CN117775259A - Boat body structure and mooring boat - Google Patents

Abstract

The application provides hull structure and tethered boat relates to the field of aircraft. The hull structure comprises a main airbag, and at least one of a first lifting piece and a second lifting piece which are arranged in the main airbag; the main airbag comprises a first part and a second part which are connected, wherein the curvature of the first part of the main airbag is larger than that of the second part of the main airbag; an included angle is formed between the first lifting piece and the first reference surface; the first end of the first lifting piece is connected with the first part of the main air bag, the second end of the first lifting piece is connected with the second part of the main air bag, and the first lifting piece is in a stretching state; the first end of the second lifting piece is connected with the first part of the main air bag and/or the second part of the main air bag, the second end of the second lifting piece is connected with the first part of the main air bag and/or the second part of the main air bag, and the second lifting piece is in a compressed state. The utility model provides a when hull structure floats in the air, the stability of hull structure is poor, the problem that the dynamic lift force that hull structure produced is little.

Description

Boat body structure and mooring boat

Technical Field

The present application relates to the field of aircraft, and in particular to hull structures and moorings.

Background

The mooring boat is an aircraft with lighter specific gravity than air and rising by means of atmospheric buoyancy, and is widely applied to the fields of agriculture, traffic and Internet of things. The hull structure is an important component of the mooring boat, and is filled with gases lighter than air, such as helium and the like, so as to generate static buoyancy, and the hull structure can float in the air; however, when the hull structure floats in the air, the stability of the hull structure is poor and the dynamic lift force generated by the hull structure is small.

Disclosure of Invention

The embodiment of the application provides a hull structure and a mooring boat for solve when hull structure floats in the air, hull structure's stability is poor, hull structure produces the problem that dynamic lift is little.

The hull structure provided by the embodiment of the application comprises a main air bag extending along a first direction and at least one of a first lifting piece and a second lifting piece which are arranged in the main air bag;

the main airbag comprises a first part and a second part which are connected, wherein the first part of the main airbag is arranged above the second part of the main airbag, and a first reference surface parallel to the first direction is arranged between the first part of the main airbag and the second part of the main airbag; in a plane perpendicular to the first direction, a curvature of a first portion of the primary airbag is greater than a curvature of a second portion of the primary airbag;

when the hull structure is provided with the first lifting piece, an included angle is formed between the first lifting piece and the first reference surface; in a plane perpendicular to the first direction, a first end of the first lifting member is connected with a first part of the main air bag, a second end of the first lifting member is connected with a second part of the main air bag, and the first lifting member is in a stretching state;

when the hull structure is provided with the second lifting piece, the second lifting piece is parallel to the first reference surface; in a plane perpendicular to the first direction, a first end of the first lifting member is connected with the first portion of the main airbag and/or the second portion of the main airbag, a second end of the second lifting member is connected with the first portion of the main airbag and/or the second portion of the main airbag, and the second lifting member is in a compressed state.

By adopting the technical scheme, when the hull structure floats in the air, the speed of the air flow passing over the first part of the main air bag is increased, and the speed of the air flow passing under the second part of the main air bag is reduced, so that the air pressure above the first part of the main air bag is smaller than the air pressure below the second part of the main air bag, and the dynamic lift force generated by the hull structure can be increased; when the air flow flows towards the first end of the main air bag, the main air bag can reduce the wind resistance area, so that the wind resistance is reduced, and the air flow can flow along the surface of the main air bag towards the second end of the main air bag in the first direction, so that laminar flow is formed on the surface of the main air bag, the possibility that turbulent flow is formed on the surface of the main air bag by the air flow is reduced, and the stability of the hull structure is improved;

through set up at least one in first carrying piece and second carrying piece in main gasbag inside to can utilize first carrying piece and second carrying piece to play certain support and take up a strain to main gasbag, when hull structure floats in the air, first carrying piece and second carrying piece can maintain the shape of main gasbag, with the possibility that reduces main gasbag and produce deformation, thereby further improve hull structure's stability, reduce hull structure and produce the possibility of deformation, thereby reduce hull structure produced dynamic lift and produce the possibility of deformation influence by hull structure.

