TWI722062B - Structure to reduce ship's sailing resistance - Google Patents

Abstract

A structure for reducing the sailing resistance of a ship is applied to a ship vehicle. The ship has a front end and a tail end. A centerline is formed between the front end and the tail end. The structure for reducing the sailing resistance of the ship includes at least one The spoiler is arranged on the surface between the widest part on both sides of the ship and the tail end, or on the surface between the deepest part of the draught at the bottom of the ship and the tail end; The setting of the spoiler to generate turbulence can reduce the resistance of the ship while sailing, and can increase the speed of the ship or reduce fuel consumption.

Description

Structure to reduce ship's sailing resistance

The present invention relates to a structure for reducing the sailing resistance of a ship, in particular to a structure for setting a spoiler on the surface of the hull of a ship to generate turbulence and thereby reducing the sailing resistance.

The ship bears the resistance of water while sailing, and the resistance affects the traveling speed greatly. Resistance not only causes the ship to consume more energy and fuel, but its power generation mechanism and power transmission mechanism need to bear a greater load and are easily worn out, and it will increase the sailing time, produce more exhaust gas and waste heat, and cause environmental pollution. And the loss of energy and travel time by the transport industry.

However, although the design of the current ship's streamlined shape is very helpful to the improvement of resistance, the actual reduction of resistance still has its limits. Please refer to Figures 1A and 1B, which are the current schematic diagrams of the conventional ship sailing in the water. The ship 1 has a hull 100, the direction of advancement of the hull 100 is H, the hull 100 has a front end 11 and a tail 14, and the hull 100 has a widest part 12 and a deepest part 13 between the front end 11 and the tail end 14. When the ship 1 is sailing in the water, the water has a relative speed with respect to the hull 100. According to fluid mechanics, when the fluid flows through the surface, a boundary layer is formed on the surface. Therefore, when the ship 1 moves in the water, it will be A boundary layer 31 is formed near the surface of the hull 100. The boundary layer 31 includes a boundary layer on the side surface of the hull 100 and a boundary layer on the bottom surface of the hull 100. The boundary layer 31 gradually thickens from front to back. The boundary layer 31 is attached to the hull 100 and moves forward with the ship, and its increasing cross-sectional area and increased total weight increase the resistance of the ship.

In addition, the flow velocity of water relative to the hull 100 is the largest at the widest part 12, and the separation point 15 in front of the front end 11 and the rear end 14 is the smallest, and the wake current is generated behind the separation point 15 ) 34; According to Bernoulli's principle, the flow rate is inversely proportional to the pressure. Therefore, the pressure of the water on the ship is the largest at the front end 11, and then gradually decreases to the smallest point at 12, and then gradually increases to the departure point 15; Therefore, the total longitudinal pressure from the front end 11 to the widest point 12 is greater than the total longitudinal pressure from the widest point 12 to the rear end 14. This pressure difference between front and rear is also the pressure resistance that hinders the ship’s advancement. The resistance reduces the speed of the ship.

In view of this, the creator of the present invention expects to provide a structure and its application that can reduce the sailing resistance of a ship. Specially set spoilers are used to reduce the thickness of the boundary layer, and the departure point is moved backward to increase the pressure on the stern. This reduces the resistance encountered by the ship while sailing, and increases the speed of the ship or reduces the fuel consumption, which is the creative motivation for the research and development of the present invention.

In order to achieve the above object, the main purpose of the present invention is to provide a structure for reducing the sailing resistance of a ship and its application. At least one or more turbulence generators are installed on the surface of the hull, and the turbulence generator can be used The flow device generates turbulence to reduce the thickness of the boundary layer on the surface of the hull, and moves the departure point backward to increase the pressure on the stern.

The structure for reducing the sailing resistance of a ship of the present invention includes at least one spoiler, which is arranged on the surface between the widest part on both sides of the ship and the tail end.

In another embodiment, the spoiler is arranged on the surface between the deepest part of the bottom of the ship in contact with the fluid and the tail end.

In a preferred embodiment of the present invention, the structure for reducing the sailing resistance of a ship includes a plurality of spoilers, and two adjacent spoilers form a space between them and are arranged in a linear shape.

In this embodiment, the structure for reducing the sailing resistance of a ship includes a plurality of spoilers, and the spoilers can be arranged in a long strip in series without intervals to match the special shape of the ship's vehicle.

In this embodiment, the spoiler has an action surface which faces the fluid and is used to collide with the fluid to generate turbulence.

