TWI374103B - - Google Patents
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- TWI374103B TWI374103B TW097112748A TW97112748A TWI374103B TW I374103 B TWI374103 B TW I374103B TW 097112748 A TW097112748 A TW 097112748A TW 97112748 A TW97112748 A TW 97112748A TW I374103 B TWI374103 B TW I374103B
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/10—Measures concerning design or construction of watercraft hulls
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1374103 九、發明說明: 【發明所屬之技術領域】 本發明係有關一種利用氣體在水中釋出以減少船體與 水摩擦阻力之方法,尤指一種依船體之全長、航速及吃水 深度等參數,而於船體前緣之吃水線(Water Level)下方 預定位置釋出氣體。,做有利的干擾,使與船體接觸的水面 降低其平均密度(P),而所釋出的氣體在高壓區可以降低水 對船殼的壓力,在低壓區可以減少水對船殼的吸力,而具 有雙重功效。 【先前技術】 按,一般之船體係包括含有動力之船隻、軍艦、航空母艦、 郵輪、貨輪、油輪、遊艇、水上摩托車、模型船、水上飛機, 及無動力之鑽油平台、驳船等。 由於,各種船體因功能性不同,其型體的設計也不相 同,例如:軍艦要求速度快,所以其造型是狹長的流線型, 故其承載量及吃水量相對降低。而商船要求承載量及吃水量 大,故其造型是寬廣型,但速度相對降低,此乃水(包含海 水及淡水,以下全部以“水”統稱)的阻力是阻礙船隻航行 速度的主因。 第一圖所示係為一種郵輪(20)之立體圖,第二、三圖則分 別為其側視圖及俯視圖。此種商用郵輪之長度(L) 一般都數 百公尺(m),樑寬(B)約60〜70公尺(m),而其吃水深度 (D)則與是否滿載有關,一般約15〜25m左右。是以,這種 -5- [1374103 大型商船其與水的接觸面積是很大的,由流體力學(Fluid Mechanics)原理,摩擦阻力的計算公式fd=Cda|pU2 其中 CD ( drag coefficient):為阻力系數 A:是與流體的接觸總面積 P:流體密度 U :航速(m/s) 如將本實施例之郵輪(20)的船殼(30)模擬成一個與海 水接觸的平板,其長(L) : 360m,樑寬(B) : 70m,吃水深 度(D) 25m。在10°C海水中以13節的速度航行時,則能以1374103 IX. Description of the invention: [Technical field to which the invention pertains] The present invention relates to a method for reducing the frictional resistance between a hull and a water by using a gas released in water, and more particularly, a parameter according to the total length, speed and draft of the hull. The gas is released at a predetermined position below the water level at the leading edge of the hull. , to make favorable interference, so that the water surface in contact with the hull reduces its average density (P), and the released gas can reduce the pressure of water on the hull in the high pressure zone, and reduce the suction of the water on the hull in the low pressure zone. And has a dual effect. [Prior Art] According to the general ship system, including power vessels, warships, aircraft carriers, cruise ships, freighters, tankers, yachts, jet skis, model ships, seaplanes, and unpowered drilling platforms and barges. Because various hulls are different in function due to their different functions, for example, warships require fast speed, so their shape is a long and streamlined type, so their carrying capacity and draft are relatively reduced. Merchant ships require a large amount of load and a large amount of water, so the shape is broad, but the speed is relatively low. This is the resistance of water (including sea water and fresh water, all of which are collectively referred to as "water"). The main reason is that the speed of the ship is hindered. The first figure shows a perspective view of a cruise ship (20), and the second and third figures are side and top views, respectively. The length (L) of such commercial cruise ships is generally several hundred meters (m), the beam width (B) is about 60 to 70 meters (m), and the draft depth (D) is related to whether it is full or not, generally about 15 ~25m or so. Therefore, this -5-[1374103 large merchant ship has a large contact area with water. The principle of fluid mechanics (Fluid Mechanics), the calculation formula of frictional resistance fd=Cda|pU2 where CD ( drag coefficient): Resistance coefficient A: is the total contact area with the fluid P: fluid density U: speed (m/s) If the hull (30) of the cruise ship (20) of the present embodiment is modeled as a flat plate in contact with seawater, the length thereof (L): 360m, beam width (B): 70m, draft depth (D) 25m. When sailing at 13 knots in seawater at 10 ° C, you can