In some possible embodiments, the material of the primary airbag is provided as a flexible skin material and the hull structure has the first lift-out member provided as a flexible lift-out member.

In some possible embodiments, the flexible pull member extends in a vertical direction; in a plane perpendicular to the first direction, the main airbag has a symmetry axis perpendicular to the first reference surface, and the flexible pulling member is disposed in a overlapping manner on the symmetry axis.

In some possible embodiments, the flexible lift element comprises a body portion and a plurality of connecting portions, a first end of the body portion connecting a first portion of the primary airbag, and the first end of the body portion forming a first end of the flexible lift element;

the plurality of connecting portions are uniformly arranged around the second end of the main body portion, the first end of the connecting portion is connected to the second end of the main body portion, the second end of the connecting portion is connected with the second portion of the main air bag, and the second end of the connecting portion forms the second end of the flexible lifting piece.

In some possible embodiments, the body portion extends in a vertical direction; in the plane perpendicular to the first direction, the main air bag is provided with a symmetry axis perpendicular to the first reference surface, the main body part is arranged on the symmetry axis in a superposition mode, and the plurality of connecting parts are symmetrically arranged relative to the main body part.

In some possible embodiments, the hull structure further has the second lifting member configured as a rigid lifting member that is disposed coincident with the first reference surface.

In some possible embodiments, the hull structure has the first and second lifters, and the number of first lifters is set to be plural and the number of second lifters is set to be plural;

the first lifting pieces are sequentially arranged at intervals along the first direction, and the second lifting pieces are sequentially arranged at intervals along the first direction.

In some possible embodiments, the main air bag is formed with a first portion of an air chamber and a second portion of the air chamber in communication, the first portion of the air chamber being disposed above the first reference surface, the second portion of the air chamber being disposed below the first reference surface;

the main air bag is provided with a second reference surface perpendicular to the first direction; taking a plane perpendicular to the first direction as a cross section, gradually increasing the cross section area of a first part of the air cavity and the cross section area of a second part of the air cavity from the first end of the main air bag to the second reference surface, and gradually decreasing the cross section area of the first part of the air cavity and the cross section area of the second part of the air cavity from the second reference surface to the second end of the main air bag; wherein the first end of the main airbag and the second end of the main airbag are both ends of the main airbag along a first direction;

when the hull structure is provided with the first lifting piece, the first lifting piece is positioned in the second reference surface; when the hull structure is provided with the second lifting piece, the second lifting piece is positioned in the second reference surface.

The embodiment of the application also provides a mooring boat, which comprises the hull structure of any one of the above.

Since the moored vessel comprises the hull structure according to any of the above, the moored vessel comprises the advantages of the hull structure according to any of the above, and the above description is specifically referred to and omitted herein.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application.

Fig. 1 is a schematic structural view of a hull structure according to an embodiment of the present disclosure;

FIG. 2 is a cross-sectional view of a primary airbag in cross-section with a third reference surface provided in an embodiment of the present application;

FIG. 3 is a cross-sectional view of a primary airbag in cross-section with a second reference surface provided in an embodiment of the present application;

FIG. 4 is a cross-sectional view of a primary airbag having a first lifter with a second reference surface as a cross-section provided in an embodiment of the present application;

FIG. 5 is a cross-sectional view of a primary airbag having a second lifter with a second reference surface as a cross-section provided in an embodiment of the present application;

fig. 6 is a schematic structural view of one of the airbag panels according to the embodiment of the present application;

FIG. 7 is a cross-sectional view of a primary airbag having a plurality of first lifters with a second reference surface as a cross-section provided in an embodiment of the present application;

FIG. 8 is a cross-sectional view of a primary airbag having another embodiment of a first lifter provided in the example of the present application with a second reference surface as a cross-section;

FIG. 9 is a cross-sectional view of a primary airbag having a first pull member and a second pull member with a second reference surface as a cross-section provided in an embodiment of the present application;

FIG. 10 is a cross-sectional view of a primary airbag having a plurality of first lifters and a plurality of second lifters with a third reference surface as a cross-section provided in an embodiment of the present application;

fig. 11 is a cross-sectional view of a hull structure with a third reference surface as a cross-section provided in an embodiment of the present application.

