CN113291444A

CN113291444A - Novel reverse sailing structure device of water sailing body

Info

Publication number: CN113291444A
Application number: CN202110194711.7A
Authority: CN
Inventors: 曾德邻; 曾固
Original assignee: Zeng Derun
Current assignee: Zeng Derun
Priority date: 2020-02-21
Filing date: 2021-02-21
Publication date: 2021-08-24
Also published as: WO2021164780A1; WO2021164777A1; WO2021164779A1; WO2021164778A1; WO2021164775A1; WO2021164776A1

Abstract

The invention provides a novel reverse sailing structure device of a water navigation body, wherein a main body structure of the reverse sailing device body is a retractable reverse sailing bucket which is arranged and installed on a bottom plate behind a water spraying opening of a spraying and pushing device arranged and installed on the outer side of the bottom plate of the water navigation body, and the width of the reverse sailing bucket is larger than the total width of the water spraying openings of all the spraying and pushing devices corresponding to the front. The reverse navigation operation of the water navigation body comprises the following steps: only spraying that has corresponding relation with the water bucket of backing a voyage pushes away work in the water spray state, the water bucket of backing a voyage shifts out from the collecting storage, and the water jet blowout rivers that push away the device to spouting block and make its refluence, obtain the power of backing a voyage and transmit the power of backing a voyage to the water body, realize the back voyage of water body. The propulsion of the propulsion device of the water navigation body is stopped, and the reverse navigation water bucket of the water navigation body in a running state is discharged, the reverse navigation water bucket obtains resistance for preventing the water navigation body from continuing to navigate, a certain braking effect can be achieved, and a strong deceleration braking resultant force can be formed by combined operation of the reverse navigation water bucket and other deceleration/braking devices, so that the rapid deceleration/braking of the ship is realized.

Description

Novel reverse sailing structure device of water sailing body

Technical Field

The invention relates to a ship propulsion technology, in particular to a novel reverse navigation structure device of a water navigation body.

Background

The constant goal pursued by the research of ship technology is that ships possess high energy efficiency at high navigational speed.

The reality is that: in the modern society with advanced technology, the problems of the universal low speed and the universal low energy efficiency of ships still exist objectively, and an ideal solution is not found so far.

By analyzing the ship navigation resistance and the propulsion technology, the understanding of the limitation and the deficiency of the existing propulsion technology can be improved, and the beneficial idea of solving the problem that the ship navigation speed and the energy efficiency are generally low can be assisted to be opened.

Qualitative analysis of main sailing resistance of the ship: the ship sails at least with the following sailing resistance-

When a ship sails, a front water body blocks the sailing of the ship like a water wall, the ship can move forward only by breaking through the blocking of the water wall, the infinite thickness of the water wall means that the ship can continuously move forward only by continuously breaking through the blocking of the front water wall, and the force of the blocking of the water wall when the ship sails forward can be called as the front sailing resistance of the ship, or called as the water-facing sailing resistance.

Due to the fluid property of water, when the ship sails forwards, the bow of the ship collides with the water body in front of the ship to excite waves, and the formation of the waves at the bow of the ship is equivalent to the upward throwing of the water body in front of the ship, and the upward throwing of the water body can be generated only under the action of force. Obviously, the occurrence of waves in the bow of the vessel occurs as the vessel sails forward, so this force can only be provided by the vessel sailing forward. Since this force is provided by the vessel sailing forward, it can be known from the law of newton's action and reaction that this force will act in reverse on the vessel sailing forward, i.e. constitute another vessel sailing resistance different from the one sailing forward; in addition, the formation of the bow wave of the ship is equivalent to the increase of the height of a water wall needing to be broken through in front of the ship, and the wave can develop towards the stern along the side board of the ship due to wake flow, so that the sailing resistance of the ship is further increased. In order to distinguish from the water-facing sailing resistance of the ship, the sailing resistance of the ship formed by bow waves is called wave making resistance of the ship.

The ship sails through a water body, the water body is drained by an immersed part of a ship body, a regional vacuum environment is manufactured at the rear part of the ship, because the viscosity of water and the water pressure of the water body adjacent to the regional vacuum environment are greater than the internal pressure of the regional vacuum, the adjacent water body inevitably enters and fills the vacuum of the region to generate large vortex and turbulence, and pressure difference with high bow and low stern is formed between the head and the tail of the ship, the pressure difference also belongs to a part of the ship sailing resistance, the ship propelling force is consumed to reduce the ship sailing speed, and the resistance is called as the viscous pressure resistance to be different from other ship resistances.

Because the water has viscosity, the water body can generate viscous resistance which is equivalent to frictional resistance aiming at the submerged surface of the ship when the ship sails;

the ship uses the stern rudder to turn, and the ship navigation resistance also comprises stern rudder resistance. The resistance of the stern rudder is essentially the same as various resistances of a sailing ship in nature, and only the resistance which accounts for a small proportion of the total resistance of the ship but is not ignored exists.

The air resistance experienced by a ship when it is sailing at high speeds should also not be neglected.

The water-facing sailing resistance, the wave-making resistance and the viscous pressure resistance form an absolute big part of the sailing resistance of the ship.

The factors for determining the navigation resistance of the ship are closely related to the ship model design height, particularly the ship speed, and the navigation resistance of the ship belongs to a function which is positively related to the ship speed square. A small increase in the navigational speed of a ship in a high-speed navigational state can lead to a large increase in the navigational resistance of the ship encountered by the ship, with the higher the navigational speed, the greater the increase in the navigational resistance of the ship. These laws of ship's sailing resistance have been well established for the research of ship technology.

In fact, the factors that determine the magnitude of the ship's running resistance are also closely related to the propulsion mode of the ship using the propulsion device and the mode of deployment of the propulsion device on the ship. It is necessary to understand the technology of ship propulsion.

Qualitative analysis of main propulsion technology of the ship:

the existing ship propulsion technology can be roughly divided into three types from the propulsion principle and the popularization and application degree: propeller propulsion, water jet propulsion and straight propeller propulsion (or called straight wing propulsion and flat rotating paddle propulsion).

The propeller propulsion technology has a long history and is most widely applied, and belongs to the ship absolute main force propulsion technology. The existing propeller propulsion technology is still continuously developed and advanced, and multiple technologies such as contra-rotating propellers, pitch-adjusting propellers, ducted propellers, pod propellers, tip-driving propellers, tandem propellers, large-diameter low-rotating-speed propellers and the like are developed on the basis of the propellers, and even a ship propulsion technology for mixing water jet propulsion and propeller propulsion is developed. The so-called shaftless pump-propelling technology belongs to the emerging propelling technology and is also attributed to the propeller propelling technology from the essence.

Water jet propulsion includes pump jet propulsion and magnetohydrodynamic propulsion. The magnetofluid propulsion belongs to a new technology, the birth history is not long, the whole technology is further improved, and the application range is very limited; the water jet propulsion technology is very early in birth, but is quite a long time, and is not developed until nearly two-thirty years and is increasingly prominent. The western ship power manufacturing strong country is dedicated to developing the large-scale and modularization of the pump jet propulsion technology, so that the pump jet propulsion technology can be applied to large ships, and the water jet propulsion technology is listed as an important direction for the development of future ship propulsion technology.

The straight propeller propulsion is relatively rare, is generally applied to ships with large load change and high maneuverability requirement, such as tugboats, ferries and mine-sweeping ships, and has narrow application range and small influence surface.

In view of the narrow application range and small influence surface of the straight blade propulsion, only propeller propulsion and pump jet propulsion are selected as analysis objects for simplifying analysis. And only the installation deployment and water intake modes of the ship are analyzed to help understand and know the action limitations and the shortcomings of the two propulsion modes in the aspects of ship speed and energy efficiency.

One point that propeller propulsion and pump jet propulsion have in common in terms of installation deployment is: all are deployed at the stern of the vessel and all are not deployable at other locations on the vessel.

The propeller is large in radial size of the blades, only the stern of the ship can provide a proper installation space, and further the propeller can only select the stern of the ship to deploy and install in order to fully utilize the propeller to push water flow to obtain maximum thrust.

The basic structure of the pump jet propulsion device is that two ends of a bent pipe are respectively connected with a straight pipe, wherein one straight pipe is used for water inlet, the other straight pipe is used for water jet, and the straight pipe is used as a core component of the pump, namely an impeller, is arranged in a water jet pipe, and the driving force is input from a power device arranged outside through a shaft passing through the shoulder part of the bent pipe. In order to reduce the pipe loss of the pump jet propulsion unit when the working water flow flows through the pipeline as much as possible, the total length of the pipeline is required to be as short as possible; and the consideration of fully utilizing the pump to propel the sprayed water flow to obtain the maximum thrust is also considered, the pump-jet propulsion device can only be arranged and installed at the stern of the ship, so the distance between the water inlet of the pump-jet propulsion device and the water spray opening is required to be short, and the water inlet of the pump-jet propulsion device can only be arranged at the bottom of the stern of the ship for the convenience of driving force input.

The propeller working water flow movement mode is as follows: when the propeller rotates to work, a negative pressure area is formed at the water-facing end of the blade, water flow under the action of negative pressure enters the blade from the water-facing side of the blade, is enabled to be accelerated by the blade and then is discharged from the water-backing end of the blade to form propulsion water flow, and the working water flow movement mode of the propeller belongs to a straight-forward straight-discharge mode. However, the propellers are arranged on the stern of the ship, and the ship body structure is arranged in front of the propellers at a certain distance to block the straight-going path of the propeller water flow, so that the water flow flowing through the blades when the propellers work is determined to be continuously supplemented only from the bottom of the stern of the ship to the lateral water inflow from two sides of the stern.

The working water flow movement mode of the pump spraying propulsion device is as follows: the water is fed from the water inlet pipe and is sprayed out from the water spray pipe at high speed after being energized by the impeller of the pump to form propulsion water flow. The working water flow inevitably flows through the bent pipe part, so the water flows in and out of the pump spraying propulsion device are not collinear, namely, a straight-advancing straight-discharging mode is not formed. According to the working mode of the pump spraying propelling device, the pump spraying propelling device is more vividly named as a bent suction spraying propelling device.

Both propeller propulsion and pump jet propulsion are limited to aft ship deployment installations by their structure or operation. For a propeller propulsion device, the limitation of the deployment device causes that the propeller working water flow can only be kept by water inflow from the bottom of the stern part of the ship and from two sides of the stern part; for pump jet propulsion, this deployment limitation results in the maintenance of the working water flow for pump jet propulsion being achieved only by a single inflow from the stern bottom of the vessel.

The water inlet mode is not only not beneficial to improving the ship speed and the energy efficiency, but also can cause the reduction of the ship speed and the energy efficiency, and shows that the ship stern deployment and installation mode of the propulsion device belongs to a defective and lagged deployment and installation mode.

Why is the ship stern deployment installation mode of the propulsion device the defective and lagged deployment installation mode? We can help understand by analyzing the hypothetical propulsion devices and hypothetical deployment installation patterns described below.

Assuming such a propulsion device, it can be thought of as a straight cylinder type device body for easy understanding, and neglects the pipe loss when the water flow flows in the cylinder body, i.e. it can be set to any length. The front end port of the straight cylinder is a water inlet, the rear end port of the straight cylinder is a water jet, the cylinder body is internally provided with a working water flow energizing device, and after working water flows in from the water inlet and is energized by the internal energizing device, the working water flows out from the water jet at high speed to form propulsion water flow. The straight-advancing straight-discharging mode is provided by the water inflow and the water spraying of the working water flow, and the working water flow can be called as a straight-absorbing spraying and pushing device or an axial flow spraying and pushing device by comparing with the curved absorbing spraying and pushing of the pump spraying and pushing device.

Then, one or more axial flow jet-push devices are assumed to be arranged and installed at the bottom of the ship, and a water inlet of the axial flow jet-push device is arranged and installed at the bow part of the bottom of the ship; the water jet is arranged and installed at the stern of the ship.

What is the progress of such a propulsion device and the mode of deployment of such a propulsion device compared to the stern deployment installation mode of propeller propulsion devices and pump jet propulsion devices and propulsion devices? How new the propulsion effect of the ship will be obtained?

The water belongs to a substance, and before the water body in front of the axial flow spraying and pushing device is sucked, the water can be regarded as an object placed at the front end of the water inlet of the axial flow spraying and pushing device.

According to newton's first law (law of inertia): "any object remains stationary or in a uniform linear motion until forced by other objects to change state. "know: the axial flow spraying and pushing device sucks the water body in front into the water inlet, belongs to the field of changing the motion state of the water body in front of a ship, and can suck the water body in front of the ship only by applying enough force to the water body by the axial flow spraying and pushing device. To emphasize the water intake pattern of this completely new marine propulsion device, it is particularly called the water-on-water intake pattern.

Then, according to Newton's third law (law of acting force and reacting force)' acting force and reacting force between two objects are on the same straight line, and their magnitudes are equal and directions are opposite. When water in front of the axial flow ejector is sucked into the water inlet, the counter acting forces of 'same straight line, equal magnitude and opposite direction' are applied to the axial flow ejector, namely, the counter pulling force of the same magnitude to the axial flow ejector is formed. The higher the sailing speed of the ship is, the higher the speed of the propulsion device sucking the water ahead is, the greater the suction force acting on the water ahead is, and the greater the pulling force on the axial flow ejector.

Because the axial flow ejector and the ship are connected into a whole, the force is finally converted into pulling force for sailing the ship. Namely: the axial flow spraying and pushing device takes a large amount of force for sucking the water in front, so that the ship can obtain the same pulling force given to the ship by the water body in front of the ship.

The magnitude of this pulling force obeys newton's second law and can be calculated from F ═ ma, where: m is the mass value of the moving body (water flow), and a is the moving acceleration value of the water flow.

Without rigorous and precise theoretical calculations, the magnitude of this force is approximated in a simple, coarse manner. The diameter of a water inlet of the axial flow jet-push device is assumed to be 1m, and the water inlet area of the axial flow jet-push device can reach 3.14m²When the water flow speed entering the axial flow jet propulsion water gap reaches 10m/s, the m value of the working water flow entering the axial flow jet propulsion water gap within 1s can be calculated to reach 31.4 t; then, the acceleration of the working water flow with the mass entering the axial flow jet thrust is assumed to be 10m/s²It can be known that when the axial flow jet is pushed by 10m/s²The acceleration suction mass of the water flow reaches 31.4t/s, and the pulling force of the water flow can reach 3 hundred tons. The axial flow jet thrust device is only the pulling force contributed by the axial flow jet thrust, and the contribution of the ship advancing by the ship bow water inflow deploying and installing mode of the axial flow jet thrust device is large.

The direction of the pulling force is the same as the sailing direction of the ship, the pulling effect on the advancing of the ship is formed, the pulling force and the pushing force obtained by spraying the pushing water flow at the rear end of the axial flow spraying and pushing device are combined to form a back-pushing and front-pulling force aiming at the advancing of the ship together, and the forward sailing power of the ship is doubled.

In particular, the pulling force is generated as long as the axial flow spraying and pushing device is in a pushing working state, belongs to a derived force of the axial flow spraying and pushing device in the pushing working state, and is a force for pushing the ship to sail without additionally consuming the energy of the ship. Compared with a propulsion mode obtained by propeller propulsion or pump jet propulsion, the mode is a form of ship propulsion which cannot be obtained by the propeller propulsion or pump jet propulsion mode.