In this embodiment, when the ship is sailing in the water fluid, the fluid and the spoiler have a relative velocity, and the action surface of the spoiler is at an angle of intersection within 60° with the centerline of the ship.

In another embodiment, the active surface of the spoiler and the centerline of the ship form an intersection angle of 0 degrees.

In a preferred embodiment of the present invention, the spoiler can have various structures such as a rectangular body, a rectangular body with an oblique end face, a trapezoidal corner column, a triangular pyramid or a semi-cone.

In this embodiment, the spoiler is attached, embedded or welded to the surface of the ship, or is integrally formed with the ship.

In this embodiment, the spoiler can be made of metal, plastic, wood, bamboo, glass, ceramic, or composite materials.

A structure for reducing sailing resistance of a ship and its application, wherein the ship includes a hull and at least one spoiler, and the spoiler is arranged on the surface between the widest part on both sides of the hull and the tail end, Or on the surface between the deepest part of the bottom of the hull and the tail end, the setting of the spoiler to generate turbulence can reduce the resistance of the ship when sailing.

In the present invention, by arranging a spoiler from the widest point to the tail end or the deepest point to the tail end of the ship hull surface, proper turbulence can be generated behind the spoiler to reduce the subsequent boundary layer, Move the departure point back to reduce the resistance of the fluid to the ship, which can increase the speed of the ship or reduce fuel consumption.

1: Ship

100: hull

11.110: front end

12, 120: The most narrow part of the hull

13, 130: the deepest part of the hull

14, 140: tail end

15: Departure point

2: spoiler

21: Action surface

a: length

b: width

c: height

31: Boundary layer

32: Laminar boundary layer

33: Turbulent boundary layer

34: Tracking Stream

A: The angle between the direction of the fluid streamline and the spoiler

C, C’, C1, C2: fluid flow direction

F: The force of the fluid acting on the spoiler

Fv: component force perpendicular to the spoiler

Fh: component force parallel to the spoiler

F’: The strain force of the spoiler

F": the strain force of the fluid itself

H: Ship heading

L: Centerline

V: Turbulent flow

Figures 1A and 1B are schematic diagrams of water flow when a conventional ship sails in the water.

Figures 2 and 2A are schematic diagrams illustrating the principle and structure of the spoiler of the present invention.

Figure 3 shows the force diagram of the fluid acting on the spoiler of the present invention.

Figure 4 is a schematic diagram of the boundary layer in laminar flow.

Figure 5 is a schematic diagram of the boundary layer in turbulent flow.

Figure 6 is a streamline diagram of the surface of the hull when water flows through the ship.

Figure 7 is the streamline diagram of the hull with a spoiler installed on the rear surface of the hull.

Figure 7A is an enlarged view of part B in Figure 7.

Figure 8 shows that the spoiler itself has very little resistance to sailing.

Figure 9 is a schematic diagram of the spoiler of the present invention installed on a single side surface of a ship.

Figure 10 is a schematic diagram of the spoiler of the invention installed on the bottom side of the ship's aft end.

Figure 11 is a schematic diagram of the spoiler of the present invention installed on the bottom surface of a ship.

Figure 12 is a schematic diagram of the structure of various spoilers of the present invention.

Figure 13 is a schematic diagram of the boundary layer.

Figure 14 is a schematic diagram showing the formation of turbulent flow after the boundary layer laminar flow of the present invention is disturbed.

In order to make the above and other objectives, features and advantages of the present invention more clearly understood, the following examples will be cited in conjunction with the accompanying drawings for detailed description.

Please refer to Figures 2 and 3, which show the changes and effects of the spoiler caused by the fluid when the spoiler of the present invention moves in the fluid. As shown in Figure 2A, the turbulence generator 2 has an action surface 21, which faces the fluid, and is used to collide with the fluid to generate turbulent flow, and can be used to guide the water flow to turn. When the ship 1 is sailing in the water fluid C, the water current C and the spoiler 2 have a relative speed. As shown in Figure 2, when the fluid C flows through the spoiler 2, if the streamline of the spoiler 2 and the fluid C is at an angle A, the fluid C will generate more turbulence behind the spoiler 2 When the flow line of the spoiler 2 and the fluid C is at an angle of 0 degrees, there will be less turbulence behind the spoiler 2. As shown in Figure 3, when the water flow C collides with the spoiler 2, the water flow C exerts a force on the acting surface 21 of the spoiler 2 to generate a thrust F. The thrust F can be divided into components perpendicular to the spoiler 2 The force Fv and the component force Fh parallel to the spoiler 2, and the component force Fv perpendicular to the spoiler 2 will produce a thrust in the normal direction to the spoiler 2. As the volume of the spoiler 2 is relative to the hull 100 The volume ratio is small, so the lateral thrust of the component force Fv on the spoiler 2 is extremely small, and the component force Fh is the force of the fluid parallel to the spoiler 2 and will not form a thrust on the spoiler 2.