Reference numerals illustrate:

100. a main air bag;

110. a first portion of the primary airbag; 111. a first portion of the air cavity; 120. a second portion of the primary airbag; 121. a second portion of the air cavity; 130. cutting the air bag; 140. a first reference surface; 150. a second reference surface; 160. a third reference surface; 170. a first lifting member; 171. a main body portion; 172. a connection part; 180. a second lifting member;

200. an auxiliary air bag;

300. a horizontal plane.

Specific embodiments thereof have been shown by way of example in the drawings and will herein be described in more detail. These drawings and the written description are not intended to limit the scope of the inventive concepts in any way, but to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments.

Detailed Description

As described in the background art, the hull structure is an important component of the mooring boat, and is filled with gas lighter than air, such as helium, so as to generate static buoyancy, so that the hull structure can float in the air; however, the boat body structure is generally in a spherical structure, an oblate spheroid structure or an axisymmetric rotation body structure, so that the dynamic lift force generated by the boat body structure is small; and when the air flow passes through the hull structure, the air flow is uniformly dispersed along the surface of the hull structure, so that turbulent flow phenomenon is easy to generate on the surface of the hull structure, and the stability of the hull structure is poor.

In order to solve the above technical problems, embodiments of the present application provide a hull structure and a moored boat, the hull structure including a main airbag extending along a first direction, the main airbag including a first portion of the main airbag and a second portion of the main airbag connected, the first portion of the main airbag being located above the second portion of the main airbag, and a curvature of the first portion of the main airbag being set to be greater than a curvature of the second portion of the main airbag;

when the hull structure floats in the air, the speed of the air flow passing over the first portion of the main air bag increases, and the speed of the air flow passing under the second portion of the main air bag decreases, so that the air pressure over the first portion of the main air bag is smaller than the air pressure under the second portion of the main air bag, thereby being capable of increasing the dynamic lift force generated by the hull structure; when the air flow flows towards the first end of the main air bag, the main air bag can reduce the wind resistance area, so that the wind resistance is reduced, and the air flow can flow along the surface of the main air bag towards the second end of the main air bag in the first direction, so that laminar flow is formed on the surface of the main air bag, the possibility that turbulent flow is formed on the surface of the main air bag by the air flow is reduced, and the stability of the hull structure is improved;

through set up at least one in first carrying piece and second carrying piece in main gasbag inside to can utilize first carrying piece and second carrying piece to play certain support and take up a strain to main gasbag, when hull structure floats in the air, first carrying piece and second carrying piece can maintain the shape of main gasbag, with the possibility that reduces main gasbag and produce deformation, thereby further improve hull structure's stability, reduce hull structure and produce the possibility of deformation, thereby reduce hull structure produced dynamic lift and produce the possibility of deformation influence by hull structure.

Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present application as detailed in the accompanying claims.

The following describes the technical solutions of the present application and how the technical solutions of the present application solve the above technical problems in detail with specific embodiments. The following embodiments may be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments. Embodiments of the present application will be described below with reference to the accompanying drawings.

Referring to fig. 1-5, embodiments of the present application provide a hull structure including a primary airbag 100 extending in a first direction (i.e., x-direction in fig. 2), the primary airbag 100 being configured to be inflated with a buoyant gas having a density less than that of air to create a static buoyancy by inflating the primary airbag 100 with the buoyant gas so that the hull structure is capable of floating in air; wherein the floating gas can be hydrogen, helium or the like.

Illustratively, the main airbag 100 includes a first portion 110 of the main airbag and a second portion 120 of the main airbag coupled, with a first reference surface 140 formed between the first portion 110 of the main airbag and the second portion 120 of the main airbag parallel to the first direction; the first portion 110 of the main airbag is located above the first reference surface 140 and the second portion 120 of the main airbag is located below the first reference surface 140; in a plane perpendicular to the first direction, the curvature of the first portion 110 of the primary airbag is greater than the curvature of the second portion 120 of the primary airbag such that the flow rate of the air flow over the first portion 110 of the primary airbag is greater than the flow rate of the air flow under the second portion 120 of the primary airbag.