Further analyzing the ship navigation resistance of the propulsion device which is taken as the axial flow spraying and pushing device and implementing the water intake deployment and installation mode can find that the water intake navigation resistance, the wave making resistance and the viscous pressure resistance which are inherent to the ship and are the absolute big end part of the ship navigation resistance can be greatly changed, and the method specifically comprises the following steps:

the ship adopts the axial flow spraying and pushing device and arranges the axial flow spraying and pushing device into a bow part water inlet and direct suction spraying and pushing mode, and is determined by the specific arrangement and installation number of the axial flow spraying and pushing device, the part or most of the ship bow part forming the water blocking wall is changed into a working water body which is sucked by the axial flow spraying and pushing device from a water inlet arranged at the bow part of the ship, and the working water body is sprayed out from the stern part of the ship after being energized to form a propulsion water body, and the part or most of the water sailing resistance loses the existence condition and disappears; the bow wave of the sailing ship also loses the forming condition, and part or most of the wave-making resistance of the ship also disappears; and because the regional vacuum produced by the ship after sailing through the water body at the rear part of the ship is continuously filled from the bow of the ship to the propulsion water body, the pressure difference between the head and the tail of the ship with high bow and low stern caused by the regional vacuum at the rear part of the ship is greatly reduced, which means that part or most of the viscous pressure resistance disappears.

The axial flow jet propulsion device and the water-facing and water-inlet deployment installation mode are also suitable for underwater devices such as submarines (except for some underwater devices using small and distributed propeller propulsion devices), and compared with ships, the underwater devices are different in that: the underwater navigation device is wrapped by a water body, and the wave making phenomenon and the wave making resistance do not exist; the water inlet mode is different according to the deployment installation position of the propulsion device. The different points between the underwater vehicle and the ship can be mastered, the influence of the axial flow spraying and pushing device and the water-inlet-facing deployment installation mode on the ship resistance and the ship propulsion mode can be referred, and the value effect of the axial flow spraying and pushing device and the water-inlet-facing deployment installation mode on the navigation of the underwater vehicle can be analyzed and known.

The backsight propeller propulsion mode is a mode of water inflow from the bottom of the stern of the ship and from two sides of the stern because the backsight propeller propulsion mode is arranged at the stern of the ship. According to stress analysis, the propeller propulsion device has the same water inlet tension obtained by laterally feeding water from two sides of the stern part, but the directions of the propeller propulsion device and the stern part are opposite, and the propeller propulsion device and the stern part are respectively vertical to the ship navigation direction, so that no contribution can be made to the ship navigation; the propeller propulsion device also has the same water inlet tension obtained from the bottom of the stern to the water inlet, and the direction of the propeller propulsion device is also perpendicular to the ship sailing direction, so that the propeller propulsion device cannot make substantial contribution to the ship sailing, and in turn, the water inlet tension direction points to the deep direction of the water body, which is equivalent to the increase of the self weight of the ship, so that the draught of the ship is increased, and the sailing resistance of the ship is also increased. Meaning that the effective thrust of the vessel will be reduced, resulting in reduced vessel speed and energy efficiency.

On the other hand, due to the fact that the propellers are arranged on the stern of the ship and a lateral water inlet mode of the bottom of the stern of the ship and two sides of the stern is taken, a large amount of working water needs to be sucked away from the rear of the ship when the propellers are used for propelling, regional vacuum is manufactured behind the ship and is overlapped with the regional vacuum manufactured behind the ship due to the fact that the ship sails through the water, the regional vacuum range or the vacuum degree behind the ship is increased, the bow height and stern low pressure difference between the head and the tail of the ship due to the regional vacuum is more prominent, the viscous pressure resistance caused by the regional vacuum is further increased, the effective thrust consumption of the ship is increased, and the navigational speed and the energy efficiency of the ship are reduced.

The propulsion mode is spouted to the analysis pump on the same principle, because its deployment is installed in boats and ships stern, intakes for single boats and ships stern bottom to the mode of intaking, and its influence and the effect class are with the analysis of the stern bottom to the power of intaking of screw propulsion mode, and the result is the same: the navigation resistance of the ship is increased, the effective thrust of the ship is reduced, and the navigation speed and the energy efficiency of the ship are reduced.

Further analysis, the pump jet propulsion implementation curve suction jet propulsion mode and the arrangement of the pump jet propulsion device in the ship are carried out, the working water flow sucked by the pump jet propulsion device can enter the water spraying pipe to obtain the energizing effect of the impeller after rising by a height, the working water flow staying in the pump jet propulsion pipeline in the period from the water inlet to the water spraying outlet is substantially a part of the weight of the ship, the pump jet propulsion is the condition of a high-power propulsion device, and the weight increment of the ship caused by the working water flow staying in the pump jet propulsion pipeline is not small. This leads to an increase in the self-weight of the ship and an increase in the draft of the ship, and further to an increase in the running resistance of the ship.

Further analysis shows that the flow direction of the working water flow in the pump jet propulsion pipeline is changed when the working water flow flows through the bent pipe, turbulent flow or eddy current loss is easily formed at the bent part on the inner side of the bent pipe, the output factor of the total thrust of pump jet propulsion is weakened, and the ship speed and the energy efficiency are reduced.

In fact, besides the above disadvantages, the propeller propulsion mode and the pump jet propulsion mode have a plurality of other application disadvantages, which are specifically shown as follows:

aiming at propeller propulsion:

1. the propeller power transmission system and the structure are generally complex, and the propeller power transmission system and the structure of a large ship, particularly a large surface ship such as an aircraft carrier, can be quite complex and need to occupy quite large cabin capacity of the ship, so that the effective cabin capacity of the ship is wasted;

2. the large-scale, especially ultra-large-scale propeller needs to consume a large amount of special materials and needs special processing equipment for support, so that the manufacturing difficulty and the manufacturing cost are obviously increased, and the assembly, the disassembly and the maintenance are not easy;

3. the self weight of a single ultra-large propeller even reaches hundreds of tons, so that the self weight of the ship and the sailing resistance of the ship are increased;

4. when a large-sized, especially ultra-large-sized propeller works, a cavitation phenomenon easily occurs, and the blade body of the propeller blade is damaged, so that the propelling efficiency is reduced and no noise is generated;

5. when a large-scale, especially ultra-large-scale propeller runs in a no-load or light-load state of a ship, the propeller blades can grow out of the water surface, so that the propeller blades are stressed unevenly periodically during rotation;

6. propellers, especially large and ultra-large propellers, are easy to cause mechanical damage to aquatic organisms when being propelled;

7. the risk of the propeller propulsion being entangled is high.

Aiming at pump jet propulsion:

1. the pump jet propulsion implements bottom water inflow, and the water inflow efficiency is lower than that of the water inflow facing water;

2. the pump jet propulsion implements bottom-direction water inflow, and when a water area with more waterweeds or sundries sails, a water inlet is easy to be blocked to influence water inflow, so that the propulsion efficiency is reduced, and even the propulsion efficiency is failed;

3. the pump jet propulsion implements bottom-to-bottom water intake, and the shallow water navigation is easy to suck gravel and crushed stone in the water area, thereby causing mechanical damage to the propulsion device;

4. the deployment and installation of the pump jet propulsion unit needs to occupy a certain cabin volume at the stern of the ship.

The ship obtains the driving force for supporting the ship to overcome the navigation resistance to sail forward through the work of the arranged propelling device, the navigation resistance of the ship is rapidly increased in a direct proportion relation with the square of the navigation speed along with the increase of the navigation speed of the ship, and when the total navigation resistance of the ship increased due to the increase of the navigation speed is equal to the driving force owned by the ship, the ship stably sails at the navigation speed at a constant speed. If the driving force of the ship is increased to make the driving force larger than the total resistance of the ship at the navigational speed, the ship can accelerate navigation to obtain higher navigational speed, and when the total resistance of the ship navigation increased due to the increase of the navigational speed is equal to the driving force of the ship after the increase of the navigational speed, the ship can stably navigate at the new higher navigational speed at a constant speed.

The ship propulsion is obtained by energy conversion consumed by a ship power system, the navigational speed can be increased by increasing the propulsion, so that the running water range of the ship is increased, but the increase of the propulsion means that the energy consumption of the ship is increased and the ship navigation cost is inevitably increased. When the economic benefit which can be realized by the high-speed running of the ship is not as high as the high cost caused by excessive consumption of fuel by the ship, the high speed of the ship is represented as unreliabilities, which means that the energy efficiency of the ship is low, and the high speed is one of the reasons for the common low speed and energy efficiency of the current ship.

After the ship type and ship power system comprises a propulsion device, the speed and the energy efficiency of the ship are determined by the combined action of the ship navigation resistance and the ship propulsion force, the ship navigation resistance is reduced, and the speed and the energy efficiency of the ship are improved.

The analysis has already demonstrated that the use of an axial flow thrust jet device and the deployment of the axial flow thrust jet device in the bow water-intake and direct-suction thrust jet mode of a ship results in a great reduction of the navigation resistance of the ship, and contributes to a great increase of the navigation speed and energy efficiency of the ship under the condition of constant output power of a ship power system. Has absolute competitive advantages relative to propeller propulsion and pump jet propulsion.

Particularly, the axial flow spraying and pushing device and the mode that the axial flow spraying and pushing device is deployed and installed at the bow part to face water inflow and directly absorb, spray and push allow the device to be popularized and applied to any ship comprising a submerging device, so the device is also favorable for solving the problems of low ship speed and low energy efficiency in a comprehensive way and faces the global high-speed ship era.

It is clear that the current era still belongs to the general low-speed flight era, enough technical conditions are not prepared for the arrival of the general high-speed flight era, and particularly, enough and sufficient navigation safety guarantee conditions for high-speed navigation ships are lacked. The axial flow spraying and pushing device and the axial flow spraying and pushing device are arranged to form bow water inflow and a direct suction spraying and pushing mode, which are difficult to support the realization of the universal high-speed era, and are particularly characterized in that:

based on the consideration of ship navigation safety, the current navigation speed of many ships is artificially reduced or limited, and belongs to forced low navigation speed.

The general high-speed era is started under the prior art, which causes great disorder of global shipping and great navigation safety risk easily. If the technologies of the following three aspects are not broken through, the general high-speed ship era is difficult to really realize. The method comprises the following steps:

firstly, the problem of rapid direction change of ships

At present, most ships use stern rudder turning, and stern rudder turning has obvious defects, so that the ship is very unfavorable for flexible turning and collision avoidance during high-speed navigation, potential safety hazards are prominent, and the general high-speed navigation is difficult to support. The reason is that:

1. the turning torque of the ship stern rudder turning mode is small, and the ship stern rudder turning mode is supported to be difficult to quickly turn and inconvenient for emergency avoidance of the ship.

The ship stern rudder is generally designed to be a single rudder and is arranged on the center line of the stern part of the ship, the length of a turning force obtained by the deflection of a rudder blade is very short relative to the force arm of a middle shaft of the ship, and the formed turning moment is small; the rudder is deployed in a double-rudder mode, the two rudders are deployed and installed in a mode of deviating from the center line of the stern of the ship, the length of a turning force obtained by deflection of rudder blades of the two rudders is increased relative to the length of a force arm of a middle shaft of the ship, the formed turning moment is increased along with the increase, the increase range is still limited, and the rudder effect is still less obvious.

2. The bow turning response of the ship stern rudder turning mode is slow, and the emergency avoidance of the ship is inconvenient.

The distance between the bow and the stern rudder of the ship is close to the length of the ship, and the turning action of the stern rudder reflects a process required by the change of the direction of the bow, so that quick response cannot be made, and the method is particularly suitable for large ships and long and narrow ships. Turning a bend requires a large turning radius, so that the ship is inconvenient to emergently avoid, and the ship is not suitable for the high-speed times.

The prior art develops a ship quick turning technology which utilizes a pod propeller and a rudder and arranges a special bow turning propulsion device at the bulb bow of the ship. According to the technology, the ship bow and the ship stern are matched to change direction, so that the ship turning reaction speed can be obviously improved, and the emergency avoidance of the ship is supported. However, in the ship turning mode, for a ship without a bulb, the ship turning reaction speed is greatly reduced; when the ship sails but does not change direction, vortex, turbulence and turbulent flow are formed at the installation structure of the direction-changing propeller arranged at the bulbous bow, so that the sailing resistance of the ship is increased; the course of turning will increase the extra energy consumption. Therefore, it cannot be regarded as an ideal ship turning technology.

Secondly, the problem of rapid speed reduction/braking of the ship

Because the ship has inertia and the ship carrier is water with fluidity, the ship stops the operation of the propeller during the sailing, and the ship still slides forwards for a certain distance. The forward planing speed and the planing distance of the ship and the built-in destructive force are determined by the inertia of the ship and the initial sailing speed at the stop. The greater the total mass of the ship itself, including its contents, the higher the initial sailing speed, the greater the forward planing speed and distance, and the greater the inherent destructive power. The prior ship does not generally have a rapid speed reduction/brake support technology. The speed reduction/braking of a sailing ship can not be realized, and the ship has great collision safety risk under the conditions of general high-speed environments, particularly high-density high-speed sailing ships, and is obviously not suitable for the high-speed times.

Surge threat problem of high-speed large-volume ship

When a large-volume ship with high navigational speed runs in a narrow water channel, typically an inland waterway, the large volume of water discharged by the large-volume ship with high navigational speed is not reduced in time, and the ship is forced to convey to the two sides of the ship at high speed, so that a huge surge is formed, and the surge can generate strong impact on adjacent ships, embankment and embankment facilities, and can cause damage similar to tsunami.

Fourth, the limit breakthrough problem of super propulsion obtained by ship

The ship hopes to obtain ultrahigh navigational speed, the ultrahigh navigational speed is the fundamental condition of the ship with the ultrahigh propulsive force, the existing ship propulsion technology, namely propeller propulsion technology or pump jet propulsion technology, is limited by the space that the existing ship propulsion technology can only deploy and install the stern of the ship, and the energizing modes of the existing ship propulsion technology and the pump jet propulsion technology to working water flow are limited, so that the hope of obtaining the ultrahigh navigational speed is difficult to realize.

In conclusion, the axial flow spraying and pushing device and the axial flow spraying and pushing device are arranged and installed in a mode that the bow part is supplied with water and the direct suction spraying and pushing device is taken as technical innovation, and popularization and application of the axial flow spraying and pushing device are expected to promote the realization of the universal high-speed time. The realization of the universal high-speed era can create immeasurable economic and social values for the whole world. Because:

water transportation is a transportation mode using ships as vehicles. The natural water channels of rivers, lakes and seas also comprise few artificial water channels as roads, and the natural water channels do not occupy land or occupy little land unlike the huge investment of land transportation for constructing and maintaining the roads (which are high-speed railways and expressways); compared with the road transportation mode taking highways and railways as main bodies, the method has the following greatest advantages: heavy load, low energy consumption and low transportation cost.

The common low navigational speed of the current ships causes the difference between the water transportation and the land transportation time of trains and automobiles to be obvious and the difference between the water transportation and the land transportation time of the trains and the automobiles to be more difficult to be compared with the airplane transportation. The water transportation has the advantages of low transportation cost and capability of saving huge investment for construction and maintenance of transportation roads, and shows obvious competitive disadvantage to land transportation mode in transportation timeliness in the current society generally pursuing high efficiency, especially in the aspects of internal water transportation and internal water passenger transportation.