As mentioned above, since the flow line between the spoiler 2 and the fluid C has an included angle (angle of attack) A, the fluid C will generate turbulence V behind the spoiler 2, so the spoiler 2 can be installed in a ship The rear half of the vehicle, as shown in Figures 7 and 7A, in the embodiment of the present invention, the spoiler 2 can be arranged between the widest part 120 to the tail end 140 on both sides of the hull 100 On the surface, as shown in Figure 9. In addition, as shown in Fig. 11, in addition to the boundary layer 31 generated on the side surface of the hull 100 when traveling, the boundary layer 31 is also generated on the bottom surface of the hull 100 (please refer to Figs. 1A and 1B) Therefore, the spoiler 2 can also be arranged on the bottom surface between the deepest part 130 and the tail end 140 of the hull 100. The spoiler 2 of the present invention can be provided with multiple spoilers. Two adjacent spoilers 2 can have an interval space and are arranged in a linear or other configuration. A plurality of spoilers 2 can also be arranged in series without spacing. Strip shape to match some special hull shapes, as shown in Figures 9 and 10.

Please refer to Fig. 4 and Fig. 5 and Fig. 14, which respectively show the boundary layer 32 of laminar flow and the boundary layer 33 of turbulent flow. In the boundary layers 32 and 33, the fluid C The flow velocity of the viscous layer in contact with the surface of the hull 100 is zero. The closer the fluid is to the surface of the hull, the smaller the flow velocity. The length of the arrow in the figure represents the flow velocity. Due to the high kinetic energy of water molecules in turbulent flow, high-kinetic energy water molecules have the characteristics of transferring kinetic energy to the surface of the hull, which increases the kinetic energy of water molecules close to the surface of the hull, and increases the flow rate of the water flow C', so when After the turbulence V is formed, the thickness of the boundary layer 33 is much smaller than that of the boundary layer 32, that is, the range of the hull surface affected by the water flow becomes smaller, which means that the retarding force caused by the water flow on the ship will also become smaller.

Please refer to Figures 6 and 7, which show that when the current C passes through the hull 100, since the front end 110 and the tail end 140 of the hull 100 are pointed, the streamline C1 is usually in the front half of the hull 100 (the bow After passing through the widest part 120 of the hull 100, the streamline C2 is in the deflection direction of the rear half of the hull 100 (stern section). Therefore, as shown in Figure 7A, when the spoiler 2 is horizontal When it is installed, that is, when the straight line formed by the length a of the active surface 21 of the spoiler 2 and the center line L of the hull 100 are at an angle of 0 degrees, since the water flow C deflects upward in the second half, it will interact with the spoiler 2 The straight line formed by the length a of the surface 21 forms an included angle (angle of attack) A, so the water flow downstream of the spoiler 2 becomes a turbulent flow V, thereby reducing the blocking force generated by the boundary layer on the hull 100. The (center line) L refers to the central line between the bottom of the front end 110 of the hull 100 and the bottom of the tail end 140. The angle A between the line formed by the length a of the active surface 21 of the spoiler 2 and the center line L may be less than 60 degrees; in this embodiment, the straight line formed by the length a of the active surface 21 of the spoiler 2 and The angle between the center line L is 0 degrees.

In addition, turbulence V is generated in the rear half of the hull 100, which can increase the pressure of the water flow on the rear half of the hull 100 and reduce the pressure difference between the front and the rear of the hull 100. In this way, the resistance caused by the pressure difference between the front and rear of the hull 100 when the ship is sailing can be further reduced.

Please refer to Fig. 8, which shows the influence of the spoiler 2 provided on the surface of the hull 100 on the resistance of the ship. Since the installation direction of the spoiler 2 is roughly parallel to the centerline L of the ship, the strain force F'of the water flow C acting on the normal direction of the spoiler 2 is extremely small and will not affect the ship’s forward speed. The heading H of the ship 1 is almost the same, so the resistance of the spoiler 2 to the ship 1 is extremely low.