The hull structure further includes at least one of a first lift-out member 170 and a second lift-out member 180, and referring to fig. 1-4, when the hull structure has the first lift-out member 170, an included angle is formed between the first lift-out member 170 and the first reference surface 140; in a plane perpendicular to the first direction, a first end of the first lifter 170 is connected to the first portion 110 of the main airbag, a second end of the first lifter 170 is connected to the second portion 120 of the main airbag, and the first lifter 170 is in a stretched state;

referring to fig. 1-3 and 5, when the hull structure has a second lift 180, the second lift 180 is parallel to the first reference surface 140; in a plane perpendicular to the first direction, a first end of the first lift element 170 is connected to the first portion 110 of the primary airbag and/or the second portion 120 of the primary airbag, a second end of the second lift element 180 is connected to the first portion 110 of the primary airbag and/or the second portion 120 of the primary airbag, and the second lift element 180 is in a compressed state.

In some possible embodiments, a first end of the primary airbag 100 forms a head of the hull structure and a second end of the primary airbag 100 forms a tail of the hull structure; illustratively, the main airbag 100 has a second reference surface 150 perpendicular to the first direction, and the distance between the first end of the main airbag 100 and the second reference surface 150 is smaller than the distance between the second reference surface 150 and the second end of the main airbag 100 in the first direction, so that the floating state of the hull structure is more stable.

The main airbag 100 further has a third reference surface 160, and the main airbag 100 is symmetrically disposed with respect to the third reference surface 160, wherein the third reference surface 160 is parallel to the first direction, and the third reference surface 160 is parallel to the vertical direction, so that the hull structure is more stable when in a floating state.

Illustratively, the main airbag 100 has a second reference surface 150 perpendicular to the first direction, and the main airbag 100 is formed with a first portion 111 of the air cavity and a second portion 121 of the air cavity in communication, the first portion 111 of the air cavity being disposed above the first reference surface 140, the second portion 121 of the air cavity being disposed below the second reference surface 150;

taking a plane perpendicular to the first direction as a cross section, the cross section area of the first part 111 of the air cavity and the cross section area of the second part 121 of the air cavity gradually increase from the first end of the main air bag 100 to the second reference surface 150, and the cross section area of the first part 111 of the air cavity and the cross section area of the second part 121 of the air cavity gradually decrease from the second reference surface 150 to the second end of the main air bag 100, so that the hull structure is in a streamline structure, and wind resistance applied when the hull structure is in a floating state is reduced.

The first portion 111 of the air cavity and the second portion 121 of the air cavity are configured to: the cross-sectional area of the first portion 111 of the air chamber is greater than the cross-sectional area of the second portion 121 of the air chamber with a plane perpendicular to the first direction as a cross-section, and the length of the first portion 110 of the primary airbag is greater than the length of the second portion 120 of the primary airbag in the plane perpendicular to the first direction.

Illustratively, with a plane perpendicular to the first direction as a cross-section, the cross-sectional shape of the first portion 111 of the air chamber may be arranged in a semicircle, and the cross-sectional shape of the second portion 121 of the air chamber may be arranged in a semi-ellipse, such that the curvature of the first portion 110 of the primary airbag is greater than the curvature of the second portion 120 of the primary airbag.

By adopting the above technical solution, the length of the first portion 110 of the main air bag is greater than the length of the second portion 120 of the main air bag in a plane parallel to the second reference surface 150, and the hull structure is in a floating state; when the air flow flows in the horizontal direction towards the hull structure, part of the air flow passes above the first portion 110 of the main air bag, the rest of the air flow passes below the second portion 120 of the main air bag, and the flow rate of the part of the air flow passing above the first portion 110 of the main air bag increases, and the flow rate of the part of the air flow passing below the second portion 120 of the main air bag decreases, so that the air pressure above the first portion 110 of the main air bag is less than the air pressure below the second portion 120 of the main air bag, thereby being able to increase the dynamic lift generated by the hull structure;