Fd=Cda|/)U2的公式,來算出該船殼(30)的表面摩擦阻力, 在Purdue University (普渡大學)Robert W.FOX等教授所著之 INTRODUCTION TO FLUID MECHANICS (Sixth Edition)乙書 中,曾以上揭(L)、(B)、(D)及(U)數據計算出FD的數值, 其中航速是13節(每小時的海!數),所以: 航速 U= 13 nm/hr X 6076 ft/nm X 0.305 m/ft X hr/3600s = 6.69 m/s 又’在10°C下,對海水而言運動黏度v = l.37x l(T6m2/s。 經配合書中附錄數據資料及計算,可得CD=〇.00147,p =1020 kg/m3 再者’該船殼(30)與海水接觸的長(L)和寬(W=B+2D), 故可得與海水接觸總面積A=(360m)x( 70 + 50) m = 43200m2 -6- 由上揭公式得到Fd=Cda|/) U2 formula to calculate the surface frictional resistance of the hull (30), in the INTRODUCTION TO FLUID MECHANICS (Sixth Edition) book by Professor Robert W. FOX, Purdue University In the above, the values of FD have been calculated from the data of (L), (B), (D) and (U), where the speed is 13 knots (the number of seas per hour), so: the speed U= 13 nm/hr X 6076 ft/nm X 0.305 m/ft X hr/3600s = 6.69 m/s And at 10 ° C, the kinematic viscosity v = l.37x l for seawater (T6m2/s. Appendices in the book) Data and calculations, available CD=〇.00147, p =1020 kg/m3 In addition, the length (L) and width (W=B+2D) of the hull (30) in contact with seawater are available. Total contact area A=(360m)x( 70 + 50) m = 43200m2 -6-
Fd=Cda|pU2 =0.00147 X 43200m2 χ I χ 1020kg/m3 x (6.69)2m2/s2 x N *s2/kg· mFd=Cda|pU2 =0.00147 X 43200m2 χ I χ 1020kg/m3 x (6.69)2m2/s2 x N *s2/kg· m
F〇= 1.45MN 相對應功率是 p = FdU= 1.45 x 106Nx6.69m/sx W-s/N-m P=9.70MW=>約13000馬力,這個數據說明了郵輪(20) 要克服表面摩擦阻力所需的功率非常大。 由以上這一個例子得知,陸地行舟,其阻力來自空氣及輪 胎和路面的摩擦力;而水上行舟,其阻力來自空氣阻力及船殼 和水的摩擦阻力,以相同的動力在陸地行舟,比水上行舟迅 速,在攝氏20。,一個大氣壓下,水的密度是1,而水的密度 約為空氣的800倍。 緣是’諸多研究乃積極思考如何降低船殼與水之間的摩擦 阻力(FD)。惟查,傳統用以減少船殼與水之間摩擦阻力的方 法’則侷限於裝設球鼻首及水翼,其中球鼻首主要是用以降低 因船首之碎波及波反射所造成的阻力。又水翼船係利用水翼來 撐高船體’減少船體與水的接觸面積,但只能應用於小型船 隻’另氣墊船必須用極大的氣體來支撐船體,故也只能應用於 小型船隻,因為水的密度(p )無法降低,水與船殼之間實際 的摩擦阻力、高壓區的壓力及低壓區的吸力,依然存在,仍無 法加以解決。 1374103 請再參閱第三圖所示,該船殼(30)從船首(31)前端a—b * 然後經船身至尾端c點,與水之間會有一層薄薄的邊界層 . (boundary layer),只要邊界層有摩擦力’就會產生阻力,且 會使得物體產生航跡(32) ( wake) ’如第三圖c點以前所示之 * 線條。c點為分離點(Separation Point),其使流體粒子離開物 * 體並產生軌跡,且c點内側形成尾流(33 ),亦即從a點到b 點的流線,係為高壓區,且b點之後的一個小區段則形成擾流 或低壓區,而c點以後之尾流(33)則形成低壓區,在高壓區 鲁 的水流對船殼(30)產生壓力,而在低壓區之水流則對船殼(3〇) 產生吸力,而無論是「壓力」或「吸力」對船殼而言,都是阻 礙其向前推進的阻力,所以必須加以克服,才能提昇船體的效 率。 &用另#降低摩擦阻力的新科技,是以電腦及水工試驗 來設計船型,針對水波做有利的干擾,但也只能偈限在有限的 速率範圍内才有效果,因船型無法隨著不同速度,變動型體來 對水波做有利干擾;是故,其效果仍有限。 籲本發月有鐘於傳統造船,在克服水的阻力問題上,仍無 突破’乃積極研究改良,以解決上揭問題點,為本發明之主 要課題。 L發明内容】F〇= 1.45MN The corresponding power is p = FdU = 1.45 x 106Nx6.69m/sx Ws/Nm P=9.70MW=> about 13,000 horsepower, this data shows the need for the cruise ship (20) to overcome the surface frictional resistance The power is very large. From the above example, it is known that the resistance of the land is from the air and the friction between the tire and the road; while the water is on the boat, the resistance comes from the air resistance and the frictional resistance of the hull and water, and the same power is used in the land. The boat is faster than the water, at 20 degrees Celsius. At one atmosphere, the density of water is 1, and the density of water is about 800 times that of air. The reason is that many studies are actively thinking about how to reduce the frictional resistance (FD) between the hull and the water. However, the traditional method for reducing the frictional resistance between the hull and the water is limited to the installation of the ball nose and the hydrofoil. The ball nose is mainly used to reduce the resistance caused by the wave and wave reflection of the bow. . The hydrofoil uses hydrofoil to support the hull' to reduce the contact area between the hull and the water, but it can only be applied to small vessels. 