in strong oscillation at the trailing edge of the air cavity is avoided, the disturbance of the vortex system.
When the invention is applied to a ship, the invention is arranged outside the bottom plate of the ship, the pressure-stabilizing air source cabin is arranged outside the ship or the ship body is provided with air holes (the positions of the air holes are provided for structural reinforcement), so that external air enters the air cavity through the first air holes and the second air holes and forms an air layer in the air cavity. If the bottom plate of the ship is very long, a plurality of the present invention can be continuously arranged along the ship length direction, the front end of the most upstream air cavity is provided with a front flow guide end surface 2, the rear part of the most downstream air cavity is provided with a rear flow removal end surface 3, and the air cavity positioned in the middle is directly connected with the air cavity body 1 at the head position without the arrangement of the front flow guide end surface 2 and the rear flow removal end surface 3.
When the invention works, as shown in figure 2, a ship sails forwards, and water flows from front to back relative to the surface of a ship body, flows through the front guide end face 2 of the air pocket body 1 and forms a wall-fixing turbulent flow boundary layer, the turbulent flow boundary layer is separated from the wall surface at the front edge of the air pocket 11 and enters the upper part of the air pocket 11, and meanwhile, a transverse large-scale vortex is generated, under the action of the large-scale vortex breaker 8, the large-scale vortex strength is weakened, the large-scale vortex strength develops downstream to form free shearing turbulent flow, and then the interaction between the free shearing turbulent flow above the opening of the air pocket 11 and a vortex system in the concave cavity at the front edge of; under the combined action of the rear edge cavity and the streamline tail end face 10, the free shearing turbulence is divided into two parts at the rear edge of the air cavity 11, one part enters the rear edge cavity to form a stable vortex system, the other part enters the wake flow of the air cavity 11 and flows through the rear defluidizing end face 3 to reach the bottom board of the ship, three modes of 'most entering the air cavity', most escaping entering the wake flow 'and about half entering the other half entering the wake flow' of the free shearing turbulence at the rear edge of the air cavity are avoided from occurring intermittently, the condition that the vortex system is in strong oscillation at the rear edge of the air cavity 11 is avoided, the disturbance of the rear edge vortex system to the water flow in the air cavity and the air layer at the bottom of.
The above description is intended to be illustrative and not restrictive, and the scope of the invention is defined by the appended claims, which may be modified in any manner within the scope of the invention.
Claims (10)
1. The utility model provides a vortex accuse cavitation device of boats and ships air bed drag reduction, includes the cavitation body (1), the terminal surface is equipped with air pocket (11) under the cavitation body (1), its characterized in that: the left side and the right side of the air cavity body (1) are respectively provided with an air collecting plate (6), and the height dimension of the air collecting plates (6) is the same as the depth dimension of the air cavities (11); a circular arc-shaped front vortex stabilizing end face (7) is arranged on the vertical inner wall of the front part of the air cavity body (1), the front vortex stabilizing end face (7) is positioned at the front part of the air cavity (11), and a front edge concave cavity is formed between the front vortex stabilizing end face (7) and the lower end face of the air cavity body (1); the front part of the air cavity body (1) is provided with a front flow guide end face (2), the rear end of the front flow guide end face (2) is fixedly provided with a plurality of large vortex breakers (8), the large vortex breakers (8) are uniformly distributed along the width direction of the air cavity body (1) and are tangent to the front flow guide end face (2), the length directions of the large vortex breakers (8) are parallel to the length direction of the air cavity (11), and a part of plate bodies of the large vortex breakers (8) are arranged at the opening of the air cavity (11) in a hanging manner; the front part of the air cavity body (1) is respectively provided with a first vent hole (4) and a second vent hole (5) which are communicated up and down, one end opening of the first vent hole (4) is positioned on the upper surface of the air cavity body (1), the other end opening is horizontally communicated with the front edge cavity, the second vent hole (5) is vertically arranged, one end opening of the second vent hole (5) is positioned on the upper surface of the air cavity body (1), and the other end opening is communicated with the top end surface of the air cavity (11); a circular arc-shaped rear vortex stabilizing end face (9) is arranged on the vertical inner wall of the rear part of the air cavity body (1), the rear vortex stabilizing end face (9) is positioned at the rear part of the air cavity (11), and a rear edge concave cavity is formed between the rear vortex stabilizing end face (9) and the lower end face of the air cavity body (1); the rear part of the air cavity body (1) is provided with a rear flow-removing end face (3), a streamline tail end face (10) is arranged between the rear vortex stabilizing end face (9) and the rear flow-removing end face (3), and the streamline tail end face (10) is smoothly connected with the rear flow-removing end face (3).