in a plane parallel to the third reference surface 160, as the air flow flows toward the first end of the primary air bag 100, a portion of the air flow passes over the first portion 110 of the primary air bag and the remainder passes under the second portion 120 of the primary air bag, with the flow rate of the portion of the air flow passing over the first portion 110 of the primary air bag increasing due to the cross-sectional area of the first portion 111 of the air cavity being greater than the cross-sectional area of the second portion 121 of the air cavity, the flow rate of the portion of the air flow passing under the second portion 120 of the primary air bag decreasing, and the air pressure above the first portion 110 of the primary air bag being less than the air pressure below the second portion 120 of the primary air bag, thereby enabling further increase in dynamic lift generated by the hull structure.

Illustratively, when the hull structure is in a floating condition, the height of the first end of the primary airbag 100 is greater than the height of the second end of the primary airbag 100; the first reference surface 140 forms an included angle with the horizontal plane 300 that is greater than or equal to 4 degrees and less than or equal to 8 degrees, for example, the included angle may be set to one of 4 degrees, 5 degrees, 6 degrees, 7 degrees, and 8 degrees.

Through adopting above-mentioned technical scheme, when hull structure is in the state of floating, the height of main gasbag 100 first end is higher than the height of main gasbag 100 second end, and the head of hull structure is higher than hull structure's afterbody promptly for hull structure's angle of attack is greater than 0 degrees, and when the air current flows towards main gasbag 100 first end, the air current can flow to main gasbag 100 second end along main gasbag 100 surface in first direction, thereby forms the laminar flow on main gasbag 100 surface, has reduced the air current and has formed the possibility of turbulent flow on main gasbag 100 surface, has further improved hull structure's stability.

In some possible embodiments, the material of the main airbag 100 may be a lightweight and rigid material, or the main airbag 100 may be made of a flexible material, so that the process of accommodating the main airbag 100 is more convenient; and the main airbag 100 may be integrally provided, or the main airbag 100 may be formed by a splicing structure, so that the forming process of the main airbag 100 is more convenient.

Referring to fig. 1-6, exemplary materials of the main airbag 100 are provided as flexible skin materials, the main airbag 100 includes a plurality of airbag cut pieces 130, the plurality of airbag cut pieces 130 are connected end to end around a first direction, for example, the plurality of airbag cut pieces 130 may be connected end to end around the first direction by means of hot melt bonding or the like to form the main airbag 100; also, in the first direction, first ends of the plurality of air bag cut pieces 130 form a first end of the main air bag 100, and second ends of the plurality of air bag cut pieces 130 form a second end of the main air bag 100.

It will be readily appreciated that since the hull structure is of streamlined configuration, the shape of the first portion 110 of the primary airbag is different from the shape of the second portion 120 of the primary airbag, and the curvature of the hull structure is different throughout; by arranging the main airbag 100 to include the plurality of airbag cut pieces 130, and the plurality of airbag cut pieces 130 are connected end to end around the first direction in order to form the main airbag 100, the shape of the main airbag 100 is more accurate, and the forming process of the main airbag 100 is more convenient.

In some possible embodiments, when the material of the main airbag 100 is provided as a flexible skin material and the hull structure has the first lift 170, the first lift 170 is provided as a flexible lift, so that the storage process and the transportation process of the first lift 170 are more convenient;

it is easily understood that by providing the material of the main airbag 100 as a flexible skin material, the first lift-out member 170 is provided as a flexible lift-out member, compared to a rigid material, thereby reducing the weight of the main airbag 100 and the first lift-out member 170, making the receiving process and the transporting process of the main airbag 100 and the first lift-out member 170 more convenient, and the first lift-out member 170 more flexible, reducing the possibility of the first lift-out member 170 damaging the main airbag 100.

Illustratively, the flexible pull member extends in a vertical direction; in a plane perpendicular to the first direction, the main airbag 100 has a symmetry axis perpendicular to the first reference surface 140, the symmetry axis is located in the third reference surface 160, and the flexible pulling member is disposed in a overlapping manner on the symmetry axis, the top end of the flexible pulling member is connected to the top of the first portion 110 of the main airbag, and the bottom end of the flexible pulling member is connected to the bottom of the second portion 120 of the main airbag, thereby realizing the installation process of the flexible pulling member.

