WO2013034059A1 - Water-borne skimming ship - Google Patents

Abstract

A water-borne skimming ship comprises a streamline ship body (6), a power driving device with a centrifugal turbine, a high-speed travel balancing system, and a rudder. The centrifugal turbine is installed at the lower part of the ship body, the turbine blade (2) is installed and fixed at the outer edge of a turbine hub (3), the turbine blade (2) extends downwardly and is exposed below the ship bottom. The water-borne skimming ship adopts the centrifugal turbine to apply a counter-acting force of a positive pressure on the water surface, and a component in the vertically upward direction of the force lifts the ship body out of the water surface and enables the ship body to be in no contact with the water surface. A component in the horizontally forward direction on the water surface exerted by the centrifugal turbine is the basic driving force to drive the ship to travel at a high speed. The water-borne skimming ship significantly reduces the area of contact between the ship and water as well as the resistive force that the ship is subject to, greatly increases the travel speed, thereby providing a high-speed, convenient, and economical water-borne vehicle.

Description

 Water flywheel

[Technical Field]

 The invention relates to a water transportation vehicle, in particular to a motorized propulsion ship capable of sailing at a high speed, so that it can reach a navigation speed similar to a water surface (that is, a high speed navigation where the hull can be separated from the water body), and the ship can be applied not only to the ship. Civilian ships can also be used for military ships and other purposes.

 【Background technique】

 The paddle steamer is a maneuvering propeller that is well known. Conventional paddle steamers are usually equipped with a pair of water-pumping wheels on the side of the ship, and the water-driven blades are installed on the outer edge of the paddle wheel along the radius of the paddle wheel. This is a popular steam engine era. The ship, which drives the paddle wheel through the steam engine, rotates the paddle wheel, and the paddle wheel on the paddle wheel dials water to push the vessel forward. The driving efficiency is low and the navigation is slow, which has already been eliminated. In order to meet the needs of modern navigation, people have continuously carried out various research and development and improvement on the ship, especially for the related modification of the paddle wheel, but the effect is limited, and it is difficult to greatly increase the speed.

 The main resistance to conventional ships is the large area of contact between the hull and the high-density water. Even for speedboats such as speedboats, their rear bottom has a large contact area with water; Above the ship. It is also unavoidable that the propeller immersed in water is adversely affected by the resistance of high-density water. Conventional ships are therefore subject to large water resistance. When conventional ships are accelerating, the water resistance of conventional ships will increase sharply with a larger increase, which is the fundamental reason why conventional ships are difficult to drive at high speed.

 The Chinese Patent Publication No. "CN101875394A" discloses a "Paddle Wheel Speedboat", which is a speedboat technique. Judging from its disclosure, it is not substantially different from conventional paddle steamers. According to the speedboat technology disclosed in the application, it will inherit the characteristics of conventional paddle steaming, and it will still maintain its low driving efficiency. It is not possible to achieve the purpose of lifting the front hull's water surface for high-speed navigation as described in the application. In addition, even if it achieves the purpose of the technology, it can not completely detach the hull from the water surface, and the rear hull is still sitting on the water surface. During the voyage, the hull is still subjected to large water resistance, which in turn affects the speed.

 A paddle wheel technology for a paddle steamer disclosed in Chinese Patent Publication No. "CN101767641A", which is a paddle wheel technology of a conventional paddle boat which inherits the drive wheel of the conventional paddle boat described above. The drive wheel is lower than the conventional paddle boat; the water-flooding impeller of the drive wheel can be regarded as being based on the conventional paddle wheel water-flooding impeller, and the conventional water-flooding impeller is modified to bend the inner half from the middle. The angle of a degree, the angle shown in this embodiment is about 40 degrees, so that the water-flooding impeller becomes the structure of the two-stage water-spraying blade, half of which is near the inner half of the axle, and near the outer edge. The outer half consists of two segments. When the water impeller is close to the water surface, the water impeller near the inner half of the axle is slamming the water surface, while the water impeller of the paddle boat is lifted by the water facing it, so that the hull can be lifted up. water surface.

 However, among the techniques described in "Planer Wheels for Paddle Boats", its important shortcomings are: a. Its water-flooding impeller also has a larger contribution to the outer edge of the outer edge that provides greater contribution to its navigation. In this section, the impeller is similar in angle to the conventional paddle wheel blade described above; the vessel uses an extremely unfavorable installation angle of conventional paddle blades in the outer half of the outer edge that provides a greater contribution to navigation. It also inherits the disadvantage of the low efficiency of the conventional paddle steamer. It greatly weakens the lesser benefits brought by the inner half of the water-flooding impeller, and significantly reduces the overall water-removal efficiency of the drive wheel. . b. The hull of the rear half of the paddle steamer using the paddle wheel is still sitting on the surface of the water, and the front hull that is lifted out of the water surface is dragged forward, and there is still a large gap between the bottom of the ship and the water surface. Contact area.