'The other hovercraft must support the hull with a large amount of gas, so it can only be used for small For ships, because the density (p) of water cannot be reduced, the actual frictional resistance between water and the hull, the pressure in the high pressure zone, and the suction in the low pressure zone still exist and cannot be solved. 1374103 Please refer to the third figure, the hull (30) from the front end of the bow (31) a-b * and then through the hull to the end c point, there will be a thin boundary layer between the water and the water. The boundary layer), as long as the boundary layer has friction, creates resistance and causes the object to produce a track (32) (wake) '* lines as shown before point c in Figure 3. Point c is a separation point, which causes the fluid particles to leave the body and generate a trajectory, and a wake (33) is formed inside the point c, that is, a stream line from point a to point b, which is a high pressure region. And a small section after point b forms a spoiler or low pressure zone, and a wake (33) after the point c forms a low pressure zone, in which the water flow in the high pressure zone exerts pressure on the hull (30), and in the low pressure zone. The water flow creates suction on the hull (3〇), and neither "pressure" nor "suction" is a resistance to the hull, which must be overcome to improve the efficiency of the hull. . & Another new technology to reduce frictional resistance is to design the ship type by computer and hydraulic test, and to make favorable interference to the water wave, but it can only be limited to a limited speed range, because the ship type cannot follow With different speeds, the variable body will have a favorable interference to the water wave; therefore, its effect is still limited. There is a time in the traditional shipbuilding, and there is still no breakthrough in overcoming the problem of water resistance. It is actively researching and improving to solve the above problems, which is the main subject of the invention. L invention content]
緣是,本發明之主要目的,係在 中釋出以減少船體與水 制用乱體由X 從水底釋出時會垂直上升的料2其原理係利用氣體 舍貼看㈣、… 氣體由船底釋出時,氣體 船相斜壁上升,上升的氣體可以部分隔離船 -8- '1374103 殼與水的接觸,使與船殼接觸面的水,降低其平均密度,及 - 利用氣體從水底釋出時會垂直上升的特性和氣體的可壓縮性 . (compressible) ’在水對船體的高、低壓區釋出氣體,充當 緩衝層’釋出的氣體在高壓區可以降低水對船殼的壓力,在 低壓區可以減少水對船殼的吸力,以達到降低行船時的壓力 ' 及吸力雙重阻力之方法。 本發明之又一目的,則在提供一種利用氣體由水中釋出以 減少船體與水摩擦阻力之方法,其勿須改變船體造型,只須在 鲁 船首預定位置,裝設釋放氣體之出氣口,且配合航速及吃水深 度等參數,利用釋出位置之選擇,使得氣體從釋出後係貼著船 殼表面,依預定流線(flow line)於預定位置浮出水面,使其 降低船殼表面阻力之效率達到最佳化。 本發明另一目的,係運用氣體由船底釋出上升時,依可壓 縮氣體的體積係與壓力成反比的原理,因水壓的遞減,氣體體 積隨水壓的遞減而膨脹。(利用氣泡從3〇m深釋出至浮出水面 φ 、約膨服4倍之特性),應用在吃水深的大型船隻,釋出的氣體 即可獲得倍數降低摩擦阻力的效果。 本發明再-目的,利用氣體由船底釋出當氣體上升時, 殼曲線越大,氣體從船底釋出到浮上水面行程越長,降低阻力° 的效率越高β — 本發明又-目的,當從船底或船首釋出氣體,氣體會貼著 船殼沿船體傾斜壁上升,上㈣氣體對船殼有清潔擦拭的功 能,可以減少海中生物附著滋長,延長進船瑪保養的_。 -9- 1374103 為達上述目的’本發明所採用之技術手段包含:The reason is that the main purpose of the present invention is to release the material which is vertically raised when the hull and water system is released from the bottom of the water by X. The principle is to use gas to look at the gas (4), ... When the bottom of the ship is released, the gas ship phase rises obliquely, and the rising gas can partially isolate the ship-8- '1374103 shell from contact with water, so that the water in contact with the hull reduces its average density, and - uses gas from the bottom The characteristic of vertical rise and the compressibility of the gas when released. (compressible) 'The release of gas from the water to the high and low pressure areas of the hull, acting as a buffer layer' releases the gas in the high pressure zone to reduce the water to the hull The pressure in the low pressure zone can reduce the suction of the water to the hull to achieve a method of reducing the pressure on the ship and the double resistance of the suction. Another object of the present invention is to provide a method for reducing the frictional resistance between the hull and the water by releasing the gas from the water, which does not need to change the hull shape, and only needs to install the released gas at the predetermined position of the bow. The air port, combined with parameters such as speed and draft depth, uses the choice of the release position so that the gas is attached to the surface of the hull after release, and floats out of the water at a predetermined position according to a predetermined flow line, thereby reducing the ship. The efficiency of the shell surface resistance is optimized. Another object of the present invention is to apply a gas in which the volume of the compressible gas is inversely proportional to the pressure when the gas is released from the bottom of the ship. As the water pressure decreases, the gas volume expands as the water pressure decreases. (Using the bubble to be released from 3〇m deep to the surface of the water surface φ, about 4 times the performance of the expansion), applied to large vessels with deep water intake, the released gas can obtain the effect of reducing the frictional resistance. The second object of the present invention is to use gas to be released from the bottom of the ship. When the gas rises, the larger the shell curve, the longer the gas is released from the bottom of the ship to the surface of the floating water, and the higher the efficiency of lowering the resistance ° β - the present invention - The gas is released from the bottom of the ship or the bow, and the gas will rise along the sloping wall of the hull against the hull. The upper (4) gas has the function of cleaning and wiping the hull, which can reduce the growth of the organism in the sea and prolong the maintenance of the ship. -9- 1374103 For the above purposes, the technical means adopted by the present invention include:
a)·在船體的船殼前緣吃水線及其附近以下之預定位 設有出氣口供氣體釋出; 釋4時會垂直上升的自然現象,當氣 體在水底釋出時’氣體會貼著船殼沿傾斜壁上升得以部分隔a)·The outlet line at the leading edge of the hull of the hull and the pre-position below it are provided with an air outlet for the release of gas; the natural phenomenon that it will rise vertically when the release is 4, when the gas is released at the bottom of the water, the gas will stick. The hull rises along the inclined wall to partially separate