Taking our country as an example, except that the water transportation of a few gold dry flow water channels like the Yangtze river, the Zhujiang river and the canal is maintained, most of inland river freight transportation is rare, and inland river passenger transportation is almost absolute. Taking the river segment flowing through Changsha Xiangjiang river and Liuyang river segment as an example: at present, Xiangjiang of Xiri 'hundreds barge disputes' only has past-shake memory, and Liuyang river becomes a quiet and silent river completely; the culture of prosperous wharfs, which is adhered to in the eighties of the last century, is completely missing at present, and only the popular inland river water transportation can be described by a scholar strip.

The annual transportation amount of a developed inland river can be up to the annual transportation amount of dozens of railways, and the reality that the modern inland river transportation is essentially abandoned due to the common low navigational speed is realized, so that the consignment is a huge waste which makes the modern society productive force work.

Although the low transportation cost of shipping and the accessibility of sea routes enable shipping to have the absolute advantages of overcoming any modern high-speed transportation form and supporting the prosperity of the shipping industry today due to the economic development of the world, the long transportation cycle is still the social and economic pain that is desired to be solved in the world today. The current marine passenger transportation industry with long voyage is almost exhausted except for ocean sightseeing, which shows that the current marine industry also has the huge waste problem of modern society productivity.

The method is determined by the world natural geographic factors of three mountains, six rivers and one paddy field and the advantage of low cost of water transportation, and although the water transportation has the competitive disadvantage of long transportation period, the water transportation still does not lose the most important transportation means which people depend on, and more than 90 percent of the kilometer total goods are carried by water transportation, especially by sea transportation in the world.

Now that water transportation is responsible for such a large portion of the total volume of global social cargo transportation, it is assumed that the current ship's speed is generally doubled or even higher by technological advances, and that the energy efficiency of the sailing ship is improved, whether it is imaginable that it will create a large economic and social contribution to the future world!

The water transportation is not only a passenger and freight transportation problem, but also the general low speed problem of the fishery, especially the ocean fishery, for example, when the ocean fishing boat is warned in severe ocean climate, the ocean fishing boat in operation needs to return to harbor and avoid danger early for safety, wastes time, misses fish flood and consumes much fuel in the air, thus causing loss to fishery economy.

The speed of a ship is an important index for representing the military force of the sea. The coming of the universal high-speed era also influences the revolutionary change of marine military technology, such as: if the instantaneous speed of the aircraft carrier can reach or even exceed 100 knots, the takeoff mode of the carrier-based aircraft can be greatly changed, and the structure of the aircraft carrier is further changed.

Since water transportation takes a large part of the world's traffic, the total amount of energy consumed during transportation is staggering, the damage to the atmosphere caused by the release of combustion exhaust gas is also staggering, and if the water transportation efficiency is improved by one percent, the significant and substantial contribution to the climate problem of the hot spots in the world can be immeasurable.

Due to the fact that the ship adopts the propulsion device for direct suction, injection and thrust and the bow water inflow deploying and installing mode for implementing direct suction, injection and thrust, the navigation energy efficiency of the ship can be greatly improved, the popularization and application of the ship can promote the global water transportation industry to greatly improve the energy saving and emission reduction capability, and the ship makes a beneficial contribution to coping with and improving global climate deterioration.

The technical research and the popularization and the application of the novel high-speed, high-efficiency and safe water jet propulsion method, the system device and the application of the ship can be expected to make great technical, social and economic contributions to future international society.

Disclosure of Invention

In order to solve the problems in the prior art, the invention provides a novel reverse navigation structure device of a water navigation body, wherein part or all of the spraying and pushing devices are selected from the spraying and pushing devices arranged and installed on the outer side of the bottom of the water navigation body to be used for spraying and pushing with the functions of propelling and reverse navigation, the reverse navigation device body is arranged and installed on the outer side of the bottom of the water navigation body and behind the spraying and pushing water spraying ports selected to be used for spraying and pushing with the functions of propelling and reverse navigation, the reverse navigation device body is operated by an operation and control instruction to block and force the water sprayed from the water spraying ports with the functions of propelling and reverse navigation to flow back, the reverse navigation force aiming at the water navigation body is obtained, and the reverse navigation of the water navigation body is realized.

Further, the device body of backing a voyage is the bucket of backing a voyage, the bucket of backing a voyage is got to the fill type structure that has the function of accomodating.

Furthermore, an inwards concave reverse navigation bucket storage bin for the reverse navigation bucket is arranged at the installation position of the reverse navigation bucket arranged at the water navigation part and used for storing the reverse navigation bucket; when the reverse sailing bucket is positioned at the storage position, the outer surface of the reverse sailing bucket is consistent with the adjacent outer surface of the bottom of the water sailing body of the storage position.

Furthermore, the bottom of the underwater vehicle is provided with at least one reverse navigation device body.

Further, the reverse navigation water bucket comprises a tail water baffle.

Furthermore, the reverse sailing bucket also comprises a side water baffle.

Furthermore, the reverse sailing bucket is of an incomplete bucket body structure, or is of a pure plate type structure.

Further, the water flow molded line inside the water spraying opening of the spraying and pushing device is parallel to the advancing direction of the water navigating body but back to the advancing direction.

Furthermore, the reverse sailing bucket is folded in the reverse sailing bucket storage bin through a hinge structure so as to avoid resistance formed by the reverse sailing bucket when the water sailing body advances; when the water sailing body needs to be backed, the operation mechanism is used for discharging the reverse sailing bucket from the reverse sailing bucket storage bin.

Furthermore, one side edge of the reverse navigation water bucket is hinged to the edge of a bin opening of the reverse navigation water bucket storage bin, which is far away from a nozzle of the jet pushing device, and the inner side of the reverse navigation water bucket is hinged to the reverse navigation operating mechanism.

Furthermore, one side edge of the reverse sailing bucket is hinged on the hinged structure, one side, which is not corresponding to the jet pushing water nozzle, of the reverse sailing bucket is hinged with the reverse sailing operating mechanism, and one end, which is not connected with the reverse sailing bucket, of the reverse sailing operating mechanism is hinged on a bottom plate or a stern plate body of the reverse sailing bucket storage bin in the opposite sailing direction of the sailing body.

Furthermore, the reverse sailing bucket comprises a tail water baffle and side water baffles on two sides; an operating mechanism connecting pile is arranged in a bucket of the reverse sailing water bucket and is used for being connected with the operating mechanism in a matching way; the outer side surface of the reverse sailing bucket is provided with two external hinged piles which are used for being hinged with the water sailing body; the outer surface of the water diversion body bottom plate of the reverse navigation water bucket is matched with the deployment device.

Furthermore, the reverse sailing bucket comprises a tail water baffle and side water baffles on two sides; an operating mechanism connecting pile is arranged in a bucket of the reverse sailing water bucket and is used for being connected with the operating mechanism in a matching way; the end parts of the two side surfaces of the reverse sailing bucket are respectively provided with a side surface end part hinged pile, and the side surface end part hinged piles are used for being hinged with the water sailing body; the outer surface of the water diversion body bottom plate of the reverse navigation water bucket is matched with the deployment device.

Furthermore, the reverse sailing bucket is a plate type reverse sailing bucket; the reverse sailing bucket comprises a tail water baffle; an operating mechanism connecting pile is arranged in a bucket of the reverse sailing water bucket and is used for being connected with the operating mechanism in a matching way; two sides of the reverse sailing bucket are respectively provided with an end side plate hinge hole, and the end side plate hinge holes are used for being hinged with the water sailing body; the outer surface of the water diversion body bottom plate of the reverse navigation water bucket is matched with the deployment device.

Furthermore, the spraying and pushing device is a direct-suction spraying and pushing device, and the direct-suction spraying and pushing device is a pushing device with the water inlet direction coaxial with the fluid acting device in the direct-suction spraying and pushing device.

Further, the direct suction jet propulsion device adopts a centrifugal through-flow jet propulsion device.

Furthermore, if the spraying and pushing device adopts a close-fitting or suspension device mode device at the bottom of the marine body, the water flow molded line inside the water spraying opening is parallel to the advancing direction of the marine body but is back to the advancing direction.

Furthermore, the width of the reverse navigation water bucket is selected according to the corresponding number of the straight sucking jetting and pushing devices arranged in front of the reverse navigation device body so as to be matched with and resist the jetted water flow of all the jetting and pushing water nozzles arranged in front.

Furthermore, if the jet pushing device adopts an embedded device or an internal device mode device at the bottom of the marine body, the water flow molded line inside the water spraying opening is parallel to the advancing direction of the marine body but is back to the advancing direction, and a reverse navigation bucket hinge structure is arranged on the tail plate of the marine body right behind the water spraying opening.

Furthermore, the storage bin of the reverse sailing bucket is of a vertical storage bin structure which is formed by enabling the storage bin to extend into the bottom cabin of the water sailing body from the bottom of the water sailing body to the upward inclined angle and the height of the bottom cabin of the water sailing body and enabling the reverse sailing bucket to be stored and enter the storage bin in the upward direction, and the reverse sailing bucket is connected with the top of the storage bin through the control mechanism.

Furthermore, the reverse-sailing bucket and the storage bin are in a sliding contact structure, the reverse-sailing bucket obliquely slides out and slides in from the storage bin through the control mechanism, the sliding out is in a reverse-sailing or braking state, and the sliding in is in a storage state.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.

FIG. 1 is a schematic structural diagram of an axial flow spraying and pushing device installed in a partially embedded mode on a ship according to the present invention;

FIG. 2 is a schematic structural diagram of an axial flow spraying and pushing device installed in a fully embedded mode on a ship according to the present invention;

FIG. 3 is a schematic structural diagram of an axial flow spraying and pushing device installed in a body-mounted mode on a ship according to the present invention;

FIG. 4 is a front view of FIG. 3;

FIG. 5 is a schematic structural view of an axial flow jet blower with a mounting structure;

FIG. 6 is a schematic structural view of an axial flow jet thrust installed in a suspension device mode on a ship according to the present invention;

FIG. 7 is a front view of FIG. 6;

FIG. 8 is a schematic structural view of an axial flow jet blower with a suspension structure;

FIG. 9 is a schematic structural view of an axial flow jet blower with a rotatable device structure;

FIG. 10 is a schematic structural view of a bottom deployment support rib of a vessel;

FIG. 11 is a bottom view of FIG. 10;

FIG. 12 is a schematic view of the axial flow jet thrust axis being arranged at a small angle horizontally and obliquely at the bottom of the vessel;

FIG. 13 is a side view of FIG. 12;

FIG. 14 is a schematic view of an installation axial flow jet thrust with a concave structure arranged at the bottom of a ship;

FIG. 15 is a side view of FIG. 14;

FIG. 16 is a schematic view of a ship bow imitating structure with multiple water inlets for water inflow;

FIG. 17 is a schematic view showing the connection between a multi-inlet parallel structure imitating the inflow of water at the bow of a ship and an axial flow jet thrust;

FIG. 18 is a schematic view of the water inlet direction of FIG. 17;

FIG. 19 is a schematic view of a water inlet parallel port structure for single-side arrangement on a bow of a multi-machine simulated ship;

FIG. 20 is a schematic view of a small-angle downward tilting of a multi-machine ship-simulated bow part single-side-deployed water inlet parallel structure and a connected axial flow jet thrust water nozzle;

FIG. 21 is a side view of FIG. 20;

FIG. 22 is a schematic view of a multiple inclination angle parallel port water inlet structure;

FIG. 23 is a side view of FIG. 22;

FIG. 24 is a schematic view of a multi-machine inclination angle parallel port water inlet structure and a connected axial flow jet thrust axial lead raising at a small angle to the ship sailing direction;

FIG. 25 is a side view of FIG. 24;

FIG. 26 is a schematic view of a multiple unit miter parallel port water inlet configuration;

FIG. 27 is a schematic front view of FIG. 26;

FIG. 28 is a side view of FIG. 26;

FIG. 29 is a schematic view showing that the multi-unit slant-opening parallel-opening water inlet structure and the connected axial-flow jet-pushing axial lead are parallel to the ship sailing direction;

FIG. 30 is a schematic front view of FIG. 29;

FIG. 31 is a side view of FIG. 29;

FIG. 32 is a schematic view of an embodiment of a ship wind resistance or water resistance device with a single plate structure, wherein a resistance plate which is opened and closed by torque obtained through a sleeve shaft is in a storage state;

FIG. 33 is a schematic view of the drag plate of the marine windage/water drag apparatus of FIG. 32 obtaining a torque in an opened state by the sleeve shaft and performing deceleration/braking/direction adjustment according to a manipulation target;

FIG. 34 is a schematic view of a combination structure of a drag plate, a sleeve shaft and a gear of the single plate structure of the wind/water resistance device of the ship shown in FIG. 32;

FIG. 35 is an exploded view of the drag plates of the single plate structure of the marine wind/water drag device of FIG. 34;

FIG. 36 is a partial cross-sectional view of a drag-plate sleeve-shaft mounting through-hole and a pinning hole of the single-plate structure of the wind/water resistance device of the ship shown in FIG. 34;

FIG. 37 is a top view of the drag plate of the single plate structure of the wind/water resistance device of the vessel shown in FIG. 34;

fig. 38 is a schematic view of an embodiment of a combined plate type ship wind/water resistance device, wherein a resistance plate is opened and closed through a sleeve shaft, and is in a partially opened state when viewed from a certain angle on the outer side of a side board of a ship, and the speed reduction/braking/direction adjustment is carried out according to a control target;

fig. 39 is a schematic view of an embodiment of a combined plate type ship wind/water resistance device, wherein a resistance plate is opened and closed through a sleeve shaft, and a part of the resistance plate is in a partially opened state when viewed from the inner side of a side board of a ship, and the speed reduction/braking/direction adjustment is carried out according to a control target;

FIG. 40 is a schematic view of a fully-opened state in which independent water resistance and wind resistance dual deceleration/braking/direction-adjusting resistance plates are deployed on a stern side of a ship to perform direction adjustment;

FIG. 41 is a schematic view of the test view of FIG. 40;

fig. 42 is a schematic diagram of a resisting surface front view structure of an embodiment of a resisting plate of a ship deployment wind/water resistance device in a single plate type structure, wherein the resisting plate is opened and closed by torque obtained through a pin shaft arranged in a pin shaft mounting hole arranged on one side of two ends and a double-end control arm of force;

FIG. 43 is a partial cross-sectional view of the pin receiving hole formed in the end of the resistance plate of the single plate construction of FIG. 42;

FIG. 44 is a top view of FIG. 42;

FIG. 45 is a schematic view of an embodiment of a split plate structure resistance plate in a single plate type or a combined plate type for achieving torque opening and closing by an offset single control moment arm of a ship deployment wind/water resistance device;

FIG. 46 is a top view of the marine wind/water-drag device of FIG. 45;

FIG. 47 is a schematic view from the side of the marine wind/water drag device of FIG. 45;

FIG. 48 is a top view of the marine wind/water-drag device of FIG. 45;

FIG. 49 is a schematic view of an embodiment of a deceleration/braking state implemented by a single plate type pure wind resistance deployed at the bow of a ship or a resistance plate of a deceleration/braking/steering device shared by the wind resistance and a water resistance;

FIG. 50 is a schematic view of an embodiment of the direction-adjusting state of the single-plate type simple wind resistance device in FIG. 49, or the resistance plate of the deceleration/braking/direction-adjusting device shared by the wind resistance device and the water resistance device;