 Due to the presence of the outer half of the outer edge of the impeller, the ship inherits the disadvantage of the low efficiency of conventional paddle steaming. At the same time, because the rear bottom of the ship is still sitting on the water surface, between the rear of the ship and the water surface. There is still a large contact area and a large surface resistance. Although this technology has a significant improvement over the driving performance of a conventional paddle boat in the steam engine era, it does not have the same technology as other conventional speedboats of the prior art. Shows a speed advantage. The other three water-injecting impellers involved in the patent application are close to the water-dispensing blade structure of the outer half of the outer edge. The shortage of these blades is similar to the inadequacies of the water-jet blades described above. defect.

 The conventional ship has a low sailing speed. The conventional ship hull 1 only focuses on the hydrodynamic design of the hull immersed in the underwater part. The surface structure of the hull on the water part is not highly pneumatic. Flow linearity requirements (see Figure 1-1).

 A conventional centrifugal turbine pump or a centrifugal turbine pump (see Figure 1-2), which is a device dedicated to conveying water or conveying gas; this type of technology for conventional centrifugal turbines, no one has previously The extension is applied to the case of lifting a ship and simultaneously using it for driving a ship at a high speed.

 Conventional technology ships have a large area of contact with water, such as the hull, the bottom of the ship, etc., and the above-mentioned several improved prior art ships have not achieved significant drag reduction. Therefore, the prior art ship cannot meet the requirements of people who want to greatly increase the speed.

 [Summary of the Invention]

 The object of the present invention is to overcome the deficiencies of the prior art and provide a water flywheel boat, which greatly reduces the water resistance it receives, and achieves the effect of flying on a surface similarly, thereby greatly improving the speed of the ship's water navigation. , providing people with high speed, fast and economical water transportation.

The object of the present invention is achieved as follows: The water flywheel vessel comprises a hull and a marine power plant provided with a propulsion device, the improvement being: the hull is a streamlined hull whose overall outer surface conforms to aerodynamic characteristics; the propulsion device is a centrifugal turbine The centrifugal turbine is mounted on a lower portion of the hull. The centrifugal turbine includes a turbine shaft, a turbine hub and a wide turbine blade; the turbine blade is mounted and fixed to the outer edge of the turbine hub, and the turbine blade is extended downwardly and exposed to the bottom of the ship; the centrifugal turbine is exposed to the hull The preferred height of the lower part is greater than a quarter of the turbine diameter and less than the turbine radius; lower part of the hull Two pairs, three pairs or more pairs of centrifugal turbines are arranged on both sides; the hull is provided with a rudder at the tail, and the bottom of the rudder is a high speed rudder; the centrifugal turbines on both sides of the lower part of the hull can be arranged in an asymmetrical arrangement Installation and configuration; Centrifugal turbines can also be placed symmetrically on either side of the lower part of the hull.

 The upward force of the hull's turbine against the positive pressure of the water, driving the hull upward and lifting out of the water surface, freeing the hull from the obstacle of high-density water; the forward component of the counterforce of the positive pressure of the turbine, forming the driving ship The main driving force of the forward; when the turbine of the present invention rotates forward, there is relative movement between the water and the turbine, and the turbine blades are thus subjected to the viscous resistance and turbulent resistance of the water; these resistances of the water to the turbine have the function of preventing the rotation of the turbine. Trends, for this ship, the resistance that the ship receives is transmitted through the turbine, pointing to the front force, which not only does not constitute a resistance to the advancement of the ship, but constitutes one of the traction forces that drive the ship forward. Our common example is: When the car is driving, the ground surface constitutes a resistance to the rotation of the wheel, and this force is the driving force for driving the car. If this force is zero, the car will slip in place. travel. The invention thus limits it to the extent that the unfavorable resistance to water is minimized.

 Further, the hull is provided with a fairing of a centrifugal turbine, and the fairing is provided with an opening at the intersection of the bottom of the ship, the turbine blade protrudes from the opening, and the hull is connected above the hull at a position close to the turbine shaft at the fairing. a rectifying intake pipe communicating with air;

 Further, the rear side of the centrifugal turbine fairing of the ship is provided with a rear spray drainage port, the bottom of the ship is provided with a rear spray water outlet, and the ship body is provided with a rear spray flow channel communicating with the rear spray drain port and the rear spray water outlet; The distance between the outer edge of the centrifugal turbine and the inside of the fairing is significantly greater than the distance between the outer edge of the turbine of a conventional centrifugal turbine pump and the inside of the pump casing.