離船殼與水之間的接觸,降低與船殼接觸面的水之平均密产 C ).配合船殼之型體、航速、吃水料及水的溫度等又參 數’利用氣體釋出位置之選擇,使得氣體從釋出係貼著船殼表 面,依預定流線於預定位置浮出水面;以及 3).利用氣體的可壓縮性,釋出的氣體在高壓區及低壓區 充當緩衝層,使其在高壓區降低水對船殼的壓力,而在低壓區 降低水對船殼的吸力,以達同時降低航行時所產生之壓力及吸 力雙重阻力,且所釋出的氣體亦具有前述步驟b).之特性。如 此,能以同樣的動力使船速更快,節省大量燃料費,達到二氧 化碳減量目的β 【實施方式】 首先’請參閱第四圖所示’本發明較佳實施例係在一船體 的船殼(30)前緣吃水線(WaterLeve卜WL)及其附近以下設 有供氣體釋放之出氣口(40)。本實施例之船體係為一郵輪 (20),但不限定於此。亦即包括軍用、商用、休間及運動之 任一造型的船體或載體皆可實施。其船殼(30)長度以(L), 樑寬以(B)表示,吃水深度為(D),而航速則以U表示。 本發明釋放氣體之出氣口(40)其一可行實施例’係如第 五圖(A)、(B)所示’設在該船殼(30)由船首(31)向後 -10- 延伸之中央棱線(301)的相鄰對應兩側面。當然,亦可如第 六圖(A)、(b)所示,將出氣口(4〇)設在船殼(30)由船 首(31)向後延伸之凸緣體(3〇2)的中央底面,如此一來, 出氣口(40)位在正中央,可由兩側釋出氣體(70)。此外, 針對比較特殊之船殼(30),例如第七圖(A)、(B)所示之平 底船,其除了在可沿著船首(31)前緣設有出氣口(40)外, 更可在平底面(303)之前側設有一排橫向出氣口(40),而可 向後釋出氣體(70),使整個平底面(302)與水的接觸面形成 緩衝層’以降低阻力。故本發明之出氣口( 40)係可視船殼(30) 之型體而選擇,惟必須在吃水線(WL)下方。 請再參閱第八圖所示,其係揭示該出氣口(40)係設在船 殼(30)兩側接近中央稜線的實施例,以下有關出氣口(40) 之說明以本例為主。本發明之出氣口(40)係可由固設在船殼 (30)表面之管體所構成,該管體上設有多數之氣孔,該氣孔 可為圓孔或細長條型。此種外設型之管體所構成之出氣口 (40),其優點係不用改變船殼(30),可於出廠後再按裝。而 另一可行實施例是可於出廠前即在船殼(30)表面設有多數出 氣口(40)亦可。 請再閱第八圖所示,本發明之出氣口( 40 )係由一設在船 殼(30)内部之加壓氣體供應室(50)將空氣或引擎室所產生 之引擎廢氣,以管線(51)送至出氣口(40)。該出氣口(40) 可設成多個區段,且分別由加壓氣體供應室(50)之管線(51) 來控制那一個區段之出氣口(40)釋出氣體。 此外,該出氣口(40)所釋出之氣體,亦可如第九圖所示, 利用設在船殼(30)内之電力供應室(60),經由一電線(61) 1374103 將電源送至各出氣口(40)周邊之加熱裝置(41),使水變成 汽化氣體而釋出,而此一水汽化氣體會形成氣泡,貼著船殼 (30)表面而流線上升。本實施例之各出氣口(40)亦可設成 多個區段,由電力供應室(60)來控制各區段的開啟(ON) 或關閉(OFF)者。 本發明利用上揭技術手段,使得船殼(30)可在吃水線 (WL)以下釋出氣體,且該氣體的釋出是可依需求選擇出氣 口(40)’如第十圖所示,當船殼(30)行進時,如前所述, 由船首(31)與水接觸之a點至b點係為高壓區,尤其b點位 置還會形成擾流及一小段低壓區,因此當船殼(30)行駛在某 一航速時,b點處會形成一個極大表面摩擦阻力。緣是,本發 明此時可選擇較接近吃水線(WL)位置的出氣口(40)來大 量釋放氣體(70),而此等氣體(70)浮出吃水線(WL)時, 剛好位在該b點處,不僅可以降低水對此高壓區所產生的壓 力’亦可降低水對低壓區所產生的吸力,同時消際二種阻力。 利用上揭釋放氣體之出氣口(40),本發明進一步之使用 狀癌參考圖,係如第十一〜十四圖所示。 首先’如第十一圖所示’該船殼(30)呈靜止,其航速(u) 為〇 ’此時該出氣口(40)所釋出之氣體(70)係如圖所示貼 著船殼(30)表面沿盤殼面上升。 第十二圖所示係船體船殼(30)長300m,吃水15m,且航 速為5節之使用狀態圖’由於氣體在水中上升之速度約18m/min (氣體從15m深釋出,氣體沿船殼曲弧度路徑的行程為i8m), 如在船首下方吃水線(WL) l5m處釋出氣體,則上升氣體(7〇) 如圖所示之流線在離船首150m處之w處浮出水面。 -12 - 1374103 第十三圖所示係同一尺寸之船殼(30),吃水15m,航速 為10節(3〇〇m/min)之使用狀態圖,由於氣體在水中上升速 度為18m/min(氣體從l5m深釋出,氣體沿船殼曲弧度路徑的 行程為18m),故在船首下方吃水線(WL) 15m處釋出氣體, 則氣體(70)在船尾c處浮出水面。The contact between the hull and the water reduces the average density of the water in contact with the hull. C). The shape of the hull, the speed of the ship, the temperature of the water and the water, etc. , the gas is released from the release surface to the surface of the hull, and floats to the surface at a predetermined position according to a predetermined flow line; and 3) using the compressibility of the gas, the released gas acts as a buffer layer in the high pressure region and the low pressure region, so that It reduces the pressure of water on the hull in the high pressure zone, and reduces the suction of the water to the hull in the low pressure zone, so as to simultaneously reduce the pressure and suction double resistance generated during navigation, and the released gas also has the aforementioned step b ). The characteristics. In this way, the ship speed can be made faster with the same power, and a large fuel cost can be saved, and the carbon dioxide reduction target can be achieved. [Embodiment] First, please refer to the fourth embodiment, the preferred embodiment of the present invention is a ship in a hull. The shell (30) leading edge water line (WaterLeve Bu WL) and its vicinity are provided with an air outlet (40) for gas release. The ship system of this embodiment is a cruise ship (20), but is not limited thereto. That