FIG. 51 is a schematic view of the embodiment of FIG. 49 showing the simple windage, or the common windage and water resistance, of the deceleration/braking/direction adjustment device with the resistance plate in the stowed position;

FIG. 52 is a schematic view of an embodiment of a combined plate type simple wind resistance, or a resistance plate of a deceleration/braking/direction adjusting device shared by the wind resistance and the water resistance in a storage state;

FIG. 53 is a schematic view of an embodiment of the one-sided combination resistance plate of FIG. 52 in a fully open left turn reoriented state;

FIG. 54 is a schematic view of an embodiment of the single-sided composite resistance plate of FIG. 52 in an open left turn moderate steer condition;

FIG. 55 is a schematic view of an embodiment of the single-sided modular resistance panel of FIG. 52 in a wide left turn, light steer condition;

FIG. 56 is a schematic view of an embodiment of a partially opened state in which the stern side of a ship is deployed with independent water resistance and wind resistance dual deceleration/braking/steering resistance plates to perform steering;

FIG. 57 is a schematic view of an embodiment of a ship stern side deployed with independent water resistance and wind resistance dual deceleration/braking/steering resistance plate in a storage state;

FIG. 58 is a schematic view of an embodiment of a vessel deployment using axial flow (centrifugal) jet propulsion with intake from the vessel side and water jet from the stern to effect steering;

FIG. 59 is a schematic view of an embodiment of a shallow-slot type inverted-flight bucket;

FIG. 60 is a schematic view of the reverse side of the bucket of FIG. 59 from an outside perspective;

FIG. 61 is a schematic view of an embodiment of a deepened groove type inverted sailing bucket;

FIG. 62 is a schematic view of the reverse-sailing bucket of FIG. 61 from an outside perspective;

FIG. 63 is a schematic view of an embodiment of a simple plate type inverted sailing bucket;

FIG. 64 is a schematic view of the reverse side of the bucket of FIG. 63;

FIG. 65 is a schematic stern view of a ship according to an embodiment in which a reverse sailing device is disposed at the bottom of the ship and a reverse sailing bucket is stored in a storage bin;

FIG. 66 is a schematic bottom view of the marine vessel of FIG. 65;

FIG. 67 is a schematic stern view of a vessel with a reverse sailing apparatus deployed thereon, with the reverse sailing bucket in an extended (deployed) position;

FIG. 68 is a partial cross-sectional view of the reversing bucket operating mechanism shown in FIG. 67, illustrating the interior of the reversing bucket storage bin;

FIG. 69 is a schematic side view of the vessel of FIG. 67;

fig. 70 is a schematic view of an embodiment of a wave-making suppression processing apparatus with an outward convex flat mouth water inlet structure and a wave-making suppression axial flow jet thrust deployed on the inner side of a ship side and the inner side of a ship bottom;

FIG. 71 is a schematic view from an outboard perspective of the vessel of FIG. 70;

FIG. 72 is a schematic view of the inner side of the ship shown in FIG. 70, illustrating the arrangement of the wave-making suppression axial-flow water jet pushing water jet penetrating through the bottom plate of the ship;

fig. 73 is a schematic view of a wave-making suppression processing apparatus according to a second embodiment, wherein the outward convex flat mouth water inlet structure and the wave-making suppression axial flow jet thrust are deployed on the inner side of the side board of the ship and the outer side of the bottom of the ship;

FIG. 74 is a schematic view of an embodiment of FIG. 73 showing that the axial line of the boom suppressing axial jet is raised at a small angle to the advancing direction of the ship and the water jet protrudes from the bottom edge of the side board of the ship;

FIG. 75 is a schematic view from the outside of the vessel of FIG. 73;

FIG. 76 is a schematic view from the direction of the water intake of the ship in FIG. 73;

FIG. 77 is a schematic structural diagram of a third embodiment of a wave suppression processing apparatus;

FIG. 78 is a schematic view of the embodiment of FIG. 77, showing that the axial line of the boom suppressing axial flow jet is raised at a small angle to the advancing direction of the ship and the water jet is not protruded out of the bottom edge of the side board of the ship;

FIG. 79 is a schematic view from the outboard side of the vessel of FIG. 77;

FIG. 80 is a schematic view from the inside of the vessel of FIG. 77;

FIG. 81 is a schematic view of an embodiment of a merged side stern rudder (in a storage state, a resistance surface of a stern rudder plate is merged with a surface of a ship side) with an outward convex forward water inlet and an axial lead of wave making inhibition axial flow jet thrust forming an acute included angle with a ship sailing direction in an axial lead passing plane;

FIG. 82 is a schematic view from the inside of the ship of FIG. 81;

FIG. 83 is a schematic view from the bottom of the vessel of FIG. 81;

FIG. 84 is a schematic view from the outboard side of the vessel of FIG. 81;

FIG. 85 is a fifth schematic view of an embodiment of a wave suppression processing apparatus;

FIG. 86 is a schematic view from the outboard side of the vessel of FIG. 85;

FIG. 87 is a schematic view from the inside of the ship of FIG. 85;

FIG. 88 is a schematic view of the marine vessel in FIG. 85 from the direction of water intake;

FIG. 89 is a schematic view of an embodiment of an extended application of an outer convex flat inlet and branch pipes;

FIG. 90 is a schematic view from the perspective of the ship's water intake direction in FIG. 89;

FIG. 91 is a schematic view from the outboard side of the vessel of FIG. 89;

FIG. 92 is the perspective view of the outer side of the ship in FIG. 89

FIG. 93 is a schematic view of an embodiment of a convex forward water inlet and a rear extending type lateral stern rudder (the resistance surface of the stern rudder plate in a non-deceleration/braking/steering state is coplanar with the lateral surface of the ship);

FIG. 94 is a schematic view of an embodiment of the convex forward water inlet and the rear extended side stern rudder (in a fully opened decelerating/braking/steering state);

FIG. 95 is a schematic view from the aft perspective of the vessel shown in FIG. 93;

FIG. 96 is a schematic view of an embodiment of the convex forward water inlet and the aft extending side stern rudder (in a small angle spread deceleration/braking/steering state);

FIG. 97 is a schematic view of an embodiment of a convex forward-inclined water inlet and a rear-extending type side stern rudder (the resistance surface of the stern rudder plate in a non-deceleration/braking/steering state is coplanar with the side surface of the ship) from the inboard perspective of the ship;

FIG. 98 is a schematic view of an embodiment of a discontinuous support rib and a wave-inhibiting axial flow jet-propelled deployment arranged at the bottom of a side board;

FIG. 99 is a perspective view of the bow of the vessel of FIG. 98;

FIG. 100 is a schematic bottom perspective view of the vessel of FIG. 98;

fig. 101 is a schematic view of an embodiment of axial flow jet thrust suppression for wave making by deploying axial flow jet thrust at the bow, bottom and stern echelons and groups at the bottom of a ship and deploying incoherent supporting ribs at the bottom of a side board;

FIG. 102 is a perspective view of the bow of the vessel of FIG. 101;

FIG. 103 is a bottom perspective view of the marine vessel of FIG. 101;

fig. 104 is a schematic view of a second embodiment of wave-making axial flow jet thrust suppression in the disposition of axial flow jet thrust at the bow, bottom, stern echelon and group and incoherent support ribs disposed at the bottom of a side board;

FIG. 105 is an external schematic view of an axial flow jet thrust device, in which the axial lines and the ship advancing direction are symmetrically disposed in the cabin interior of the side boards and the near bottom plate of the bow of the ship, and the water jet ports penetrate through the bottom plate, and the wave suppression and direction adjustment functions are taken into consideration;

FIG. 106 is a schematic view of an embodiment of an axial flow thrust device in which the axial lines of the two sides of the bow of the ship and the interior of the cabin close to the bottom plate are symmetrically arranged and obliquely crossed with the ship advancing direction and the water jet holes penetrate through the bottom plate, and the functions of wave suppression and direction regulation are both achieved;

FIG. 107 is a schematic view of a vessel deploying a hydrofoil;

FIG. 108 is a schematic view of the structure of the bottom of the vessel of FIG. 107;

FIG. 109 is a schematic view of an embodiment of an axial flow centrifugal ejector;

FIG. 110 is a schematic view of an embodiment of an axial flow centrifugal spraying and pushing device.

Reference numerals:

1 axial flow jet-push device 2 ship 3 mounting structure body

4 suspension device structure 5 rotatable device structure 6 supporting ribs

9 diversion inclined planes of 8-concave structure of 7 storage bin

10 ship water resistance device 11 wind resistance plate 12 operating mechanism

13 reverse navigation water bucket 14 reverse navigation water bucket storage bin 15 ripples rivers water inlet

16 side board stern rudder storage bin 17 rear extension type stern rudder plate 18 rear extension type stern rudder operating arm

19-homing limiting structure 20 water-lifting wing 101 fluid inlet

102 fluid nozzle 103 multiple water inlet parallel structure 104 flow-expanding water inlet

105 driving force introducing structure 106 flow guiding structure 107 fluid inlet structure

108 drive support structure 109 fluid pressurization output structure 111 shaft hole

112 pin hole 113 choke structure 114 choke face

121 hydraulic mechanism 122 rack 123 gear

124 sleeve shaft 125 arm 131 tail water baffle

External hinged pile of connecting pile 134 of 132 side water baffle 133 operating mechanism

Reinforcing ribs 151 of hinge holes of end side plates of 135 side end hinge piles 136

152 wave making water inlet branch pipe 153 wave making water inlet 154 wave making and direction regulating water inlet

155 travelling wave and direction-adjusting water outlet 201 insertion hole 202 ship bottom plate

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

[ term interpretation ]:

water inflow in the face of water: the water inlet of the axial flow spraying and pushing device faces the traveling direction of the ship.

Centrifugal axial flow spraying and pushing device: the fluid enters in a centrifugal mode and is output in an axial flow mode.

Double working medium spraying and pushing: the propulsion device of the same ship adopts a water working medium spraying and pushing and air working medium spraying and pushing dual-mode.

The embodiment of the invention provides a novel fast and efficient propulsion method for a ship, and an axial flow water working medium spraying and pushing device and/or an axial flow air working medium spraying and pushing device with the characteristics of water inflow and water inflow are/is arranged on a ship 2. Preferably, the axial flow water working medium spraying and pushing device and the axial flow air working medium spraying and pushing device adopt a centrifugal axial flow spraying and pushing device.

The axial flow water working medium jet propulsion can be referred to as water working medium jet propulsion for short; the 'axial flow air working medium jet propulsion' can be referred to as air working medium jet propulsion for short, and the 'axial flow water working medium jet propulsion and axial flow air working medium jet propulsion' can be referred to as double working medium jet propulsion for short.

If the axial flow water working medium spraying and pushing device with the characteristic of water inflow is adopted, the deployment position is one or a combination of more than one of the bow part at the bottom of the ship 2, the bow part on the side of the ship 2 and the side of the ship 2. It should be noted that the deployment position is not limited to the above manner, and the deployment position set according to the usage scenario is within the protection scope of the present invention.

Specifically, when a plurality of axial flow water working medium spraying and pushing devices with the characteristic of water inflow facing water are adopted, the arrangement mode of the axial flow water working medium spraying and pushing devices adopts one or a combination of a sequence layout mode, a echelon layout mode, an array layout mode, a partition layout mode, a selection layout mode and a discrete layout mode. It should be noted that the layout is not limited to the above-mentioned manner, and all reasonable layouts set according to the usage scenarios are within the scope of the present invention.

Furthermore, the axial flow air working medium spraying and pushing device adopts a side open type external fixed mounting mode.

Furthermore, the storage bin device mode, namely the ship side board above the ship waterline, is provided with a storage bin; the axial flow air working medium spraying and pushing device is arranged on an installation structure body capable of executing containing and releasing operations, and the installation structure body is arranged in a containing bin.

Furthermore, when the axial flow water working medium spraying and pushing device with the water inlet facing characteristic is adopted, the installation mode is one or a combination of a plurality of modes of an inner device mode, an outer device mode and a storage bin device mode. It should be noted that the installation method is not limited to the above-mentioned method, and any reasonable installation method set according to the usage scenario also falls within the scope of the present invention.

Further, the inner installation mode is that a special cabin body for installing the axial flow water working medium spraying and pushing device is arranged at the bottom of the ship 2, the axial flow water working medium spraying and pushing device is arranged in the cabin body, and only the water inlet and the water spray nozzle face outwards.

When the axial flow water working medium spraying and pushing device is arranged in the special cabin body, only a water inlet and a water spray port of the axial flow water working medium spraying and pushing device are communicated outwards through the opening; and an internal device mode is adopted, so that the maintenance of the axial flow working medium spraying and pushing device can be conveniently performed.

Further, the external device mode includes an embedded device mode and a non-embedded device mode.

Furthermore, the embedding device mode is that the bottom of the ship 2 is provided with an embedded groove, and the axial flow water working medium spraying and pushing device is embedded in the embedded groove; the embedded device mode includes a fully embedded device mode and a partially embedded device mode.

In specific implementation, the bottom of the ship 2 is provided with an embedded groove, the embedded groove and the axial flow water medium spraying and pushing device are provided with matched fixed structures, and the axial flow water medium spraying and pushing device can be embedded in the embedded groove; the embedded device mode may be a partially embedded device mode, as shown in fig. 1, or a fully embedded device mode, as shown in fig. 2.

Further, the non-embedded device mode includes a skin device mode, a suspension device mode, a revolvable device mode.

In specific implementation, the body attaching device mode is that the axial flow water working medium spraying and pushing device is attached to the outer side of the bottom plate of the ship 2 and/or the outer side of the side board of the ship 2 through the attached structure body; as shown in fig. 3-4, the axial flow spraying and pushing device 1 is mounted on the outer side of the bottom plate of the ship 2 through a mounting structure body 3; specifically, as shown in fig. 5, the axial flow spraying and pushing device 1 is provided with a mounting structure 3 on the barrel body, and the surface of the mounting structure 3 is provided with a plurality of fastening holes for matching with fastening pieces.

The suspension device mode is that the axial flow water working medium ejecting device is fixedly suspended outside the bottom plate of the ship 2 and/or outside the side board of the ship through a suspension device structural body; as shown in fig. 6-7, the axial flow jet-pushing device 1 is fixedly suspended outside the bottom plate of the ship 2 by the suspension device structure body 4; specifically, as shown in fig. 8, the axial flow ejector 1 is provided with a suspension structure 4 on the barrel.

The mode of the rotatable device is that the axial flow water working medium ejecting device is rotatably suspended outside the bottom plate of the ship 2 around the central shaft of the suspension device through the rotatable device structure body 5; as shown in fig. 9, a rotatable device structure 5 is disposed on the axial flow spraying and pushing device 1, the rotatable device structure 5 is configured such that an outer body is a rigid structure, an inner body is a rotatable structure, the inner body is fixedly connected with the axial flow spraying and pushing device 1, the outer body is fixedly connected with the ship 2, the inner body is connected with a steering control member on the ship 2, and the steering control member is used for driving the axial flow spraying and pushing device 1 to steer around a central axis of the rotatable device structure 5 in a left-right direction or 360 degrees. The embedded device structure, the skin device structure, the suspension device structure and the rotatable device structure of the embedded device, the skin device structure, the suspension device structure and the rotatable device structure comprise structures for conveying driving force to the inside of the centrifugal spraying and pushing device, and the driving force is driving force of electric driving, hydraulic driving, pneumatic driving and mechanical transmission.