 When the turbine of the ship rotates, the turbine will bring a part of the water into the fairing, so that the turbine blades will contact the inner wall of the fairing through this part of the water, and the turbine will be subjected to a large water resistance, which can be greatly improved as follows. The turbine is hereby subjected to the resistance of the water: First, through the rear spray outlet on the rear side of the fairing, most of the water introduced into the interior of the fairing is passed through the rear jet, and then the water is discharged from the rear to the water surface behind the bottom of the ship. Injecting it out; it not only draws most of the water flow inside the turbine fairing, but also allows the turbine to avoid energy loss caused by this part of the water inside the fairing, and simultaneously sprays the water from the rear to the rear of the ship. The jet can get extra propulsion energy. Secondly, a small part of the water inside the turbine fairing is not led out from the rear jet. In order to prevent this part of the water from contacting the turbine blades and hindering the rotation of the turbine, the outer edge of the turbine and the inner wall of the fairing are here. A large spacing is provided; when a high-speed rotating turbine blade brings a small amount of water into the fairing, the high-speed splashing water is restrained by the inner wall of the fairing and flows along the inner wall of the fairing toward the direction of rotation of the turbine. Finally, from the front end of the fairing, it is ejected in the direction of the downward direction of the ship, which is directed backwards; this part of the jet stream will also provide a small amount of driving energy for the ship; the ship is due to the outer edge of the turbine blade and the inner wall of the fairing The spacing is large, with a small portion of the water that is brought into the fairing by the turbine blades out of contact with the turbine blades, thereby preventing the turbine from being obstructed by this portion of the water inside the fairing.

 Further, a line determined by one end of the outer edge of each turbine blade on the centrifugal turbine and the other end of the outer edge of the adjacent turbine blade is parallel to the axis of the turbine shaft; one end of each inner edge of the turbine blade The line determined by the end point of the other side of the inner edge of the adjacent turbine blade is parallel to the axis of the turbine shaft; any point above the outer edge of all turbine blades is above the cylindrical surface determined by the radius of the turbine; The projection of the outer edge of the blade on a plane perpendicular to the axis of the turbine is a standard circle;

 In another aspect, the midpoint of the outer edge of any one of the turbine blades is on the same line as the two ends of the outer edges of the adjacent turbine blades, the straight line being parallel to the axis of the turbine shaft; any one of the turbine blades The midpoint of the inner edge is on the same line as the two ends of the inner edge of the adjacent turbine blade, which is parallel to the axis of the turbine shaft; at any point above the outer edge of the turbine blade Is located above the cylindrical surface of the cylinder formed by the radius of the turbine; the projection of the outer edge of all turbine blades in a plane perpendicular to the axis of the turbine is a standard circle;

 Further, the bottom of the ship is provided with a stepped step, and a port is opened at the step of the step, the hull has a stepped intake pipe, and the lower end of the stepped intake pipe is connected with the port, and the upper end of the stepped intake pipe is connected with the air;

 Further, an air valve is installed in the stepped intake pipe.

 In another solution, a pair of centrifugal turbines are symmetrically disposed on both sides of the lower portion of the hull. Before the centrifugal turbine is placed at the center of gravity of the middle portion of the hull, a lower water deflector is disposed at a lower portion of the rudder, and the high speed rudder is disposed under the water ski. Side wall rudder plates on the left and right sides, the side wall rudder plates are perpendicular to the water skis;

 Further, the lower end of the water ski is provided with a water slide step, and the water slide is provided with a vent hole, and the vent hole is connected with a sliding air inlet pipe connected with the air above the hull;

 Further, the hull has a built-in compressed air pump, and the compressed air pump communicates with the air hole through the sliding plate intake pipe.

 In another solution, the centrifugal turbines disposed on opposite sides of the hull are connected by a transmission; the shifting intervals of the gear ratios are respectively three shifting zones of less than 1, equal to 1, and greater than one; When the gear ratio is equal to 1, the centrifugal turbines on both sides can be rotated synchronously; when the adjustment gear ratio is less than 1 or greater than 1, respectively, it can also reach the left high and the low low differential rotation, or the right high left low difference. Speed rotation.

 When the left and right centrifugal turbines rotate synchronously, the driving force received by the ship is along a completely forward linear direction. When the left centrifugal turbine rotates less than the right side, the right side of the ship receives a greater driving force, and the ship will deflect to the left. When the left centrifugal speed is greater than the right side, the left side of the ship is subjected to a larger Driving force, the ship will deflect to the right;

Thus, the technique used in the present invention can change the direction in which the ship sails by adjusting the difference in rotational speed between the left and right turbines. When this scheme is used for a ship that is driven by two or three or more pairs of turbines, the high speed rudder at the rear of the hull is no longer necessary for configuration. The present invention completely eliminates the high speed rudder at this time, thereby further reducing the water resistance experienced by the ship at the rudder during high speed navigation. Further, a high-speed air passage is provided in the high-speed rudder, and the high-speed air passage extends to the hull through the rudder and the rudder hollow shaft disposed on the rudder. The hull has a built-in compressed air pump, and a high-speed air passage above the compressed air pump. The outlet is connected; the left and right sides of the front edge of the high speed rudder are respectively provided with a rear spray slit whose opening is directed to the rear, and the rear spray gap is connected with the high speed air passage; when the ship is sailing at a high speed on the water surface, the high speed rudder is submerged in the water, due to the rear spray The gas ejected in the gap forms a gas film between the high-speed rudder surface and the water body, thereby greatly reducing the water resistance of the high-speed rudder.