In this embodiment, the ship model of the hull 100 is 6.246m in length, 1.057m in width, and 0.322m in draft. The spoiler 2 is a polygonal body with a length a of 2-10 cm and a width b of 0.5-2 cm. The height c is 0.5~1cm, but the structure of the spoiler 2 of the present invention is not limited to this. It may also be a rectangular body (Figure 12-2), a trapezoidal body with an inclined end face (Figure 12-4), Polygonal body (figure 12-5), triangular body (figure 12-1) or semi-circular body (figure 12-3) on the end face; the ratio of the volume of the spoiler 2 to the hull 100 can be determined according to requirements Choose the appropriate ratio and volume.

In this embodiment, the spoiler 2 can be attached, embedded or welded to the surface of the hull 100, or integrated with the ship 1 as an integral form. The material of the spoiler 2 can be made of metal, plastic, wood, bamboo, glass, ceramic, or composite materials.

Please refer to Figures 13 and 14. Figure 13 is a schematic diagram of the boundary layer generated when the fluid C flows through the hull surface of the ship 1. The velocity of the water decreases as it approaches the hull surface, and the velocity after leaving the boundary layer 31 Tend to be the same. Figure 14 is a schematic diagram of the spoiler 2 of the present invention acting on the boundary layer 32 of the laminar flow to form a turbulent boundary layer 33. When the ship 1 is provided with the spoiler 2 of the present invention, the laminar flow is formed after being disturbed Turbulent flow, so the thickness of the boundary layer can be reduced.

In summary, the present invention can clearly achieve the intended purpose of the invention, that is, using the surface between the widest part and the tail end on both sides of the ship, or the surface between the deepest part of the bottom of the ship and the tail end. The turbulence provided on the spoiler generates turbulence to reduce the thickness of the boundary layer, move the departure point backward and increase the pressure at the stern of the ship, thereby reducing the water resistance suffered by the ship during navigation, so the present invention can effectively improve the navigation of the ship The speed or reduction of fuel consumption is undoubtedly of practical value, and it has the requirements of industrial utilization, novelty and advancement, so it is necessary to file an invention patent application in accordance with the law.

The above are only preferred embodiments of the present invention, and all equivalent design changes made in accordance with the scope of the patent application of the present invention should be covered by the technical scope of the present application.

1: Ship

100: hull

110: front end

120: The longest part of the hull

130: The deepest part of the hull

140: tail end

2: spoiler

C: fluid flow direction

H: Ship heading

V: Turbulent flow

Claims (4)

A structure for reducing the sailing resistance of a ship, which is used in a ship vehicle. The ship has a front end and a tail end and can navigate in water. A centerline is formed between the bottom of the front end and the bottom of the tail end of the ship The structure for reducing the sailing resistance of a ship includes a plurality of spoilers, and the spoilers are arranged on the surface between the widest part on both sides of the ship and the tail end or the deepest part of the bottom draught of the ship and the On the surface between the tail ends, the spoilers have an action surface, and the straight line formed by the length of the action surfaces of the spoilers forms an intersection angle within 60° with the centerline of the ship. The spoilers Arranged in a plurality of long strips, and two adjacent ones of the long strips of the spoilers have a space between them or the spoilers can be arranged in series without space. A structure for reducing the sailing resistance of a ship, which includes: a hull and a plurality of spoilers, and the spoilers are arranged on the surface between the widest part on both sides of the hull and the aft end, or the On the surface between the deepest part of the bottom of the hull and the tail end, the spoilers have an action surface, and the straight line formed by the length of the action surfaces of the spoilers is 60° to the centerline of the hull. Within the angle of intersection, the turbulence generated by the arrangement of the spoilers can reduce the resistance of the ship during navigation. The spoilers are arranged in a plurality of strips, and the strips of the disturbances There is a space between two adjacent ones of the spoilers in the spoiler or the spoilers can be arranged in series without a space. The structure for reducing the sailing resistance of a ship as described in item 1 or item 2 of the scope of the patent application, wherein the spoiler is a trapezoid with an oblique end, a polygon with an oblique end, a triangle or a half Round body and other structures. As described in item 3 of the scope of patent application, the volume of the spoiler is compared with the hull of 6.246m in length, 1.057m in width, 0.322m in draft, and its length is 2~10cm. , The width is 0.5~2cm, the height is 0.5~1cm in proportion to the volume.

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