In particular, when the skin device mode is adopted, the bottom of the ship 2 is provided with a bottom supporting rib 6 for lifting the bottom of the ship 2, and the bottom supporting rib enables the lifting height of the outer surface of the bottom of the ship 2 to be not less than the maximum outward protruding size of the vertical ship bottom plate outside the deployed axial flow jet-thrust protruding ship bottom plate.

Further, at least two bottom support ribs 6 are arranged along the length direction of the ship, and the preferred arrangement mode of the support ribs 6 is a symmetrical layout taking the longitudinal axis in the ship direction as a symmetry axis.

Furthermore, the water facing end of the supporting rib 6 is set as a fluid facing resistance reducing structure; the water-carrying ends of the supporting ribs are provided with a turbulent flow resistance reducing structure of fluid.

Specifically, as shown in fig. 10-11, at least two groups of non-coherent support ribs 6 are symmetrically disposed on the bottom of the ship 2 by taking the longitudinal axis in the length direction of the ship as a symmetry axis, and one coherent support rib 6 is disposed on the bottom of the ship by taking the longitudinal axis in the length direction of the ship as a symmetry axis; the bottom of the side board of the ship 2 is provided with a discontinuous supporting rib 2 which is also a wave making inhibition water inlet functional strip; the water flow resistance reducing structure is taken from the water inlet end of the bottom supporting rib 6; the bottom supporting ribs 6 are of a water flow resistance reducing structure at the back water end, and a typical structure of the water flow resistance reducing structure is a streamline structure.

Further, the bottom supporting ribs 6 adopt a solid structure or a hollow structure, the hollow structure is a single-bin structure or a multi-bin structure, and the single-bin structure or the multi-bin structure is an autologous cabin structure for ship ballast or distribution; or the single-bin structure or the multi-bin structure is taken as a structure communicated with other ship ballast or stowage compartments arranged on the ship and combined to form the ballast or stowage compartments of the ship 2; or a certain cabin of the single-cabin structure or the multi-cabin structure is taken as a cabin for arranging special equipment or instruments of the ship.

Further, the storage bin device mode, namely, one or more of the bottom of the ship 2 below the ship waterline, the bow of the bottom of the ship 2, the side of the ship 2 or the bow of the side of the ship 2 is/are provided with a storage bin 7; the axial flow water working medium ejecting device is arranged on an installation structure body capable of executing the receiving and discharging operation.

In specific implementation, according to the setting of a use scene, a storage bin 7 is arranged at the bottom of a ship 2 below a ship waterline, at the bow of the bottom, at the bow of a side board or at the bow of the side board, an axial flow water working medium spraying and pushing device is arranged on an installation structure capable of executing storage and discharge operations, under the condition that the axial flow water working medium spraying and pushing device executes propulsion, the axial flow water working medium spraying and pushing device can be pushed out of the storage bin by the installation structure to execute propulsion operation, under the condition that the axial flow water working medium spraying and pushing device does not execute the propulsion operation, the axial flow water working medium spraying and pushing device can be moved back to the storage bin by the installation structure, at least when the axial flow water working medium spraying and pushing device is in a storage state, the storage bin 7 is in an outward closed state, the storage bin 7 is provided with a cover to seal the storage bin 7, and the damage of marine organisms to the axial flow water working medium spraying and pushing device can be reduced.

The storage operation mode of the shaft flowing water working medium spraying and pushing device comprises one or more mixed modes of an electric mode, a hydraulic driving mode, a pneumatic driving mode and a manual driving mode.

It should be noted that the storage control technique implemented by the mechanism in the electric/hydraulic driving/pneumatic driving/manual driving mode falls within the protection scope of the present technology.

Furthermore, the axial flow water working medium ejecting device is simply and fixedly arranged on the mounting structure body.

Further, the axial flow water working medium spraying and pushing device is rotatably arranged on the mounting structure body. Specifically, the axial flow water medium spraying and pushing device can rotate around a fixed axis on the mounting structure body.

Furthermore, the axis of the axial flow water working medium spraying and pushing device is parallel to the sailing direction of the ship. Specifically, the water inlet of the axial-flow water medium spraying and pushing device is forward towards the sailing direction of the ship (namely facing water to enter); and the water jet is forward towards the back of the ship sailing direction, namely the tail direction of the ship.

Furthermore, an acute included angle is formed between the axis line of the axial flow water working medium spraying and pushing device and the sailing direction in the horizontal plane direction of the sailing ship. Specifically, as shown in fig. 12 and 13, the axial flow jet-pushing device 1 is arranged at the bottom of the ship 2 in a horizontal and small-angle inclined position.

Furthermore, the axial lead of the axial flow water working medium jet-push device forms a rising acute angle included angle with the sailing direction in the sailing vertical plane direction of the ship. The axial flow water working medium spraying and pushing device is enabled to obtain a small-angle upwarping relation between the water inlet and the advancing direction of the ship, the water inlet direction is enabled to be raised by an angle compared with the horizontal water inlet direction, the water inlet of the ship can be better guaranteed not to disturb the lower-layer water body, particularly the water bottom, the damage to the axial flow spraying and pushing device caused by the fact that sundries such as sand stones are disturbed and sucked in is avoided, and the ship body is lifted slightly.

Furthermore, the axial lead of the axial flow water working medium jet-pushing device forms an upward acute angle with the sailing direction in the two directions of the sailing horizontal plane and the vertical plane of the ship.

Furthermore, the water jet of the axial flow water working medium jet pushing device faces the stern of the ship or faces the stern of the ship in a small-angle downward warping mode.

Furthermore, when the water inlet of the axial flow water working medium jet pushing device is arranged at the bottom of the non-bow part of the ship 2, the water inlet is of an inwards concave structure, and the front part of the water inlet is provided with a flow guide inclined plane. Specifically, as shown in fig. 14-15, the bottom of the ship bottom 2 is provided with an inner concave structure 8, the front part is provided with a diversion inclined plane 9, the axial flow spraying and pushing device 1 is embedded in the inner concave structure 8, and the water inlet 101 faces the diversion inclined plane 9.

If the axial flow air working medium jet pushing device is adopted, the deployment position is one or a combination of a side board above a ship waterline, a bow part of the side board or a stern part of the ship 2.

Furthermore, when a plurality of axial flow air working medium spraying and pushing devices are adopted, the arrangement mode adopts one or a combination of several of a sequential arrangement mode, a echelon arrangement mode, an array arrangement mode, a partition arrangement mode, a selection arrangement mode and a discrete arrangement mode. It should be noted that the layout is not limited to the above-mentioned manner, and all reasonable layouts set according to the usage scenarios are within the scope of the present invention.

Further, the axial flow air working medium spraying and pushing device is fixedly arranged in a fixed open-mounted mode on a side board above a ship waterline. Specifically, the fixed surface mounting mode can be one or more of surface mounting, suspended surface mounting and rotatable surface mounting.

Furthermore, the storage bin device mode, namely the ship side board above the ship waterline, is provided with a storage bin; the containing bin is internally provided with an installation structure body, the axial flow air working medium spraying and pushing device is installed on the installation structure body capable of executing containing and discharging operations, and the installation structure body is arranged in the containing bin.

Furthermore, the axial flow air working medium ejecting device is simply and fixedly installed on the installation structure body.

Further, the axial flow air working medium spraying and pushing device is rotatably arranged on the mounting structure body.

Specifically, the storage operation mode of the axial flow water working medium spraying and pushing device/the axial flow air working medium spraying and pushing device is one or more of an electric driving mode, a hydraulic driving mode, an air pressure driving mode and a manual driving mode.

It should be noted that the technology of the storage operation mechanism implemented in the electric driving/hydraulic driving/pneumatic driving/manual driving mode falls within the protection scope of the present technology.

It should be noted that the axial flow air working medium ejecting device can be mounted on a ship in the above manner, and reasonable mounting manners set according to use scenes also belong to the protection scope of the invention.

Furthermore, the axial lead of the axial flow air working medium jet-push device is parallel to the sailing direction of the ship.

Furthermore, the axial lead of the axial flow air working medium jet-push device deviates from the oblique orientation of the ship sailing direction.

Furthermore, an acute included angle is formed between the axial line of the axial flow air working medium jet pushing device and the sailing direction in the sailing horizontal plane direction of the ship.

Furthermore, the axial lead of the axial flow air working medium jet-push device forms an upward acute angle included angle between the ship sailing vertical plane direction and the sailing direction.

Furthermore, the axial lead of the axial flow air working medium jet-push device forms an upward acute angle with the sailing direction in the two directions of the sailing horizontal plane and the vertical plane of the ship.

Further, when the ship 2 is deployed with a plurality of axial flow water working medium spraying and pushing devices, the plurality of axial flow water working medium spraying and pushing devices can adopt a multi-water-inlet parallel structure 103; the multi-water-inlet parallel-opening structure body 103 is provided with a general water inlet, a plurality of flow channels are arranged inside the multi-water-inlet parallel-opening structure body, the water inlet of each flow channel is connected with the general water inlet, and the water outlet of each flow channel can be connected with an axial flow water working medium spraying and pushing device. The total inlet water is distributed to the axial flow water working medium spraying and pushing devices connected with the total inlet through the water inlet of the total inlet so as to obtain the required optimal resistance-reducing spraying and pushing effect.

Specifically, the multiple-inlet parallel port structure 103 may adopt various structures, and the present invention provides the following multiple-inlet parallel port structure 103 embodiments:

as shown in fig. 16, the multiple-inlet parallel structure 103 is a ship bow-like multiple-inlet parallel structure for water inflow; as shown in fig. 17-18, the multiple water inlet parallel port structure 103 is butted with the axial flow water medium spraying and pushing device 1.

As shown in fig. 19, the multi-water-inlet parallel structure 103 is a multi-machine ship-like bow single-side-deployed water-inlet parallel structure; as shown in fig. 20-21, the multi-inlet parallel port structure 103 is connected with the axial flow water medium spraying and pushing device 1 with small-angle inclined spraying ports. The bow of the same ship is symmetrically provided with two sets of structures with water inlets arranged on one side and parallel ports for realizing the water inflow of the bow of the ship. The axial flow water working medium spraying and pushing device 1 is provided with a small-angle inclined spraying opening, so that the water inlet of the axial flow water working medium spraying and pushing device 1 arranged behind the axial flow water working medium spraying and pushing device is not the water sprayed by the axial flow water working medium spraying and pushing device arranged in front.

As shown in fig. 22-23, the multiple inlet parallel port structure 103 is a multiple inclination parallel port inlet structure; as shown in fig. 24 to 25, the multi-inlet parallel port structure 103 is butted against an axial flow water-based hydraulic jet thrust and flow expansion type inclined-angle direct jet axial flow jet thrust device 1. The same effect that the axial flow water working medium spraying and pushing device is a small-angle inclined spraying port can be obtained by adopting an inclined angle direct spraying structure, but the direct spraying port of the axial flow water working medium spraying and pushing device is not required to be changed.

As shown in fig. 26-28, the multiple water inlet parallel port structure 103 is a multiple machine oblique port parallel port water inlet structure; as shown in fig. 29-31, the multiple water inlet parallel port structure 103 is butted with the axial flow water medium spraying and pushing device 1.

The invention also provides application of the novel ship fast and efficient propelling method in water surface navigation. The invention also provides application of the novel ship fast and efficient propelling method in a submerging device. The invention also provides application of the novel ship fast and efficient propelling method in an amphibious driving device.

It should be noted that, for the application of the three-step propulsion mode to some special ships (such as hydrofoils), when these special ships are sailed at high speed, the side board will be separated from the water surface, so the axial flow water hydraulic medium jet propulsion device is not suitable for deploying the bottom board and the side board, but they can still use the original installation structure of the special ships to propel the installation structure, or additionally add a special installation structure body deployment device, i.e. a centrifugal axial flow jet propulsion device.

The principle of the novel fast and efficient ship propelling method provided by the invention is as follows:

why is the ship stern deployment installation mode of the propulsion device the defective and lagged deployment installation mode? Understanding can be aided by analysis of the hypothetical propulsion devices and hypothetical deployment installation patterns described below.

Without rigorous and precise theoretical calculations, the magnitude of this force is approximated in a simple, coarse manner. The diameter of a water inlet of the axial flow jet-push device is assumed to be 1m, and the water inlet area of the axial flow jet-push device can reach 3.14m²When the water flow speed entering the axial flow jet propulsion water gap reaches 10m/s, the m value of the working water flow entering the axial flow jet propulsion water gap within 1s can be calculated to reach 31.4 t; then assume the qualityThe acceleration of the working water flow entering the axial flow jet thrust is 10m/s²It can be known that when the axial flow jet is pushed by 10m/s²The acceleration suction mass of the water flow reaches 31.4t/s, and the pulling force of the water flow can reach 3 hundred tons. The axial flow jet thrust device is only the pulling force contributed by the axial flow jet thrust, and the contribution of the ship advancing by the ship bow water inflow deploying and installing mode of the axial flow jet thrust device is large.

The invention also provides a novel rapid and efficient ship braking/decelerating/turning device, namely a ship water/wind resistance device or axial flow spraying and pushing device structure adopting a plate type structure.

Specifically, the ship wind resistance device is arranged above the waterline of the ship; the ship water resistance device 10 is arranged below a ship waterline;

the axial flow spraying and pushing device structure enables the axial flow spraying and pushing device to have the functions of spraying and pushing and ship turning by adjusting the positions of the fluid inlet 101 and the fluid nozzle 102.

Further, the ship water/wind resistance device comprises a single plate type structure or a split combined plate type structure. Further, the water resistance and wind resistance device of the ship is of a single plate type structure or a split combined plate type structure which are independent from each other, or the water resistance and wind resistance device of the ship is of a common single plate type structure or a split combined plate type structure.

Further, the device also comprises an operating mechanism 12 for opening and closing the plate-type structure, adjusting the angle of the plate-type structure, or carrying out storage operation on the plate-type structure or the axial flow spraying and pushing device structure in the storage bin.

Further, the ship water/wind resistance device or the axial flow spraying and pushing device structure with the plate type structure is installed in the storage bin 7.

Specifically, as shown in fig. 32-37, the ship wind resistance devices are all of a single plate type structure; the operating mechanism 12 is operated by combining a hydraulic mechanism 121, a rack 122 and a gear 123; the ship wind resistance device is provided with a shaft hole 111, a sleeve shaft 124 with a gear 123 arranged at the end part is sleeved in the shaft hole 111 in a penetrating way, and a wind resistance plate 11 and the sleeve shaft 124 are fixedly connected into a whole by a pin through a pin hole 112; both ends of the sleeve shaft 124 are attached to hull (side or bow) set positions, and a hydraulic mechanism 121 is disposed at the hull-set position at one end of the sleeve shaft 124 where the gear is attached. The ship 2 is provided with a matched hydraulic mechanism 121, a rack 122 is arranged at the end part of the hydraulic mechanism 121, and the rack 122 is meshed with a gear 123, so that the hydraulic mechanism 121 can drive a sleeve shaft 124 to rotate, and the sleeve shaft 124 can drive the wind resistance plate 11 to rotate by rotating; optionally, the choke surface 114 is configured as a cambered choke surface structure; preferably, the wind blocking surface of the wind blocking plate 11 is provided with a wind scooping surface structure.