 A further solution is to have a chute inside the rear spout, an airtight slider above the chute, the airtight slide can slide up and down along the chute; there are two micro slides on the side of the high speed rudder Water board; the micro-skid board is high in front and low in the front, and it is at an angle of a few degrees with the horizontal plane; the gap between the micro-skid board and the air-tight slider on the inner chute of the post-spraying slit is fixedly connected; When the micro-skid plate and the air-tight slider slide up and down along the chute, it can close the rear spray gap above the air-tight slider and open the rear spray gap below the air-tight slider; the air-tight slider and the rear spray slit A downwardly biased return spring is connected.

 When the water surface of the stern rises, the water flow impacts the micro-skid plate to rise, thereby driving the air-tight slider to slide upward along the sliding groove inside the rear-spraying slit, and simultaneously closing the back-spraying slit of the upper surface of the water. Opening the rear spray gap in the lower part of the water surface; when the water surface of the stern is lowered, the airtight sliding block and the miniature water skiing plate are lowered by the double action of the dead weight and the return spring, and the airtight sliding block will slide along the inside of the rear spray slit. The groove slides down, and the back spray gap on the upper side of the water can still be closed, and the back spray gap in the lower part of the water surface is kept open.

 By using a gas-tight slider with a miniature water-skiing plate, the solution can close the rear spray gap above the water surface in time, and can open the rear spray gap below the water surface. The solution can close the back spray gap above the water surface in time while ensuring that the spray gap is completely opened and jetted under the water surface, and the technical means of avoiding the gas flowing out over the water surface after the water surface is avoided. Lead to waste of jet energy.

 Further, a shock absorbing buffer system is provided between the centrifugal turbine and the hull, which can alleviate the impact bumps of the present ship when sailing on a wave of unsettled water. The shock absorbing cushion system can use either a spring plate to cushion the shock, a coil spring to cushion the shock, and a shock absorbing cushion for the high pressure air bag.

 Further, the ship's drive system not only uses a centrifugal turbine, but also provides the hull with the force of lifting the water surface and the driving force for forward driving; on the hull, a propeller driving the air forward and an engine driving the propeller are added, which is obviously increased. The driving force of its forward driving.

 The following scheme for realizing the water flywheel ship of the present invention can be obtained from:

 Option One:

 The water flywheel vessel of the present invention comprises a streamlined hull, a power system including a propulsion device, an armor, a high speed running balance system, a rudder and the like, and the power system is installed in the hull.

 In contrast to conventional ships, the present invention has a higher linearity requirement for the aerodynamic flow including the hull superstructure. Therefore, the present invention requires that the entire outer surface of the hull conforms to the streamlined hull required for aerodynamic drag reduction.

 The propulsion unit uses a centrifugal turbine driven by a main engine to drive the ship. The centrifugal turbine is mounted on the lower side of the side of the ship to lift the hull all the way out of the water.

 The turbine structure of the centrifugal turbine used in the present invention is similar to that of a conventional centrifugal pump and a centrifugal pump, but the difference is: for the same driving power, the centrifugal turbine radius and the width of the turbine blade used in the present invention are conventional. The centrifugal water pump is significantly larger, and is closer to the scale of the turbine blade of the centrifugal air pump, or larger than the outer edge of the turbine blade of the centrifugal air pump; the centrifugal turbine blade used in the present invention is only close to A portion of the outer edge of the turbine hub is fitted with turbine blades.

 The waterline anchored by this ship is basically similar to the low-speed waterline. When the centrifugal turbine starts to rotate, the turbine blades exert a downward and backward force on the water. Because the turbine blades rotate at a lower speed, the turbine blades are facing downward. The force does not support the hull up and rises out of the water. At this point the ship is driving at a low speed.

 When the centrifugal turbine is driven to rotate at a high speed, the downward pressure and backward thrust exerted by the turbine blades on the water surface cause the hull to be subjected to greater upward and forward reaction forces, and the hull can be centrifuged by the water against its reaction force. Lifting the water surface, the hull is no longer in contact with the high-density water, and the resistance between the hull and the water surface no longer exists, so the ship can sail forward at high speed.

 When the ship is driving at a high speed and encounters the need for sudden braking and rapid deceleration, the centrifugal turbine can be stopped. At this time, there is a great resistance between the turbine blades located under the hull and the water, and the hull loses the lifting effect. Landing, the hull is also subject to great water resistance, and the ship will decelerate significantly.

 In order to provide lateral balance to the ship, a synchronous centrifugal turbine is symmetrically arranged on both sides of the hull; in order to provide longitudinal balance to the ship, two rows are arranged in front of and behind the hull or Multiple rows of synchronously rotating centrifugal turbines.

 The rudder of this scheme consists of two parts, one of which is a rudder similar to a conventional ship. This part of the rudder occupies most of its rudder area. This part of the rudder surface and the other part of the smaller area are jointly driven at low speed. When used for directional control, all of its rudder surfaces are submerged under water; the other part is always under water, which is a small area. The area of this part is the high speed rudder located below the high speed waterline, when the ship is at high speed. When driving, when the hull is lifted out of the water surface under the driving of the centrifugal turbine, the rudder also rises upwards along with the stern and the upper part of the rudder is exposed to the water surface, and the high speed rudder becomes the direction control rudder when the ship is traveling at a high speed.