is, a hull or carrier including any of military, commercial, rest and sports can be implemented. The length of the hull (30) is (L), the width of the beam is indicated by (B), the draft is (D), and the speed is expressed by U. The gas outlet (40) of the present invention releases a gas, and a possible embodiment 'is as shown in the fifth figure (A), (B)' is located in the hull (30) extending from the bow (31) to the rear -10 The adjacent sides of the central ridgeline (301) correspond to the two sides. Of course, as shown in the sixth figure (A) and (b), the air outlet (4〇) is provided in the center of the flange body (3〇2) in which the hull (30) extends rearward from the bow (31). The bottom surface, in this way, the gas outlet (40) is located in the center, and gas (70) can be released from both sides. In addition, for a special hull (30), such as the pylon shown in the seventh figure (A), (B), except that an air outlet (40) is provided along the leading edge of the bow (31), Further, a row of lateral air outlets (40) may be provided on the front side of the flat bottom surface (303), and the gas (70) may be released backward to form a buffer layer 'to the contact surface of the entire flat bottom surface (302) with water to reduce the resistance. Therefore, the air outlet (40) of the present invention is selected to be visible to the shape of the hull (30), but must be below the waterline (WL). Referring to FIG. 8 again, it is disclosed that the air outlet (40) is disposed on both sides of the hull (30) near the central ridgeline. The following description of the air outlet (40) is mainly based on this example. The air outlet (40) of the present invention may be constituted by a tubular body fixed to the surface of the hull (30), and the tubular body is provided with a plurality of air holes, which may be round holes or elongated strips. The outlet port (40) formed by such a peripheral type pipe body has the advantage that the hull (30) is not changed, and can be installed after being shipped from the factory. Another possible embodiment is that a plurality of air outlets (40) may be provided on the surface of the hull (30) before leaving the factory. Referring to FIG. 8 again, the air outlet (40) of the present invention is an exhaust gas generated by air or an engine room by a pressurized gas supply chamber (50) disposed inside the hull (30). (51) Send to the air outlet (40). The gas outlet (40) may be provided in a plurality of sections, and the gas outlet (40) of the section is controlled by the line (51) of the pressurized gas supply chamber (50) to release the gas. In addition, the gas released by the air outlet (40) can also be powered by a power supply room (60) provided in the hull (30) via a wire (61) 1374103 as shown in FIG. The heating means (41) to the periphery of each gas outlet (40) releases water into a vaporized gas, and the water vaporized gas forms bubbles which rise in line with the surface of the hull (30). Each of the air outlets (40) of this embodiment may be provided in a plurality of sections, and the power supply room (60) controls the ON or OFF of the sections. The invention utilizes the above-mentioned technical means that the hull (30) can release the gas below the waterline (WL), and the release of the gas can select the air outlet (40) according to the demand', as