When the hull structure floats in air, the air flow flows horizontally towards the main airbag 100, thereby deforming the main airbag 100 such that the top of the first portion 110 of the main airbag and the bottom of the second portion 120 of the main airbag are away from each other, the curvature of the first portion 110 of the main airbag is reduced, thereby affecting the dynamic lift force generated by the main airbag 100;

through setting up flexible pulling member, and the top of flexible pulling member is connected in the top of main gasbag's first part 110, the bottom of main gasbag's second part 120 is connected to flexible pulling member's bottom, and flexible pulling member is in tensile state, and then reduces the possibility that the top of main gasbag's first part 110 and the bottom of main gasbag's second part 120 kept away from each other, has reduced the deformation volume of main gasbag 100 for the camber of main gasbag's first part 110 is greater than the camber of main gasbag's second part 120 all the time, in order to guarantee the generated dynamic lift of main gasbag 100.

Referring to fig. 1 to 7, illustratively, in a plane perpendicular to the first direction, the number of flexible lifters is set to be plural, the plural flexible lifters are sequentially arranged at intervals in a direction parallel to the first reference surface 140, and each flexible lifter extends in a vertical direction to achieve support tensioning of the main airbag 100 by the plural flexible lifters, further reducing the possibility that the top of the first portion 110 of the main airbag and the bottom of the second portion 120 of the main airbag are far apart from each other.

Referring to fig. 8, in some possible embodiments, the flexible lift element includes a main body portion 171 and a plurality of connection portions 172, a first end of the main body portion 171 is connected to the first portion 110 of the main airbag, and the first end of the main body portion 171 forms a first end of the flexible lift element; the plurality of connection parts 172 are uniformly disposed around the second end of the body part 171, the first end of the connection part 172 is connected to the second end of the body part 171, the second end of the connection part 172 is connected to the second portion 120 of the main airbag, and the second end of the connection part 172 forms the second end of the flexible pulling member to achieve the supporting tension of the main airbag 100 through the body part 171 and the plurality of connection parts 172.

Illustratively, the main body portion 171 extends in a vertical direction, the main airbag 100 has an axis of symmetry perpendicular to the first reference surface 140 in a plane perpendicular to the first direction, the axis of symmetry is located in the third reference surface 160, the main body portion 171 is disposed coincident with the axis of symmetry, and the plurality of connection portions 172 are disposed symmetrically with respect to the main body portion 171 to tighten the second portion 120 of the main airbag through the plurality of connection portions 172, reducing the likelihood that the bottom of the second portion 120 of the main airbag is distal from the top of the first portion 110 of the main airbag.

Referring to fig. 5 and 9, the hull structure further has a second lift 180, the second lift 180 being provided as a rigid lift, the rigid lift being provided in a overlapping relationship with the first reference surface 140; when the hull structure floats in air, the air flow flows horizontally toward the main airbag 100, deforming the main airbag 100 such that the top of the first portion 110 of the main airbag and the bottom of the second portion 120 of the main airbag are away from each other, and the width of the main airbag 100 decreases in the horizontal direction; by arranging the second pulling member 180 in the main airbag 100, the second pulling member 180 plays a certain supporting role on the main airbag 100, so that the deformation amount of the main airbag 100 is reduced, the curvature of the first part 110 of the main airbag is always larger than that of the second part 120 of the main airbag, and the dynamic lift force generated by the main airbag 100 is ensured.

It is readily understood that the flexible lifting member may be provided as a flexible structure such as a lifting cord or a lifting curtain, and the rigid lifting member may be provided as a rigid structure such as a lifting cord or a lifting plate, which is not further limited in the embodiments of the present application.

Referring to fig. 10, in some possible embodiments, the hull structure has first and second lifters 170 and 180, and the number of first lifters 170 is set to be plural and the number of second lifters 180 is set to be plural; the plurality of first lifters 170 are sequentially spaced apart in the first direction, and the plurality of second lifters 180 are sequentially spaced apart in the first direction, so that the support tensioning of the main airbag 100 is achieved through the plurality of first lifters 170 and the plurality of second lifters 180.