Option II: The difference between the solution of the present invention and the first solution is that: there is a fairing above the centrifugal turbine, and the fairing is provided with an opening at the intersection of the bottom of the ship, the opening is larger and corresponds to the conventional centrifugal water pump outlet (or the conventional centrifugal air pump) At the position of the exhaust outlet), a large part of the centrifugal turbine is sealed by the upper fairing, and the other half extends downward from the position below the fairing and is exposed to the bottom of the ship. Preferably, The height of the exposed portion is greater than a quarter of the diameter of the turbine and less than the radius of the turbine. As the turbine blades rotate, the turbine blades exposed downwardly from the opening slap the water below, providing the vessel with upward lifting force and forward driving force.

 The fairing is provided with a rectifying intake pipe in the middle of the turbine, and the rectifying intake pipe is disposed at a position corresponding to the position of the inlet of the conventional centrifugal water pump (or the intake port of the conventional centrifugal air pump), the rectifying intake pipe It communicates with the air above the hull and constitutes a trachea for entering the air.

 When the centrifugal turbine starts to rotate, the turbine blades discharge the water in the fairing, and the air is charged from the rectifying intake pipe to the inside of the fairing. The charged air occupies the space occupied by the original water, so after the centrifugal turbine starts to rotate The turbine blade only contacts the external water surface at the larger opening below; the turbine blade at the exposed opening exerts a downward and rearward force on the water. When the turbine speed is low, the turbine blade faces the water downward. The force does not support the hull up and rises out of the water. At this point the ship is driving at a low speed.

 When the centrifugal turbine is driven to rotate at a high speed, the downward pressure and backward thrust exerted by the turbine blades on the water surface, the hull is subjected to the upward and forward reaction of the water, and the hull can be lifted out of the water by the centrifugal turbine. In contact with the high-density water, the resistance between the hull and the water surface no longer exists, and the ship can fly forward at high speed.

 This solution uses a turbine fairing that allows the aerodynamic flow on both sides of the hull to be more linear, which is beneficial to the ship's reduced aerodynamic drag when sailing at high speeds.

 third solution:

 The difference between the solution of the present invention and the first and second aspects of the invention is that a shock absorbing buffer system is arranged between the centrifugal turbine and the hull, which can alleviate the impact bump of the present ship when sailing on a wave with uneven water surface. The shock absorbing cushioning system can use either a spring plate to cushion the shock, a coil spring to cushion the shock, and a shock absorbing cushion for the high pressure air bag.

 Option 4:

 The difference between the solution of the present invention and the above-mentioned first to third embodiments is that the straight line determined by the one end of the outer edge of each turbine blade of the centrifugal turbine and the end of the outer edge of the other side of the adjacent turbine blade is parallel to the axis of the turbine shaft. The straight line determined by the one end of each inner edge of the turbine blade and the end of the other inner edge of the adjacent turbine blade is also parallel to the axis of the turbine shaft; the outer edge of all turbine blades is located at any point on the turbine shaft The axis is the center of rotation, above the cylindrical surface determined by the radius of the turbine; the projection of the outer edge of the turbine blade in its plane perpendicular to the axis of the turbine is a standard circle.

 Because the line connecting the left and right end points of the outer edge of each blade forms an angle of β with the axis of the turbine shaft, because the axial direction of the turbine shaft is perpendicular to the direction of the entire hull axis of the ship, when the turbine blade rotates, the turbine The angle between the thrust direction of the outer edge of the blade and the direction of the ship's forward direction is also the e-degree angle; in order to ensure that the total thrust of the turbine on the left and right sides of the ship is parallel to the axis of the ship, the turbine blades on the left and right sides of the ship are in the ship. The erected planes of the axes are symmetrical with respect to each other, so the load-bearing turbine used in the solution of the present invention needs to be distinguished as the difference between the left side and the right side.

 In this solution, no matter what angle the turbine blade turns, the outer edge of the turbine blade and the ideal horizontal plane always maintain contact with the outer edge of a certain part of the turbine blade. From the lateral direction of the hull, the contact point has periodic left and right displacement, but The contact area of the outer edge of the turbine blade with water can be maintained relatively stable, so that the upward lifting force and the forward driving force of the present invention are relatively stable, and the load on the ship is not affected by the bumping impact.

 Option 5:

 The difference between the solution of the present invention and the fourth aspect of the invention is that the solution is in the same line at the midpoint of the outer edge of any one of the turbine blades and the two end points of the outer edges of the adjacent turbine blades behind the rear, the straight line and the turbine thereof The axes of the shafts are parallel; the midpoint of the inner edge of any one of the turbine blades is parallel to the axis of the turbine shaft and the two ends of the inner edges of the two adjacent turbine blades. In addition, the projection of the outer edge of each turbine blade in the direction of its turbine axis is a standard circle; any point above the outer edge of the turbine blade is located above the cylindrical surface of the cylinder determined by the radius of the turbine, The fourth option is the same.