2. A cavitation device for the drag reduction of the gas layer of a marine vessel as claimed in claim 1, wherein: the air cavity (11) is a non-equal-depth air cavity, and the distance from the top end surface to the bottom end surface of the air cavity (11) is from small to large from the front part of the air cavity (11) to the rear part of the air cavity (11), and is increased from D1 to D2.
3. A cavitation device for the drag reduction of the gas layer of a marine vessel as claimed in claim 1, wherein: the front flow guide end face (2) comprises a circular arc flow guide section (201) and a flat flow guide section (202) which is horizontally arranged, the circular arc flow guide section (201) extends to the lower end face of the front part of the air cavity body (1) along the upper end face of the front part of the air cavity body (1), one end of the flat flow guide section (202) is smoothly connected with the circular arc flow guide section (201), and the other end of the flat flow guide section extends to the lowest end of the front vortex stabilizing end face (7).
4. A cavitation device for the drag reduction of the gas layer of a marine vessel as claimed in claim 1, wherein: the plurality of large vortex crushers (8) are of rectangular thin plate structures, and the length of a suspended plate body of each large vortex crusher (8) accounts for 1/3 of the whole length of each large vortex crusher (8).
5. A cavitation device for marine gas layer drag reduction as claimed in claim 4 wherein: the incident flow end of the large vortex breaker (8) is of a sharp structure.
6. A cavitation device for the drag reduction of the gas layer of a marine vessel as claimed in claim 1, wherein: the cross section of the first vent hole (4) is circular, elliptical or rectangular.
7. A cavitation device for the drag reduction of the gas layer of a marine vessel as claimed in claim 1, wherein: the cross section of the second vent hole (5) is circular, elliptical or rectangular.
8. A cavitation device for the drag reduction of the gas layer of a marine vessel as claimed in claim 1, wherein: the rear edge concave cavity is of a semicircular structure and is smoothly connected with the top end face of the air cavity (11).
9. A cavitation device for the drag reduction of the gas layer of a marine vessel as claimed in claim 1, wherein: the streamline tail end face (10) comprises a circular arc tail section (1001) and a flat tail section (1002) which is horizontally arranged, one end of the circular arc tail section (1001) extends to the lower end of the rear vortex stabilizing end face (9), the other end of the circular arc tail section extends to one end of the flat tail section (1002), and the other end of the flat tail section (1002) extends to the lower end of the rear defluidizing end face (3).
10. A cavitation device for the drag reduction of the gas layer of a marine vessel as claimed in claim 1, wherein: the rear flow-removing end face (3) is an inclined face.
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| CN202010499931.6A CN111591388B (en) | 2020-06-04 | 2020-06-04 | Vortex control air pocket device for ship air layer resistance reduction |
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| CN202010499931.6A CN111591388B (en) | 2020-06-04 | 2020-06-04 | Vortex control air pocket device for ship air layer resistance reduction |
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| CN111591388B true CN111591388B (en) | 2021-01-29 |
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| CN1103713C (en) * | 1996-10-18 | 2003-03-26 | 中美技术公司 | Surface effect planing pontoon ship (SEPPS) |
| CN1280540A (en) * | 1997-12-02 | 2001-01-17 | 丹尼尔·J·玮珀 | Energy efficient system and method for reducing water friction on the hull of a marine vessel |
| CN102958794A (en) * | 2010-07-21 | 2013-03-06 | 克劳斯·林德曼 | Method and arrangement for reducing the water friction on water vehicles |
| CN201872936U (en) * | 2010-09-13 | 2011-06-22 | 李贺清 | Jet propeller |
| DE102012001230A1 (en) * | 2012-01-18 | 2013-07-18 | Klaus Lindemann | Method for reducing traction resistance of watercraft e.g. catamaran used in e.g. sea navigation application, involves controlling liquid level in trim container, so that inclination of watercraft is controlled about pitch axis |
| CN105164012A (en) * | 2013-04-29 | 2015-12-16 | 俄罗斯工业贸易部 | Ship with bottom air cavity |
| CN107428394A (en) * | 2015-01-13 | 2017-12-01 | 斯坦纳·雷德里公司 | Ship provided with the chamber for air |
| DE102016012368A1 (en) * | 2016-10-15 | 2018-04-19 | Karsten Wysocki | Device for minimizing the frictional resistance of watercraft |
| CN107140109A (en) * | 2017-05-31 | 2017-09-08 | 广船国际有限公司 | A kind of glider |
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| CN111591388A (en) | 2020-08-28 |
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