Referring to fig. 9, for example, in a plane perpendicular to the first direction, the first and second lifters 170 and 180 may be disposed in the same plane, or the first and second lifters 170 and 180 may be disposed in different planes. For example, the first lift element 170 is positioned within the second reference surface 150 and/or the second lift element 180 is positioned within the second reference surface 150 such that the amount of deformation of the first portion 110 of the primary airbag and the second portion 120 of the primary airbag within the second reference surface 150 can be reduced by the first lift element 170 and the second lift element 180.

Referring to fig. 11, in some possible embodiments, the hull structure further includes a secondary airbag 200, at least a portion of the secondary airbag 200 is disposed within the primary airbag 100, the secondary airbag 200 is configured to be inflated with a conditioning gas having a density greater than that of the floating gas, for example, the conditioning gas may be disposed as air or nitrogen, or the like.

Illustratively, the regulating gas is provided as air, and the ballonet 200 is provided with a control valve, a first end of which communicates with the interior of the ballonet 200, and a second end of which communicates with the outside of the hull structure to control the volume of air within the ballonet 200 via the control valve; when the volume of the adjusting gas in the auxiliary air bag 200 is smaller, the control valve is adjusted, so that air enters the auxiliary air bag 200 from the outer side of the hull structure through the control valve, and the inflation process of the auxiliary air bag 200 is realized; when the volume of the regulated gas in the ballonet 200 is large, the control valve is regulated so that the air is discharged from the ballonet 200 to the outside of the hull structure through the control valve, thereby realizing the deflation process of the ballonet 200.

Through adopting above-mentioned technical scheme, through setting up ballonet 200, and ballonet 200 sets up in main gasbag 100 inside, adjusts gaseous density and is greater than the density of floating gas to adjust the pressure in the hull structure through ballonet 200, with the inside and outside pressure differential of adjusting the hull structure, thereby can maintain the shape of main gasbag 100 through ballonet 200, reduce the possibility that the shape of main gasbag 100 changes, improve the stability of hull structure.

In summary, when the hull structure floats in the air, the velocity of the air flow passing over the first portion 110 of the main air bag increases, and the velocity of the air flow passing under the second portion 120 of the main air bag decreases, so that the air pressure above the first portion 110 of the main air bag is smaller than the air pressure below the second portion 120 of the main air bag, thereby increasing the dynamic lift force generated by the hull structure; when the air flow flows towards the first end of the main air bag 100, the main air bag 100 can reduce the wind resistance area, so that the wind resistance is reduced, and the air flow can flow along the surface of the main air bag 100 towards the second end of the main air bag 100 in the first direction, so that laminar flow is formed on the surface of the main air bag 100, the possibility that turbulent flow is formed on the surface of the main air bag 100 is reduced, and the stability of the hull structure is improved;

through set up at least one in first lift-out piece 170 and second lift-out piece 180 in main gasbag 100 inside to can utilize first lift-out piece 170 and second lift-out piece 180 to play certain support and take up to main gasbag 100, when hull structure floats in the air, first lift-out piece 170 and second lift-out piece 180 can maintain the shape of main gasbag 100, in order to reduce the possibility that main gasbag 100 produced deformation, thereby further improve hull structure's stability, reduce hull structure and produce deformation's possibility, thereby reduce hull structure produced dynamic lift and produce deformation influence's possibility by hull structure.

The embodiment of the application also provides a mooring boat, which comprises the hull structure of any embodiment. Since the moored boat comprises the hull structure according to any of the embodiments, the moored boat comprises the advantages of the hull structure according to any of the embodiments, and the description thereof will be omitted herein.

In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention.

In the description of the present invention, it should be understood that the terms "comprises" and "comprising," and any variations thereof, as used herein, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements that are expressly listed or inherent to such process, method, article, or apparatus.

Unless specifically stated or limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally formed; can be directly connected or indirectly connected through an intermediate medium, and can lead the connection between the two elements or the interaction relationship between the two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the invention.