 The turbine structures on the left and right sides used in the solution of the present invention are all the same. Each side of the ship uses a load-bearing turbine of such a structure, and such a load-bearing turbine has no structural difference between the left and right sides of the turbine. The installation, use and maintenance of the centrifugal turbine is facilitated.

 Option six:

 The difference between the solution of the present invention and the first to fifth aspects of the invention is that the bottom of the hull is provided with a stepped step, and a port is provided at the step of the step, and the port is connected with the lower end of the stepped intake pipe, and the step is The upper end of the trachea communicates with the air above the vessel.

The step is to increase the hull and the water at the stage of the hull uplifting of the ship and the stage of the hull descending from the high speed to the deceleration. At the stage where the bottom of the ship is gradually coming into contact with the water surface or starting to separate, a gas film can be added between the bottom of the ship and the water surface to reduce the bottom of the ship and the water. The area of contact reduces the resistance of the bottom of the ship to water, and reduces drag for the hull's uplift or descent phase, providing a smooth speed transition for the ship. Option seven:

 The difference between the solution of the present invention and the sixth aspect of the invention is that the stepped intake pipe passes through an air wide door and communicates with the air above the ship. When the ship is driving at a high speed and encounters the need for sudden braking and rapid deceleration, the centrifugal turbine is stopped to drive, and the turbine blade and the water generate a great resistance. At the same time, the machine synchronously closes the air wide door, and the ship is rapidly descending and contacting with the water. At the time, the intake pipe is closed by the air door, the bottom of the ship is in contact with the water surface, and air is no longer charged between them, and the resistance generated between the bottom of the ship and the water surface is sharply increased, thereby greatly decelerating.

 Option eight:

 The difference between the solution of the present invention and the above-mentioned first to seventh embodiments is that the present invention is a lighter type ship, and its high-speed traveling balance system, rudder and the like are different from the foregoing various inventive solutions.

 The high-speed running balance system of the scheme includes lateral balance and longitudinal balance; a pair of driving "centrifugal turbines" are symmetrically arranged on the left and right sides of the hull to ensure the lateral balance of the ship; the centrifugal turbines on the left and right sides of the ship are placed Before the center of gravity of the hull, a water-skid plate that provides longitudinal balance is added to the lower end of the rudder behind the hull; in order to reduce the vibration of the hull caused by the contact between the water-skid plate and the water surface, the connection between the water-skiing plate and the rudder A shock absorbing cushion structure is arranged at the left; a vertical side wall rudder plate is arranged on the left and right sides of the water skiing plate as a high speed rudder, which provides direction control for the hull and the stern of the high speed sailing to lift the water surface.

 When the ship enters the high-speed driving stage, the centrifugal turbine lifts the main body of the ship out of the water surface. When the water-skiing board slides at high speed, the lifting force of the water is increased upwards, and the water-skiing board rises to the surface of the water, and it will also The stern is lifted out of the water surface. Since only a small water-skid plate at the tail of the ship is in contact with the water surface, the water resistance of the stern is greatly reduced.

 Option nine:

 The difference between the solution of the present invention and the eighth aspect of the invention is that the bottom of the water ski is provided with a stepped structure, and the air hole is opened at the step, and the air hole communicates with the air above the ship through a sliding plate of the sliding plate. When the water skiing plate slides at high speed, the air will enter the step from the intake pipe, and then the air hole will be filled into the position where the water skiing plate is in contact with the water, so that a gas film is added between the water skiing plate and the water below, which is large. The amplitude reduces the area of contact of the water ski with water, and the resistance of the water ski to the water will be further reduced.

 The side wall rudder plates on both sides of the water skiing plate form an obstruction to the air filling, preventing the air filled through the air holes from being discharged from both sides of the water skiing plate, thereby providing more stable isolation between the water skiing plate and the water surface. The gas film significantly reduces the resistance of the water.

 Program 10:

 The difference between the solution of the present invention and the above-mentioned tenth invention is that the sliding plate intake pipe connected to the step of the water skiing plate passes through the rudder hollow shaft, and its upper end nozzle communicates with the outlet of the compressed air pump placed in the hull.

 This solution uses an air pump to provide an air cushion for the step of the water ski. When the water skiing plate slides at a high speed, the sliding air intake pipe fills the high-pressure air into a stepped state, and then the position of the water skiing plate is in contact with the water by the step, so that a layer of stability is added between the water skiing plate and the water surface below. The air film layer, under the water skiing plate, significantly reduces the area of direct contact with water, so that the resistance of the water skiing plate is reduced to the lowest level.

 Option 11:

 The difference between the solution of the present invention and the above various solutions is that the centrifugal turbines disposed in pairs on both sides of the lower part of the hull are installed and arranged in an asymmetric layout which is interlaced with each other.