shown in the tenth figure. When the hull (30) travels, as mentioned above, the point a to point b in contact with the water by the bow (31) is a high pressure zone, and in particular, the b-point position also forms a turbulence and a small low-pressure zone, so When the hull (30) is traveling at a certain speed, an extreme surface frictional resistance is formed at point b. The edge is that the present invention can select a gas outlet (40) closer to the waterline (WL) position to release a large amount of gas (70), and when the gas (70) floats out of the water line (WL), it is just at At point b, not only can the pressure generated by water in this high pressure zone be reduced, but also the suction force generated by water on the low pressure zone can be reduced, and at the same time, two kinds of resistance can be eliminated. The use of the gas outlet (40) for releasing the gas is further used in the present invention as shown in Figs. 11 to 14. First, as shown in the eleventh figure, the hull (30) is stationary, and its speed (u) is 〇'. At this time, the gas (70) released by the air outlet (40) is attached as shown. The surface of the hull (30) rises along the surface of the casing. Figure 12 shows the hull hull (30) 300m long, draught 15m, and a speed of 5 knots. The speed of the gas rising in the water is about 18m/min (the gas is released from the depth of 15m, the gas along the gas The stroke of the hull curve is i8m). If the gas is released at the water line (WL) l5m below the bow, the ascending gas (7〇) will flow out at the wm 150m away from the bow. water surface. -12 - 1374103 The thirteenth figure shows the hull (30) of the same size, with a draught of 15m and a speed of 10 knots (3〇〇m/min). The speed of the gas rises in the water is 18m/min. (The gas is released from the depth of l5m, the stroke of the gas along the curved path of the ship's shell is 18m), so the gas is released at 15m below the waterline (WL) below the bow, and the gas (70) rises out at the stern c.
第十四圖所示係同一尺寸之船殼(30),吃水10m,航速 為15節(460m/min)之使用狀態圖’本例中之航速15節,較 前揭例都快,故選擇在船首下方吃水線約l〇m釋出氣體,則 氣體(70)剛好在船尾c處浮出水面。 以上四個使用狀態,用以說明氣體的釋放必須考慮到船體 的長度(L)、吃水深度(D)、航速(U)等各種參數,甚至須 參考當時之水溫,如此才能在最佳位置釋出最適量的氣體,使 得氣體的流線能貼著外殼表面而上升,使其能作用之區域達到 最佳化,亦即在高壓區可以降低水對船殼的壓力,而在 低壓區可以降低水對外殼的吸力,達到同時降低行船時之壓力 及吸力兩種阻力,使其效率提昇。Figure 14 shows the hull (30) of the same size, with a draught of 10m and a speed of 15 knots (460m/min). The speed of the map is 15 knots in this example, which is faster than the previous one. At the lower end of the bow, the water line releases about 10 μm of gas, and the gas (70) just rises to the surface at the stern c. The above four states of use are used to illustrate that the release of gas must take into account various parameters such as the length of the hull (L), draft depth (D), speed (U), and even the water temperature at that time. The position releases the most appropriate amount of gas, so that the flow line of the gas can rise against the surface of the outer casing, so that the area where it can be actuated is optimized, that is, the pressure of the water on the hull can be reduced in the high pressure zone, and in the low pressure zone. It can reduce the suction force of the water on the outer casing, and at the same time reduce the pressure and suction force when the boat is on the boat, so that the efficiency is improved.