Claims (10)

1. A hull structure comprising a main airbag extending in a first direction, and at least one of a first pulling member and a second pulling member disposed inside the main airbag;

the main airbag comprises a first part and a second part which are connected, the first part of the main airbag is arranged above the second part of the main airbag, and a first reference surface parallel to the first direction is arranged between the first part of the main airbag and the second part of the main airbag; in a plane perpendicular to the first direction, a curvature of a first portion of the primary airbag is greater than a curvature of a second portion of the primary airbag;

when the hull structure is provided with the first lifting piece, an included angle is formed between the first lifting piece and the first reference surface; in a plane perpendicular to the first direction, a first end of the first lifting member is connected with a first part of the main air bag, a second end of the first lifting member is connected with a second part of the main air bag, and the first lifting member is in a stretching state;

when the hull structure is provided with the second lifting piece, the second lifting piece is parallel to the first reference surface; in a plane perpendicular to the first direction, the first end of the second lifting piece is connected with the first part of the main air bag and/or the second part of the main air bag, the second end of the second lifting piece is connected with the first part of the main air bag and/or the second part of the main air bag, and the second lifting piece is in a compressed state.

2. The hull structure according to claim 1, wherein the material of the primary airbag is provided as a flexible skin material and the hull structure has the first lift-out member provided as a flexible lift-out member.

3. The hull structure according to claim 2, wherein said flexible pull-up member extends in a vertical direction; in a plane perpendicular to the first direction, the main airbag has a symmetry axis perpendicular to the first reference surface, and the flexible pulling member is disposed in a overlapping manner on the symmetry axis.

4. The hull structure according to claim 2, wherein the number of flexible risers is arranged in a plurality in a plane perpendicular to the first direction;

the flexible lifting pieces are sequentially arranged at intervals along the direction parallel to the first reference surface, and each flexible lifting piece extends along the vertical direction.

5. The hull structure of claim 2, wherein said flexible lift element includes a main body portion and a plurality of connecting portions, a first end of said main body portion being connected to a first portion of said main bladder, and a first end of said main body portion forming a first end of said flexible lift element;

the plurality of connecting portions are uniformly arranged around the second end of the main body portion, the first end of the connecting portion is connected to the second end of the main body portion, the second end of the connecting portion is connected with the second portion of the main air bag, and the second end of the connecting portion forms the second end of the flexible lifting piece.

6. The hull structure according to claim 5, wherein said main body portion extends in a vertical direction; in the plane perpendicular to the first direction, the main air bag is provided with a symmetry axis perpendicular to the first reference surface, the main body part is arranged on the symmetry axis in a superposition mode, and the plurality of connecting parts are symmetrically arranged relative to the main body part.

7. The hull structure according to claim 2, further having said second lifting member arranged as a rigid lifting member arranged in overlapping relation to said first reference surface.

8. The hull structure according to any of claims 1-7, wherein said hull structure has said first pull-out pieces and said second pull-out pieces, and wherein the number of said first pull-out pieces is set to be plural and the number of said second pull-out pieces is set to be plural;

the first lifting pieces are sequentially arranged at intervals along the first direction, and the second lifting pieces are sequentially arranged at intervals along the first direction.

9. The hull structure according to any of claims 1-7, wherein said primary air bag is formed with an air cavity comprising a first portion and a second portion in communication, said first portion of said air cavity being disposed above said first reference surface, said second portion of said air cavity being disposed below said first reference surface;

the main air bag is provided with a second reference surface perpendicular to the first direction; taking a plane perpendicular to the first direction as a cross section, gradually increasing the cross section area of a first part of the air cavity and the cross section area of a second part of the air cavity from the first end of the main air bag to the second reference surface, and gradually decreasing the cross section area of the first part of the air cavity and the cross section area of the second part of the air cavity from the second reference surface to the second end of the main air bag; wherein the first end of the main airbag and the second end of the main airbag are both ends of the main airbag along a first direction;

when the hull structure is provided with the first lifting piece, the first lifting piece is positioned in the second reference surface; when the hull structure is provided with the second lifting piece, the second lifting piece is positioned in the second reference surface.

10. A moored vessel comprising a hull structure according to any of claims 1-9.