 Option 12:

 The difference between the solution of the present invention and each solution is:

 The scheme has a high-speed air passage inside the high-speed rudder, and the high-speed air passage extends through the rudder hollow shaft disposed above the rudder to the hull, and a compressed air pump is disposed inside the hull, and the upper part of the high-speed air passage and the outlet of the compressed air pump Connected; below the high-speed air passage, on the left and right sides of the front edge of the high-speed rudder are respectively provided with a rear spray slit whose opening points rearward, and the inside of the rear spray gap communicates with the high-speed air passage.

 When the ship sails at high speed on the surface of the water, the high-speed rudder is submerged in the water, and the gas ejected from the post-spray gap forms a gas film between the high-speed rudder surface and the water body, thereby greatly reducing the water received by the high-speed rudder. Resistance.

 Option 13:

 The difference between the solution of the present invention and the above solution 12 is:

 The solution has a chute inside the rear spout, and a gas-tight slider on the chute, the air-tight slider can slide up and down along the chute; there are two micro-skids on the side of the high-speed rudder; The micro-skid plate is high and low in front, and it is at an angle of a few degrees with the horizontal plane; the gap between the micro-skip plate and the air-tight slider on the inner chute of the rear jet slit is fixedly connected through the gap of the rear jet slit; When the plate and the airtight sliding block slide up and down along the sliding groove, it can close the rear spraying slit above the airtight sliding block and open the rear spraying slit below the airtight sliding block; the inner side of the airtight sliding block and the rear spraying slit The return spring of the lower force is connected.

 The solution can ensure that the rear spray gap above the water surface is closed in time while ensuring that the rear spray gap below the water surface is completely opened and jetted, and by such a technical means, the gas is prevented from flowing out over the water surface. And the waste of jet energy.

 Option 14:

The difference between the solution of the present invention and the above various solutions is: The solution is that the two sides of the hull are arranged in pairs. The centrifugal turbines are connected by a transmission; the shifting ratios of the gear ratios are three shifting zones of less than 1, equal to 1, and greater than 1, respectively; The centrifugal turbine rotates synchronously, and can also rotate at a differential speed of left high and low right, and can also rotate at right, low, and low. When the left and right centrifugal turbines rotate synchronously, the driving force received by the ship is along a completely forward linear direction. When the left centrifugal turbine speed is less than the right side, the left side of the ship receives a small driving force, and the current ship will deflect to the left side; when the left side centrifugal turbine speed is greater than the right side, the left side of the ship is subjected to a larger Driving force, the ship will deflect to the right;

 It can be seen that after using this technique, the present invention can change the direction in which the ship sails by adjusting the difference in rotational speed between the left and right turbines. When the present invention is composed of two or three or more pairs of drive turbines on the left and right sides thereof, the high speed rudder at the tail of the hull is not necessary at this time, and the present invention can completely cancel the high speed rudder at this time. , thereby further reducing the resistance to the rudder when the ship is sailing at high speed.

 Program 15:

 The difference between the solution of the present invention and the above various solutions is:

 The ship's drive system not only uses a centrifugal turbine, but also provides the hull with the force to lift the water surface and the driving force for forward driving. Above the hull, a propeller that drives the air forward and an engine that drives the propeller are added, which significantly increases the forward. The driving force of driving.

 Program sixteen:

 The difference between the solution of the present invention and the above various solutions is:

 The centrifugal turbine fairing of the ship is provided with a rear spray inlet on the rear side thereof, and its rear spray outlet is connected to the rear spout of the bottom of the ship through the rear jet flow passage; the distance between the outer edge of the centrifugal turbine and the inner side of the fairing , significantly larger than the distance between the outer edge of the turbine of the conventional centrifugal turbo pump and the inside of the pump casing;

 The ship thus reduces the contact of the turbine with a small amount of water inside the fairing, thereby greatly reducing the water resistance of the turbine, and at the same time it gains additional propulsion energy by utilizing the jet kinetic energy of this part of the water, thereby increasing The energy utilization rate of the ship has correspondingly increased the speed of the ship.

 The foregoing two solutions to sixteenth embodiments of the present invention are expanded, improved and supplemented on the basis of the first solution, so that the present invention has better practical performance.

 The invention has the advantages of simple structure, safe use, small running loss, good economic performance, and can significantly reduce the comprehensive use cost thereof, and is a convenient and excellent water transportation vehicle; the hull can fully drive the turbine Lifting out of the water surface, getting rid of the obstacle of high-density water, the forward component of the turbine's positive pressure on the water, and at the same time forming the main driving force for driving the ship forward; when the turbine of the present invention rotates forward, there is a relative relationship between the water and the turbine Movement, the turbine blades are thus subject to the viscous and turbulent resistance of the water, and the resistance of the water to the turbine has a tendency to prevent the turbine from rotating. For this ship, the resistance received by the ship is transmitted through the turbine, pointing to the front. The force, which does not constitute a resistance to the advancement of the ship, but constitutes one of the traction forces that drive the ship forward. For the above fourteenth aspect, the present invention is not subjected to any unfavorable resistance to water; for other solutions, the water resistance of the present invention at the high speed rudder and the like is also minimized; and the present invention is also significantly reduced. The aerodynamic drag of the ship is reduced, and the speed of the surface is greatly improved. When using the same size of driving power, the present invention can provide a higher sailing speed than conventional ships, and provides a high-speed, fast, and economical water vehicle. The high-speed traveling balance system used in the present invention ensures smooth sailing of the ship. The rudder is also designed to accommodate the different requirements of high speed sailing and low speed driving.