Alternatively, as shown in fig. 38 to 39, the wind resistance plate 11 also adopts a split combined plate type structure; the operating mechanism 12 adopts a simple hydraulic mechanism 121; the plurality of combination boards are combined and arranged on the ship 2 through the sleeve shaft 124, and each combination board is provided with an independent hydraulic mechanism 121 for controlling and rotating.

It should be noted that the ship water resistance device and the ship wind resistance device can adopt the same structure, so the ship water resistance device can also be set into a single plate structure or a split combined plate structure according to the structure of the ship wind resistance device;

optionally, the ship plug pin shaft, the ship water resistance device or the ship wind resistance device is provided with a force arm 125, and the ship water resistance device or the ship wind resistance device is operated to be opened or closed through the force arm 125.

Specifically, as shown in fig. 42 to 44, the ship 2 is provided with an insertion hole 201 for inserting a pin, and the end of the arm 125 of the wind resistance plate 11 is provided with a pin, which are matched to enable the wind resistance plate 11 to be assembled on the ship 2; optionally, the choke surface 114 is provided as a planar scoop structure.

Alternatively, as shown in FIGS. 45-46, the moment arm 125 on the windage plate 11 may be angularly offset;

alternatively, as shown in FIGS. 47-48, the arm 125 of the wind-resistance plate 11 may be angularly offset, the wind-resistance surface 114 may be flat, and the end portion may be provided with the wind-resistance structure 113. It should be noted that, the choke surface may be a plane or an arc surface, and any other structure designed for the choke surface to block water/wind also belongs to the protection scope of the present invention.

As shown in fig. 40-41, belonging to the embodiments of the separate structure of the wind resistance plate and the water resistance plate, the ship 2 is provided with a storage bin 7; the ship water resistance device 10 and the ship wind resistance device are arranged in the storage bin 7 through an operating mechanism 12; the operating mechanism 12 can control the ship water resistance device 10 and the ship wind resistance device to open or close.

The ship water resistance device 10 and the wind resistance plate 11 can be operated independently.

Specifically, the operation modes of the resistance plate comprise: 32-37, using sleeve-and-pinion, rack-and-pinion, and hydraulic drive modes; as shown in fig. 38, 39, 42-48, the waist offset arm is operated directly by the hydraulic operating mechanism by using the end pin and the offset arms at the two ends; as shown in fig. 40-41, the operation is performed by the outside hinge mechanism and the hydraulic drive and link mechanism disposed in the storage compartment. The driving modes comprise electric driving, hydraulic driving, pneumatic driving, manual driving and various mixed driving modes. The operation mechanism comprises hydraulic direct drive, electric direct drive and manual operation, or the hydraulic mechanism drives the electric mechanism through a link mechanism and drives the electric mechanism through a gear and a rack, and the operation is realized through a set of composite mechanism formed by single or multiple combinations of transmission elements such as gears, racks, connecting rods, cables, belts, chains, spirals, worm gears, guide rails and the like.

The invention also provides a novel rapid and efficient speed reduction/braking/turning processing method for the ship, which comprises the following steps: at least one group of ship water resistance devices, wind resistance plates or axial flow spraying and pushing devices are arranged and installed on the ship by taking the longitudinal axis of the ship as a symmetry axis.

Specifically, as shown in fig. 49-55, the ship may deploy the wind resistance plate 11, and when the wind resistance plate 11 is in an open state, the ship obtains resistance, so as to realize the functions of speed reduction, braking or direction changing of the ship; in particular, when the drag plate of the drag plate 11 is partially located below the waterline of the ship, the drag plate is in a water drag/wind drag sharing mode.

As shown in fig. 56-57, the vessel 2 may also deploy the vessel water drag device 10 and the wind drag plate 11 simultaneously; when the ship water resistance device 10 or the wind resistance plate 11 is in an open state, the ship 2 obtains resistance, so that the functions of speed reduction, braking or direction changing of the ship are realized; the ship 2 is provided with the resistance plates at the position above the waterline and at the position below the water, and the modes are respectively independent deployment modes of the water/wind resistance plates.

The ship is provided with the ship water resistance device 10 on two side boards, the water resistance speed reducing plate on one side of the ship side boards is opened to be in a direction-adjusting working state, the side water resistance speed reducing plate can obtain the rotating torque aiming at the over-gravity longitudinal axis of the ship, so that the ship obtains the deflecting moment bypassing the over-gravity longitudinal axis and deflects towards the opened side of the water resistance speed reducing plate, and the direction change of the ship navigation is realized; the water resistance speed reducing plate arranged on the side board of the ship has a larger torsion moment arm aiming at the over-gravity center longitudinal axis of the ship, and the water resistance in unit area can obtain larger torsion torque aiming at the over-gravity center longitudinal axis of the ship than the water resistance speed reducing plate arranged at the bottom of the ship in a braking working state, namely the water resistance speed reducing plate has larger steering efficiency action aiming at the ship and is more than the steering efficiency in unit area provided by the conventional tail rudder of the ship.

The wind resistance plates 11 are arranged on two side boards of the ship, when the air resistance speed reducing plate on one side of the ship side board is opened to be in a direction-adjusting working state, the side air resistance speed reducing plate can obtain the rotating torque aiming at the over-gravity longitudinal axis of the ship, so that the ship obtains the deflecting moment bypassing the over-gravity longitudinal axis and deflects towards the opened side of the air resistance speed reducing plate, and the direction change of the ship navigation is realized; the air resistance speed reducing plate arranged on the side board of the ship has a larger torsion moment arm aiming at the over-gravity center longitudinal axis of the ship, and the air resistance per unit area can obtain a larger torsion torque aiming at the over-gravity center longitudinal axis of the ship compared with the air resistance speed reducing plate arranged at the bottom of the ship in a braking working state, namely the air resistance speed reducing plate has a larger steering efficiency effect on the ship compared with the air resistance speed reducing plate arranged at the bottom of the ship in the braking working state and exceeds the steering efficiency per unit area provided by the conventional tail rudder of the ship by a plurality of times.

When the longitudinal size of the water resistance speed reducing plate/air resistance speed reducing plate is large, the water resistance speed reducing plate/air resistance speed reducing plate is further set into a multi-section combined structure from the length direction in consideration of the rigidity and the operating flexibility of the water resistance speed reducing plate/air resistance speed reducing plate and the specific speed reducing or steering requirement strength (such as only slight speed reduction or slight direction change), each section can be independently operated, and each section can be linked and uniformly operated, such as only one section is operated during slight direction change, and when the emergency steering condition of a facility is required, each section can be linked and controlled to uniformly open.

It should be noted that the ship deploys a single deployment mode or multiple combined deployment modes of the ship water resistance device 10, the wind resistance plate 11 or the axial flow jet pushing device; according to actual requirements, the ship can arrange the ship water resistance device 10, the wind resistance plate 11 and the axial flow spraying and pushing device at other positions, and the protection scope of the invention also belongs to the protection scope of the invention.

Further, at least one group of ship water resistance devices are arranged, and the ship water resistance devices are symmetrically arranged on the bottom plate or the side board of the ship below the waterline by taking the longitudinal axis of the ship as a reference.

Further, at least one group of the wind resistance plates are symmetrically arranged on the side above the water line of the ship or on two sides of the bow of the ship by taking the longitudinal axis of the ship as a reference.

Further, the plate-type structural body of the ship water resistance and wind resistance device or the axial flow spraying and pushing device is deployed and installed in an open mode or a storage bin mode.

Furthermore, the bilateral symmetry working mode of the water resistance device, the ship wind resistance or the axial flow spraying and pushing device is adopted to realize ship turning and realize the quick and efficient speed reduction/braking of the ship.

Furthermore, ship turning is realized by adopting the water resistance device and a single-side working mode of ship wind resistance.

Furthermore, when the axial flow spraying and pushing device is adopted, the longitudinal middle shaft of the ship is divided, and the ship turning is realized in a mode that the axial flow spraying and pushing device sprays and pushes the ship on one side.

Furthermore, when the axial flow spraying and pushing device is adopted, a controllable deflecting flow blocking device which can be stored or not is arranged behind a water spraying port of the axial flow spraying and pushing device on the outermost side of the ship, and the water spraying direction of the controllable deflecting flow blocking device is guided to spray the water to the outer side of the side board on the side so as to change the direction of the ship.

Furthermore, when the axial flow jet pushing device is adopted, the ship is turned by setting the water jet which is jetted and pushed by the axial flow at the outermost side of the ship as a vector fluid nozzle structure.

Further, when the axial flow spraying and pushing device is adopted, the water inlet of the axial flow spraying and pushing device arranged on the outermost side of the ship is arranged to be changed in direction through the valve control device. The valve control device is a valve with a special structure and an operation mode, and is characterized in that: in a non-turning state of the ship, the inlet water and the spray water of the axial flow spray thrusters on the outermost sides of the two sides of the ship (or the axial flow spray thrusters on the two sides) are coaxial through the control valve, namely the axial flow spray thrusters on the two sides respectively work in a spray thrusting state at the same time; in a turning state, the axial flow jet-propelled (the axial flow jet-propelled on the other side or the side turning towards the side) on one side of the axial flow jet-propelled (or the axial flow jet-propelled on the other side) on the outermost sides of the two sides of the ship is realized by the control valve, the water inlet of the axial flow jet-propelled (the axial flow jet-propelled on the other side or the axial flow jet-propelled on the side turning towards the side) on the opposite sides is pushed by the axial flow jet-propelled water inlet, namely, cross water inlet is implemented (the water inlet on the side sprayed with water is not fed due to valve control, and the axial flow jet-propelled on the side with water is not sprayed due to valve control and jet-propelled operation stopping), so that the turning tension moment on the water inlet side is obtained, the jet-propelled thrust moment on the water spraying side is obtained, and the two moments are superposed, so that the ship has strong and efficient turning moment and supports quick turning.

The ship is turned by the valve control device, and the axial flow jet propulsion water ports on two sides are required to be arranged on the bow of the ship, namely the distance between the water inlet and the water jet is larger, and the obtained turning moment is larger.

As shown in fig. 58, the ship 2 may further deploy an axial flow spraying and pushing device, and the functions of speed reduction, braking or direction change of the ship are realized according to the adjustment of the thrust of the axial flow spraying and pushing device.

Furthermore, when the axial flow jet-pushing device is adopted, the ship is steered by the rotary axial flow jet-pushing device which is arranged at the bottom of the ship and can be controlled by electric navigation control.

Furthermore, as shown in fig. 105, a plurality of inclined axial flow spraying and pushing devices 1 are respectively disposed on two sides of the bottom of the ship 2, when the ship sails and changes direction, only one side of the axial flow spraying and pushing device 1 of the ship works, and the pulling action of water absorption at the water inlet of the side axial flow spraying and pushing device and the thrust action of water spraying of the water spraying opening jointly form a rotating torque aiming at the over-gravity center longitudinal axis of the ship, so that the ship turns towards the side where the axial flow spraying and pushing device does not work.

Further, the axial flow spraying and pushing device with the through-flow characteristic adopts a centrifugal axial flow spraying and pushing device.

It should be noted that the novel rapid and efficient ship braking/decelerating/steering device and the rapid and efficient ship deceleration/braking/steering processing method provided by the invention can be combined with the novel rapid and efficient ship propelling method to be applied to ships.

The invention provides a novel rapid and efficient ship backing device which comprises an axial flow jet pushing device 1 and a backing water bucket 13, wherein the backing water bucket 13 is arranged right behind a water spraying port of the axial flow jet pushing device 1.

Specifically, the novel rapid and efficient ship backing device comprises an axial flow jet pushing device 1 and a backing water bucket 13; the reverse navigation water bucket 13 is of a bucket-shaped structure, and the reverse navigation water bucket 13 is arranged right behind a water spraying port of the axial flow pushing device 1; when the device is used, the water spraying port of the axial flow spraying and pushing device 1 sprays water, the reverse navigation water bucket 13 pockets the sprayed water for reverse conveying to obtain reverse action, and the force is transmitted to the tail plate of the ship through the side edge hinged shaft, so that the ship obtains a reversing state for reversing the ship to navigate.

Optionally, the reverse sailing bucket and the storage bin are in a sliding contact structure, the reverse sailing bucket obliquely slides out and slides in from the storage bin through the control mechanism, the slide-out is in a reverse sailing or braking state, and the slide-in is in a storage state.

Further, the water flow line inside the water jet of the axial flow spraying and pushing device 1 is parallel to the advancing direction of the ship but back to the ship.

Further, the water bucket collecting bin 14 is further included, and is used for collecting the reverse sailing bucket 13.

Further, the reverse sailing bucket 13 comprises a tail water baffle 131.

Further, the reverse sailing bucket 13 further comprises a side water baffle 132.

Further, the reverse navigation water bucket 13 is of an incomplete bucket body structure, or the reverse navigation water bucket 13 is of a pure plate type structure.

Specifically, as shown in fig. 59 to 60, a shallow groove type back-sailing bucket of a bottom plate outside hinge structure hinge-mounted to the outside of a bottom plate of a ship; the reverse sailing bucket 13 comprises a tail water baffle 131 and side water baffles 132 on two sides; an operating mechanism connecting pile 133 is arranged in the bucket of the reverse navigation water bucket 13, and the operating mechanism connecting pile 133 is used for being matched and connected with an operating mechanism; two external hinged piles 134 are arranged on the outer side surface of the reverse sailing bucket 13, and the external hinged piles 134 are used for being hinged with the ship 2; the outer surface of the ship bottom plate of the reverse-navigation bucket taking and deploying device is matched with the outer surface of the ship bottom plate.

As shown in fig. 61-62, a side plate hinged on a bottom plate of a ship is hinged with a deep groove type inverted water bucket; the reverse sailing bucket 13 comprises a tail water baffle 131 and side water baffles 132 on two sides; an operating mechanism connecting pile 133 is arranged in the bucket of the reverse navigation water bucket 13, and the operating mechanism connecting pile 133 is used for being matched and connected with an operating mechanism; the end parts of the two side surfaces of the reverse sailing bucket 13 are respectively provided with a side surface end part hinged pile 135, and the side surface end part hinged piles 135 are used for being hinged with the ship 2; the outer surface (plane) of the outer side of the reverse navigation water bucket is matched with the outer surface of the ship bottom plate of the deployment device.

As shown in fig. 63 to 64, an end side plate perforated hinged plate type inverted water bucket hinged to a bottom plate of a ship; the reverse sailing bucket 13 is a plate type reverse sailing bucket; the reverse sailing bucket 13 comprises a tail water baffle 131; an operating mechanism connecting pile 133 is arranged in the bucket of the reverse navigation water bucket 13, and the operating mechanism connecting pile 133 is used for being matched and connected with an operating mechanism; two sides of the reverse sailing bucket 13 are respectively provided with an end side plate hinge hole 136, and the end side plate hinge holes 136 are used for being hinged with the ship 2; the outer surface of the ship bottom plate of the reverse-navigation bucket taking and deploying device is matched with the outer surface of the ship bottom plate.

Besides the above manner, all other structural designs of the reverse sailing bucket designed for realizing the reverse sailing function also belong to the protection scope of the invention.

The invention also provides a novel rapid and efficient reverse sailing treatment method for the ship, wherein at least one axial flow jet pushing device 1 is arranged and installed, and a reverse sailing bucket 13 is arranged and installed right behind a water spraying opening of the axial flow jet pushing device 1.