亦即’本發明使用前揭出氣 村軋體從船底釋出,藉以 降低水對船殼(30)的摩擦阻力。如此__來,以相同馬力航速 得以增快’或是說要達到侧的敢航速,本制可以不用那 麼高馬力或推進力’可節省大量的燃料費及二氧化碳排放量, 在此能源短缺之時代,具有正面的經濟效益及環保功能。 综上所述,本發明所揭示之技術手段,確具 及「可供產業利用」等發明專利要件,祈請鈞局j 專利,以勵發明,無任德感。 α賜 -13- 1374103 惟,上述所揭露之圖式、說明,僅為本發明之較佳實施例, 大凡熟悉此項技藝人士,依本案精神範疇所作之修飾或等效變 化,仍應包括本案申請專利範圍内。 1374103 【圖式簡單說明】 第一圖係習用一種郵輪之立體圖。 第二圖係習用一種郵輪之側視圖。 第三圖係習用一種郵輪之俯視圖。 第四圖係本發明之船殼的側視圖。 第五圖(A)、(B)係本發明之出氣口設在船殼中央稜線 兩侧之示意圖。 第六圖(A)、(B)係本發明之出氣口設在船殼凸緣體中 央之示意圖。 第七圖(A)、(B)係本發明之出氣口設在平底船之示意圖。 第八圖係本發明之船殼的部分結構放大圖。 第九圖係本發明之氣體釋放另一可行實施例示意圖。 第十圖係本發明釋放氣體之示意圖。 第十一圖係本發明靜止時之使用狀態參考圖。 第十二圖係本發明航速5節之使用狀態參考圖。 第十三圖係本發明航速10節之使用狀態參考圖。 第十四圖係本發明航速15節之使用狀態參考圖。 【主要元件符號說明】 (20)郵輪 (30) 船殼 (31) 船首 (301)中央稜線 ( 302)凸緣體 ( 303)平底面 (41)加熱裝置 (50) 加壓氣體供應室 (51) 管線 (60) 電力供應室 (61) 電線 (70)氣體 出氣口 -15-That is, the use of the gas rolling body is released from the bottom of the ship before the use of the present invention, thereby reducing the frictional resistance of the water to the hull (30). So __ come, the same horsepower speed can be increased 'or to reach the side of the dare speed, the system can not use such high horsepower or propulsion - can save a lot of fuel costs and carbon dioxide emissions, in this energy shortage The era has positive economic benefits and environmental protection functions. In summary, the technical means disclosed by the present invention have the invention patent requirements such as "available for industrial use", and pray for the patent of the bureau, in order to invent the invention, and have no sense of virtue. 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 Within the scope of the patent application. 1374103 [Simple description of the diagram] The first picture is a perspective view of a cruise ship. The second figure is a side view of a cruise ship. The third figure is a top view of a cruise ship. The fourth figure is a side view of the hull of the present invention. Fig. 5 (A) and (B) are schematic views showing the air outlet of the present invention provided on both sides of the central ridge of the hull. Fig. 6(A) and (B) are schematic views showing the air outlet of the present invention at the center of the hull flange body. The seventh diagrams (A) and (B) are schematic views of the air outlet of the present invention provided on a punt. The eighth drawing is an enlarged view of a part of the structure of the hull of the present invention. The ninth drawing is a schematic view of another possible embodiment of the gas release of the present invention. The tenth figure is a schematic diagram of the gas released by the present invention. The eleventh drawing is a reference diagram of the state of use of the present invention at rest. The twelfth figure is a reference diagram of the use state of the speed section of the present invention. The thirteenth drawing is a reference diagram of the use state of the speed of 10 knots of the present invention. Fig. 14 is a reference diagram of the use state of the speed of 15 knots of the present invention. [Description of main component symbols] (20) Cruise ship (30) Hull (31) Bow (301) Central ridgeline (302) Flange body (303) Flat bottom surface (41) Heating device (50) Pressurized gas supply room (51 ) Pipeline (60) Power Supply Room (61) Wire (70) Gas Outlet -15-
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