Further, if the axial flow spraying and pushing device 1 is installed at the bottom of the ship 2 in a form of a body-attached or suspension device, the line of the water flow inside the water jet is parallel to the advancing direction of the ship but back to the ship, and a concave backward-sailing bucket storage bin 14 is arranged on the ship bottom plate at a proper distance right behind the water jet.

Specifically, as shown in fig. 65-69, a ship 2 is provided with a plurality of axial flow jet pushing devices 1, and a reverse navigation water bucket 13 is arranged behind the water spraying ports of the plurality of axial flow jet pushing devices 1 in the middle; the ship 2 adopts a reverse sailing device to realize reverse sailing action;

the ship 2 is provided with a reverse sailing bucket storage bin 14, and the reverse sailing bucket 13 can be stored in the reverse sailing bucket storage bin 14 through a hinged structure, so that resistance caused by the reverse sailing bucket when the ship advances is avoided; when the ship needs to reverse, the reverse sailing bucket 13 can be discharged from the reverse sailing bucket storage bin 14 through the operating mechanism 12.

Furthermore, one side edge of the reverse sailing bucket 13 is hinged to the edge of the cabin opening of the reverse sailing bucket storage cabin 14, which is far away from the centrifugal jet pushing nozzle, and the inner side of the reverse sailing bucket is hinged to the reverse sailing operating mechanism.

Further, if the axial flow spraying and pushing device 1 is installed at the bottom of the ship 2 in an embedded device or an internal device mode, the line of the water flow inside the water spraying opening is parallel to the advancing direction of the ship but is back to the ship, and a reverse navigation bucket hinge structure is arranged on the ship tail plate right behind the water spraying opening.

Furthermore, one side edge of the reverse navigation water bucket is hinged on the hinged structure, one side, which is not corresponding to the axial flow jet pushing water spraying opening, of the reverse navigation water bucket is hinged with the reverse navigation operating mechanism, and one end, which is not connected with the reverse navigation water bucket, of the reverse navigation operating mechanism is hinged on a ship bottom plate or a ship stern plate body of the reverse navigation water bucket storage bin, which is reverse in the ship navigation direction.

Further, a reverse navigation water bucket 13 is adapted to a plurality of axial flow jet pushing devices 1.

The invention also provides a method for applying the novel rapid and efficient reverse sailing processing method to the braking/deceleration of the ship.

That is, the reverse navigation device adopted by the ship can form resistance when the reverse navigation water bucket 14 is opened and stops the propulsion work of axial flow jet pushing, and the reverse navigation water bucket 14 can play a certain braking role when the ship 2 moves forwards. Or forms a braking resultant force with the speed reducing/braking/direction adjusting device to promote the quick speed reducing/braking of the ship.

The invention provides a novel rapid and efficient wave making inhibition treatment method for a ship.

Further, the axial flow spraying and pushing device is arranged on the inner side of a side board of the ship and the inner side of the bottom plate, and water spraying ports of the axial flow spraying and pushing device penetrate through the bottom plate of the ship and are communicated with the outside to be inclined towards the stern of the ship.

Further, the axial flow spraying and pushing device is arranged on the inner side of the side board and the outer side of the bottom board of the ship, and the water spraying port for axial flow spraying and pushing is located on the outer side of the bottom board of the ship and faces the stern of the ship in a forward direction or in an inclined direction.

Furthermore, each wave making water flow water inlet is respectively provided with an independent axial flow spraying push, or more than one wave making water flow water inlets are combined into a wave making water flow main water inlet through a branch pipe and a main pipe structure body, and the water inlet provided with one axial flow spraying push is connected with the wave making water flow main water inlet.

The invention provides a novel rapid and efficient wave making inhibition treatment device for a ship, which comprises an axial flow spraying and pushing device with the characteristic of water inflow facing water, wherein a water inlet structure of the axial flow spraying and pushing device at least comprises a flat-mouth water inlet structure, an outer convex flat-mouth water inlet structure or an outer convex forward-inclined water inlet structure.

Furthermore, the outer convex flat-mouth water inlet structure comprises a flow guide outer shell body which surrounds the flat-mouth water inlet and is raised on the outer surface of the side board, and the plane of the water inlet of the flow guide outer shell body is a vertical surface structure and a sweepback surface which is vertical to the outer surface of the side board or forms an acute included angle.

Furthermore, the outward convex forward-inclined water inlet structure comprises a flow guide outer shell which is arranged at the position of the flat-opening water inlet and surrounds the flat-opening water inlet and is raised on the outer surface of the side board, and the plane of the water inlet of the flow guide outer shell is a forward-inclined surface structure facing the bow of the ship and a sweepback surface which is vertical to the surface of the side board or forms an acute included angle.

Furthermore, a reinforcing rib or a sundry intercepting structure is further arranged at the opening part of the water inlet structure.

The invention will be described by using the following wave-making restraining and processing devices applying the structure to the novel ship quick and efficient wave-making restraining and processing method and the novel ship quick and efficient wave-making restraining and processing device of the invention:

fig. 70 is a schematic structural view of a first wave-making suppression processing apparatus, as shown in fig. 70-72, a plurality of wave-making water flow inlets 15 are arranged on the outer side of a ship side, and the wave-making water flow inlets 15 are of an outer flat mouth water inlet structure; the opening of the wave making water flow inlet 15 faces the bow; the mouth of the wave-making water flow inlet 15 is provided with a reinforcing rib 151; the wave making water flow inlets 15 are respectively butted with the water inlet of an axial flow spraying and pushing device 1 positioned on the inner side of the ship, and the water spraying ports of the axial flow spraying and pushing device 1 are positioned on a bottom plate 202 of the ship and communicated with the outside.

Fig. 73 is a schematic structural view of a second embodiment of the wave-making suppression processing apparatus, and as shown in fig. 73-76, a plurality of wave-making water flow inlets 15 are arranged on the outer side of the ship side, and the wave-making water flow inlets 15 are of an outer flat mouth water inlet structure; the opening of the wave making water flow inlet 15 faces the bow; the mouth of the wave-making water flow inlet 15 is provided with a reinforcing rib 151; the wave making water flow inlets 15 are respectively butted with the water inlet of an axial flow spraying and pushing device 1 positioned on the inner side of the ship, and the lower edge of a water spraying port of the axial flow spraying and pushing device 1 exceeds the lower edge of a side board.

Fig. 77 is a schematic structural view of a third embodiment of the wave-making suppression treatment device, as shown in fig. 77-80, a plurality of wave-making water flow inlets 15 are arranged on the outer side of the ship side, and the wave-making water flow inlets 15 are of an outer flat mouth water inlet structure; the opening of the wave making water flow inlet 15 faces the bow; the mouth of the wave-making water flow inlet 15 is provided with a reinforcing rib 151; the wave making water flow inlets 15 are respectively butted with the water inlet of a spraying and pushing device 1 positioned below the ship bottom plate 202, and the lower edge of the water spray nozzle of the axial flow spraying and pushing device 1 does not exceed the lower edge of the side board.

Fig. 81 is a schematic view of an embodiment of a wave-making suppression processing device in accordance with a fourth embodiment of the integrated side stern rudder (in a stowed state, a resistance surface of a stern rudder plate is integrated with a surface of a ship side), as shown in fig. 81-84, a plurality of wave-making water flow inlets 15 are arranged on the outer side of the ship side, and the wave-making water flow inlets 15 are of an outward-convex forward-inclined water inlet structure; the opening of the wave making water flow inlet 15 faces the bow; the mouth of the wave-making water flow inlet 15 is provided with a reinforcing rib 151; the wave making water flow inlets 15 are respectively butted with the water inlet of an axial flow spraying and pushing device 1 positioned below the ship bottom plate 202. The tail of the ship 2 is provided with a side stern rudder storage bin 16, and the side stern rudder is arranged in the side stern rudder storage bin 16.

Fig. 85 is a schematic structural view of a fifth embodiment of the wave-making suppression treatment device, fig. 85 is a schematic structural view of three equi-spaced outward flat-mouth water inlets positioned in front of the inflow of the incoming water, which are respectively connected with a main pipe arranged on the inner side of a ship side and the inner side or the outer side of a ship bottom plate through branch pipes, a water outlet of the main pipe is connected with a single wave-making suppression axial flow jet propulsion water port, and wave-making water flow is sucked by the suppression axial flow jet propulsion water port; and the rear part isolated outer convex flat water inlet is connected with the wave suppression axial flow jet propulsion water inlet through a branch pipe, and the wave suppression water flow is sucked through negative pressure. As shown in fig. 85-88, a plurality of wave making water inlets 15 are arranged on the outer side of the ship and combined into a wave making water main inlet through a branch pipe and main pipe structure, which is a branch pipe connection main pipe connected with each wave making water inlet 15, so that the wave making water of each wave making water inlet 15 is collected in the main pipe, and the wave making water is obtained from the water outlets of the main pipe, namely: the main water outlet conveys water to the axial flow jet push (single or called main axial flow jet push) connected with the main water outlet, and a structure that the single axial flow jet push is connected with a plurality of wave-making water flow inlets is formed.

Three equidistantly-deployed outer convex plain-mouth water inlets positioned in front of the inflow of the incoming water are respectively connected with a main pipe arranged on the inner side of a ship side and the inner side or the outer side of a ship bottom plate through branch pipes, a water outlet of the main pipe is connected with a single wave-making restraining axial flow jet propulsion water gap, and wave-making water flow is sucked by restraining axial flow jet propulsion; the rear isolated outer convex flat water inlet is connected with the wave suppression axial flow jet propulsion water inlet through a branch pipe, and the wave suppression treatment device sucks wave-making water flow through negative pressure.

Fig. 89 is a schematic structural view of a sixth embodiment of the wave-making suppression processing apparatus, as shown in fig. 89-92, a plurality of wave-making water flow inlets 15 are arranged on the outer side of the ship side, and the wave-making water flow inlets 15 are of a structure of outward convex forward-inclined water inlets; the opening of the wave making water flow inlet 15 faces the bow; the mouth of the wave-making water flow inlet 15 is provided with a reinforcing rib 151; the wave making water flow inlets 15 are respectively provided with a wave making water flow interface 152 at the inner side of the ship, and the wave making water flow interfaces 152 can be connected with a common drain pipe or respectively connected with the water inlets of the axial flow spraying and pushing device.

Fig. 93 is a schematic view of an embodiment of a seventh wave-making suppression processing device and a rear-extending type side stern rudder (a resistance surface of a stern rudder plate in a non-deceleration/brake/steering state is coplanar with a surface of a ship side), as shown in fig. 93-97, a plurality of wave-making water flow inlets 15 are arranged on the outer side of the ship side, and the wave-making water flow inlets 15 are of a convex forward-inclined water inlet structure; the opening of the wave making water flow inlet 15 faces the bow; the mouth of the wave-making water flow inlet 15 is provided with a reinforcing rib 151; the wave making water flow inlets 15 are respectively butted with the water inlet of an axial flow spraying and pushing device 1 positioned below the bottom plate of the ship.

As shown in fig. 93-97, a ship stern is provided with a rear extension type stern rudder, and a rear extension type stern rudder plate 17 is arranged on the ship stern; the rear extension type stern rudder shaft is hinged and connected with a side board below a stern waterline of the ship through a hinge structure; the rear extension type stern rudder operating arm 18 is connected with a rear extension type stern rudder shaft, and the stern rudder operating arm 18 is in transmission connection with an operating mechanism; fig. 97 shows that the rear extending stern rudder plate 17 is provided with a homing position-limiting structure 19 when viewed from the inner side of the ship. The homing limit structure 19 of the rear extension type stern rudder plate 17 is used for ensuring that the rear extension type stern rudder plate 17 is in a homing state, and the outer surface of the rear extension type stern rudder in the homing state is coplanar with the outer surface of a ship side board.

The rear extension stern rudder shown in fig. 93 is in a return state, and the outer surface of the rear extension stern rudder in the return state is coplanar with the outer surface of the ship side board.

The rear extending stern rudder shown in fig. 94 and 95 is in a fully open steering state.

The aft extending stern rudder shown in fig. 96 is in a partially deployed, steered state.

It should be noted that the integrated stern rudder of the ship shown in fig. 81 and the extended stern rudder of the ship shown in fig. 93 can be used as a deceleration/braking structure.

It should be noted that the ship prefers a forward-inclined water inlet structure, and the forward-inclined water inlet structure is a preferable inlet structure of a wave-making water flow inlet because the long distance of the covered side is large, so that waves are more difficult to form.

The invention provides a novel rapid and efficient wave-making restraining treatment method for a ship.

Furthermore, water spraying nozzles for inhibiting wave making axial flow spraying and pushing are arranged at the interval fracture of the unconnected supporting edges.

Specifically, as shown in fig. 98-103, the ship 2 is provided with an incoherent supporting rib 6 at the bottom of the lateral line; setting the interval fracture of the incoherent supporting edge as a wave making water flow inlet, wherein the wave making water flow inlet is provided with an axial flow spraying and pushing device 1; the water inlet of the axial flow spraying and pushing device 1 faces to the interval fracture of the incoherent supporting edge. The ship 2 adopts the design to realize wave making inhibition.

Furthermore, axial flow jet thrust devices with the functions of wave making inhibition and direction regulation are symmetrically arranged in the cabins of the two sides of the bow or the near bow and the near bottom plate respectively, wherein the axial lines of the axial flow jet thrust devices are oblique to the ship navigation direction, and water spray nozzles penetrate through the bottom plate.

Specifically, as shown in fig. 104-106, the ship 2 is provided with the bilaterally symmetrically disposed axial flow jet pushing device 1 having both wave suppression and direction adjustment functions. The ship 2 is provided with a wave-making and direction-adjusting water inlet 154 on the two sides of the bow or near the bow, the wave-making and direction-adjusting water inlet 154 is butted with the axial flow spraying and pushing device 1, the ship is provided with a wave-making and direction-adjusting water outlet 155 at the bottom of the ship plate, and the wave-making and direction-adjusting water outlet 155 is butted with a water spraying port of the axial flow spraying and pushing device 1.

The principle of the high-efficiency wave-making inhibition treatment method for the ship comprises the following steps: the wave making water flow inlet with an opening facing the ship sailing direction is arranged below a ship side waterline (or part of the wave making water flow inlet is allowed to be arranged above the waterline), the outlet of the wave making water flow inlet is positioned on the inner side of a ship side and is communicated with the axial flow spraying and pushing device, when the ship sails, the wave making water flow generated on the side is sucked by the axial flow spraying and pushing device through the wave making water flow inlet and then is sprayed out from the tail of the ship, so that the wave making water flow on the side of the ship loses formation conditions, the original wave making water flow is converted into the propelling force for pushing and pulling the ship to move ahead, and the wave making water flow is converted into the ship propelling water flow, so that certain vacuum formation of the bottom of the ship due to the passing of the ship can be reduced, the generation of viscous pressure resistance can be reduced, and the improvement of the ship sailing speed can be promoted from three aspects (spraying, pushing, resistance reduction and wave making water flow tension). Compared with the method of obtaining speed improvement only by relying on fuel consumption only by using pure ship stern propulsion, the method can obtain the speed improvement of the ship with lower energy consumption.

It should be noted that the other functions of the wave suppression processing device are: when the ship sails at a high speed, the wave-making water flow is transferred to the stern of the ship by the wave-making restraining and processing device, so that the ship cannot form large wave-making waves to impact adjacent ships; when the ship runs in a narrow inland waterway, the impact of large wave-making waves generated by the ship running at high speed on the two sides of the waterway can be avoided.

The invention provides a novel ship water lifting wing lifting force method, wherein a fixed or storable water lifting wing structure body is arranged at the bottom of a ship, and particularly a water lifting wing structure is arranged in front of an axial flow jet propulsion water gap arranged at the bottom of the ship. The ship is lifted by utilizing the lift force of water to the water lifting wings when the ship sails at a high speed, the draught depth of the ship is reduced, the sailing resistance of the ship is reduced, and the sailing speed of the ship is improved.

Specifically, as shown in fig. 107-108, the bottom of the ship is provided with an inner concave structure 8, the front end of the inner concave structure 8 is a groove water inlet portion 801, the water inlet of the axial flow spraying and pushing device 1 faces the groove water inlet portion 801, the bottom of the ship is provided with the water lifting wing 20, and the water lifting wing 20 is located below the groove water inlet portion 801; the water flows into the axial flow jet-propelled device 1 from the groove water inlet part 801 through the water lifting wings 20. The principle of the water-lifting wing is the same as that of the airplane wing for obtaining lift force.

It should be noted that, when the ship sails at a high speed, the lifting force of the lifting wing can be displayed, and the resistance is the main reason when the ship sails at a low speed, and for this point, the lifting wing is designed into a retractable structure and is put down for use only when the ship sails at a high speed; secondly, by means of the resistance function of the lifting wings, the lifting wings can be further arranged into a turnover structure, and when the ship needs to be braked rapidly, the lifting wings are released and turned over to provide the braking effect.

The invention also provides an electric navigation control technology applied to the ship.

Definition of electric navigation control: based on all or part of technical means such as full electric propulsion, satellite navigation, radar ranging, depth measurement, speed measurement, obstacle measurement, course setting (such as a gyroscope), course direction measurement and the like; and digital technologies based on remote control, data links, big data, cloud databases, cloud computing, internet of things, AI, digital transmission, and the like; and the manual control, the automatic control or the control mode of freely switching between the manual control and the automatic control, the control content and the sum of software and hardware equipment and devices supported by the manual control and the automatic control are carried out by taking the axial flow jet-pushing (preferably: centrifugal jet-pushing), the speed reducing/braking/turning plate, the reversing device (comprising the speed reducing/braking/turning plate with a storage bin condition and a storage operating mechanism of the reversing device) of the ship deployment/device, the lifting plate device with a lifting plate condition and the like as part or all of the execution terminal.

The invention also provides a novel rapid, efficient and safe control method for the ship, wherein the axial flow jet-push (water working medium/air working medium) starts and stops working and is operated by a rotating angle with a rotatable function; the speed reduction/braking/direction adjustment device selects specific execution objects, execution modes, selection of execution requirements and execution operation according to the navigation needs of the ship; a reverse operation or a deceleration/braking operation performed by the reverse navigation device; lifting the wing for control; and the releasing and receiving control of the axial flow jet pushing device, the speed reducing/braking/direction adjusting device, the reverse navigation device, the lifting wing and the like is implemented through the electric navigation control of the ship.

Further, the axial flow jet pushing device according to the present invention preferably employs a centrifugal axial flow jet pushing device. The centrifugal axial flow ejector may have a structure as shown in fig. 109, and includes: a flow directing structure 106, a fluid inlet structure 107 and a drive support structure 108; the diversion structure 106 is a straight cylinder structure formed by a plurality of diversion strips; the fluid inlet structure 107 is a structure which is adapted to the fluid input of the centrifugal impeller and is arranged at the fluid input end of the straight-tube structure to form a fluid inlet of a fluid centrifugal cross-flow action structure body; the fluid outlet end of the straight cylinder structure forms a fluid outlet of the fluid centrifugal through-flow action structure body; the suspension end surrounding space at the inner side of the guide strip forms the device space of the centrifugal impeller; the drive support structure 108 is arranged on the suspended end inside the gib behind the space where the centrifugal impeller of the device is located. The detailed structure diagram of the axial flow jet pushing device can refer to the fluid centrifugal through-flow structure diagram disclosed in chinese patent 201811448075.0 (a fluid centrifugal through-flow action device and application), chinese patent 201911207678.6 (a fluid centrifugal through-flow action structure), and 201911205948X (a centrifugal through-flow water craft pushing device and application).

Further, the centrifugal axial flow spraying and pushing device can be further provided with a flow expanding water inlet 104.

In order to achieve stronger propulsive force of the centrifugal jet-pushing device, as shown in fig. 110, the centrifugal axial flow jet-pushing device 1 further includes a fluid pressurization output structure 109; the fluid pressurization output structure 109 is an axial-flow impeller, and the axial-flow impeller is disposed in the straight-tube structure and located behind the fluid output end of the flow guide structure. The fluid pressurization output structural body arranged on the centrifugal spraying and pushing device can be a multi-stage structure.

The technical value provided by the invention has the following functions and meanings:

1. the invention originally invents a group type axial flow jet thrust arranged and installed at the bottom of a ship, and the axial flow jet thrust can be multiply energized, or also comprises a flow expansion structure and can be miniaturized and centrifuged through-flow jet thrust, and invents a double working medium propulsion mode, thereby fully playing the potential of a ship power system and creating the necessary ultra-strong propulsion technical condition for high navigational speed of the ship.

2. The invention originally invents the technical modes of water inflow of axial flow jet propulsion arranged at the bottom of a ship, high-efficiency wave making inhibition of a ship without a bulbous bow and high-efficiency direction adjustment of the ship without a stern rudder, and aims to greatly reduce the water-facing navigation resistance, wave making resistance, viscous pressure resistance, stern rudder resistance, bulbous bow resistance and the like of ship navigation, obtain the navigation pulling force which never passes through the ship navigation, create high-efficiency technical conditions for the high-speed ship and simultaneously promote the global water transportation industry to greatly improve the energy-saving and emission-reducing capability, and make beneficial contribution to coping with and improving global climate deterioration.

3. The invention originally invents a technology for implementing ship navigation deceleration/braking/direction adjustment by using water/wind resistance, has rich direction adjustment means, large direction adjustment torque, fast direction adjustment response, strong direction adjustment capability, high efficiency and flexibility, supports the realization of the ship direction adjustment with zero turning radius, has powerful ship speed reduction/braking capability, has an effective technical means for dealing with the threat of ship surge with high navigation speed and large volume, meets the requirements of ship shortcut and sensitive direction adjustment in the universal high navigation speed era, and creates necessary and high-safety guarantee technical conditions for the coming of the universal high navigation speed era.

4. Compared with large and ultra-large propellers, the propeller can obviously reduce cavitation, and reduce negative effects of cavitation on the power performance of ships and reduce cavitation damage to the propeller;

5. compared with a propeller propulsion mode, the structure of a power transmission system of a ship propeller can be simplified to a large extent, the space occupied by ship power transmission is supported to be released, and the effective bin capacity of a ship is remarkably improved;

6. compared with the ship provided with a large-scale, especially ultra-large-scale propeller, the self weight of the ship can be obviously reduced, and the depth requirement on a port can be reduced by the large-tonnage ship.

7. Compared with a propeller propulsion mode, the mechanical noise of a propulsion system device can be obviously reduced;

8. compared with a propeller propulsion mode, the mechanical damage of the propulsion device to various aquatic organisms can be obviously reduced;

9. compared with a propeller propulsion mode, the risk that the propulsion device is wound by foreign matters can be greatly reduced;

10. compared with large and ultra-large propellers, the propeller has the advantages that the manufacturing difficulty and the manufacturing cost of the ship propulsion device are obviously reduced;

11. compared with large and ultra-large propellers, the centrifugal through-flow jet propulsion unit is simpler to integrally mount than the propellers;

12. the centrifugal through-flow jet propulsion device highly responds and supports full electric propulsion of the ship;

13. compared with large and ultra-large propellers and other water jet propulsion technologies, the centrifugal through-flow jet propulsion device which is driven by electric propulsion and takes a pipeline structure has independence of device and operation, is not restricted by the layout of a power cabin of a ship, can flexibly and changeably set a machine position, and is convenient to adjust so as to obtain an ideal layout of the propulsion power of the ship;

14. compared with pump jet propulsion, gravel is sucked in shallow water navigation, the probability of mechanical damage of a water channel of the propulsion device is greatly reduced, and shallow water navigation is supported.

15. The intelligent control system is suitable for being applied to the configuration of a modern intelligent control teletransmission operation technology, so that the ship is more flexible to control;

16. the straight barrel structure of the centrifugal through-flow jet propulsion unit facilitates the construction of a protective structure for the propulsion unit to avoid the adhesive damage of harmful marine organisms.

Any one of the devices and the method provided by the invention can be applied to water surface navigation ships, underwater vehicles and amphibious driving devices.

In the description of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. The utility model provides a novel structure device that backs a journey of water navigation body, its characterized in that, select among the spout push-off devices of the installation of the bottom outside of the water navigation body that some or whole spout push-off devices wherein as having propulsion and the effect of backing a journey to spout and push away, in the bottom outside of the water navigation body and select to have propulsion and the effect of backing a journey spout to push away to dispose after the water jet and install the device body of backing a journey, the device body of backing a journey is controlled the instruction and is operated and implement to block and force its refluence to the water jet spun water that has propulsion and the effect of backing a journey to push away concurrently, the results are to the power of backing a journey of the water navigation body, realize the power of backing a journey of the water navigation body.

2. The novel reverse sailing structure device of the water sailing body according to claim 1, characterized in that the reverse sailing device body is a reverse sailing bucket which is in a bucket type structure with a storage function.

3. The novel reverse sailing structure device of the water sailing body according to claim 2, characterized in that the installation position of the water sailing body where the reverse sailing bucket is installed is provided with a concave reverse sailing bucket storage bin for the reverse sailing bucket, and the concave reverse sailing bucket storage bin is used for storing the reverse sailing bucket; when the reverse sailing bucket is positioned at the storage position, the outer surface of the reverse sailing bucket is consistent with the adjacent outer surface of the bottom of the water sailing body of the storage position.

4. The novel structure device of claim 1, wherein at least one device for reversing sails is arranged at the bottom of the underwater vehicle.

5. The novel structure device of claim 1, wherein the reverse sailing bucket comprises a tail water baffle.

6. The novel structure device of claim 1, wherein the reverse sailing bucket further comprises a side water baffle.

7. The novel reverse sailing structure device of the water craft body according to claim 1, characterized in that the reverse sailing bucket is of an incomplete bucket body structure or is of a pure plate type structure.

8. The novel fast and efficient sailing device for the marine body as claimed in claim 1, wherein the line of the water flow inside the water jet of the jet pushing device is parallel to but opposite to the advancing direction of the marine body.

9. The novel back-sailing structure device of the water craft body as claimed in claim 2, wherein the back-sailing bucket is stored in the back-sailing bucket storage bin through a hinge structure so as to prevent the back-sailing bucket from forming resistance when the water craft body advances; when the water sailing body needs to be backed, the operation mechanism is used for discharging the reverse sailing bucket from the reverse sailing bucket storage bin.

10. The device of claim 2, wherein a lateral edge of the reverse sailing bucket is hinged to a rim of the opening of the reverse sailing bucket storage bin, which is far away from the spout of the ejecting device, and the inner side of the reverse sailing bucket is hinged to the reverse sailing operating mechanism.

11. The device of claim 2, wherein a lateral edge of the reverse sailing bucket is hinged to the hinged structure, the side of the reverse sailing bucket not corresponding to the water jet is hinged to the reverse sailing operating mechanism, and the end of the reverse sailing operating mechanism not connected to the reverse sailing bucket is hinged to a bottom plate or a stern plate of the reverse sailing bucket storage bin, which is opposite to the sailing direction of the sailing body.

12. The device for quickly and efficiently backing a water craft as claimed in claim 2, wherein the water bucket for backing a water craft comprises a tail water baffle and two side water baffles; an operating mechanism connecting pile is arranged in a bucket of the reverse sailing water bucket and is used for being connected with the operating mechanism in a matching way; the outer side surface of the reverse sailing bucket is provided with two external hinged piles which are used for being hinged with the water sailing body; the outer surface of the water diversion body bottom plate of the reverse navigation water bucket is matched with the deployment device.

13. The device for quickly and efficiently backing a water craft as claimed in claim 2, wherein the water bucket for backing a water craft comprises a tail water baffle and two side water baffles; an operating mechanism connecting pile is arranged in a bucket of the reverse sailing water bucket and is used for being connected with the operating mechanism in a matching way; the end parts of the two side surfaces of the reverse sailing bucket are respectively provided with a side surface end part hinged pile, and the side surface end part hinged piles are used for being hinged with the water sailing body; the outer surface of the water diversion body bottom plate of the reverse navigation water bucket is matched with the deployment device.

14. The novel fast and efficient sailing device of the marine vessel as claimed in claim 2, wherein the sailing bucket is a plate-type sailing bucket; the reverse sailing bucket comprises a tail water baffle; an operating mechanism connecting pile is arranged in a bucket of the reverse sailing water bucket and is used for being connected with the operating mechanism in a matching way; two sides of the reverse sailing bucket are respectively provided with an end side plate hinge hole, and the end side plate hinge holes are used for being hinged with the water sailing body; the outer surface of the water diversion body bottom plate of the reverse navigation water bucket is matched with the deployment device.

15. The device of claim 1, wherein the ejector is a direct-suction ejector, and the direct-suction ejector is a propulsion device whose water inlet direction is coaxial with the fluid action device inside the direct-suction ejector.

16. The device for quickly and efficiently backing a ship on a water craft as claimed in claim 15, wherein the direct-suction jet propulsion device is a centrifugal through-flow jet propulsion device.

17. The device of claim 1, wherein if the spraying and pushing device is installed at the bottom of the marine vessel in a close-fitting or suspension mode, the line of the water flow inside the water jet is parallel to but opposite to the advancing direction of the marine vessel.

18. The novel reverse sailing structure device of the underwater vehicle as claimed in claim 1, wherein the width of the reverse sailing bucket is selected according to the number of the direct suction jet-push nozzles correspondingly arranged in front of the reverse sailing device body so as to be adapted to resist the water flow sprayed from all the jet-push nozzles arranged in front.

19. The device of claim 1, wherein if the jet pushing device is installed at the bottom of the marine vessel with an embedded device or an internal device mode device, the line of the water flow inside the water jet is parallel to the advancing direction of the marine vessel but back to the advancing direction, and a reverse water bucket hinge structure is installed on the tail board of the marine vessel right behind the water jet.

20. The novel reverse sailing structure device of the water craft body as claimed in claim 2, wherein the storage bin of the reverse sailing bucket is designed to be a vertical storage bin structure which is inclined upwards from the bottom of the water craft body and extends into the bottom cabin of the water craft body to a height, and can store the reverse sailing bucket in the upward direction, and the reverse sailing bucket is connected with the top of the storage bin through the control mechanism.

21. The novel reverse sailing structure device of the water craft body according to claim 2, characterized in that the reverse sailing bucket and the storage bin are in sliding contact structure, and the reverse sailing bucket can slide out and in from the storage bin in an inclined mode through the control mechanism, wherein the slide-out is in a reverse sailing or braking state, and the slide-in is in a storage state.