[Description of the Drawings]

 Figure 1- 1 is a schematic view of the hull appearance of a conventional ship

 Figure 1-2 is a schematic view showing the structure of a conventional centrifugal water pump or a conventional centrifugal air pump in the prior art.

 2 is a side view showing the structure of a centrifugal turbine in a water flywheel ship of the present invention.

 Figure 3 is a schematic view of the mounting structure of the fairing

 Figure 4 is a schematic view of the low speed navigation state of a watercraft without a fairing

 Figure 5 is a schematic view of the high-speed navigation of the ship shown in Figure 4.

 Figure 6 is a schematic view of the low speed navigation state of a waterborne flywheel vessel with a fairing

 Figure 7 is a schematic view of the high-speed navigation of the ship shown in Figure 6.

 Figure 8 is a schematic view of a water flywheel with three rows of centrifugal turbines installed

 9 is a schematic bottom view of a light water flywheel ship according to another embodiment of the present invention.

 Figure 10-1 is a schematic diagram of the bottom structure of the ship and the stepped intake pipe;

 Figure 10-2 is a schematic view of the side structure of the stepped block blocked by the side wall of the ship;

 Figure 11 is a schematic view of the installation of the air valve

 Figure 12 is a schematic view of the structure of a centrifugal turbine

 Figure 13 is a plan view of the view shown in Figure 12.

 Figure 14 is a schematic view showing the connection of the outer edge end of the turbine blade of the centrifugal turbine and the direction of the turbine shaft as shown in Figure 12;

Figure 15 is a schematic view showing the connection of the outer edge of the centrifugal turbine blade to the turbine hub as shown in Figure 12; Figure 16 is a schematic diagram of a centrifugal turbine with a double turbine blade as shown in Figure 12

 Figure 17 is a schematic diagram of a centrifugal turbine with a double turbine blade as shown in Figure 13

 Figure 18 is a schematic view of a centrifugal turbine with a double turbine blade as shown in Figure 14

 Figure 19 is a schematic view of a centrifugal turbine with a double turbine blade as shown in Figure 15

 Figure 20 is a schematic diagram of a centrifugal turbine with the outer edge of the turbine blade inclined

 Figure 21 is a plan view of the view shown in Figure 20.

 Figure 22 is a bottom view of the view shown in Figure 20.

 Figure 23 is an enlarged view of the view A shown in Figure 22.

 Figure 24 is a bottom view of the bottom of a water flywheel using a centrifugal turbine as shown in Figure 20.

 Figure 25 is a schematic view showing the installation of a water flywheel ship with an air propeller propulsion power unit.

 Figure 26 is a side view of a centrifugal turbine with turbine blades mounted on a symmetrical, curved outer edge

 Figure 27 is a plan view of the view shown in Figure 26.

 Figure 28 is a bottom view of the view shown in Figure 26.

 Figure 29 is a bottom view of the bottom of a water flywheel using a centrifugal turbine as shown in Figure 26.

 Figure 30 is a schematic view showing the installation structure of the water ski in the water flywheel ship

 Figure 31 is a structure in which the side wall rudder plate is attached to the side of the water ski as shown in Figure 30.

 Figure 32 is an enlarged view of the tail of the water flywheel shown in Figure 31.

 Figure 33 is a schematic view showing the mounting structure of the side wall rudder plate and the water-skiing plate on the other side in the view shown in Figure 32.

 Figure 34 is a front partial structural view of the rudder portion of the tail portion as shown in Figure 31.

 Figure 35 is a schematic diagram of the water slide breaking structure on the water skiing plate

 Figure 36 is a schematic view of the installation structure of the compressed air pump

 Figure 37 is a schematic view of the compressed air pump inflating the water skiing step

 Figure 38 is a schematic view of a low-speed navigation state of a water flywheel with only a pair of centrifugal turbines without a fairing installed.

 Figure 39 is a schematic view of the high speed navigation of the ship shown in Figure 38.

 Figure 40 is a schematic view of the low speed navigation of a water flywheel with three rows of centrifugal turbines without fairings installed.

 Figure 41 is a schematic view of the high speed navigation of the ship shown in Figure 40.

 Figure 42 is a schematic view of the passage of the compressed air pump at the stern to the rear spout through the high-speed air passage.

 Figure 43 is a schematic view showing the position of the rear spray slit

 Figure 44 is an enlarged view of the tail air supply passage as shown in Figure 42.

 Figure 45 is a front view showing the structure of the rudder portion in Figure 42.

 Figure 46 is a schematic view of the internal structure of the rudder as shown in Figure 45.

 Figure 47 is a cross-sectional view taken along line A_A of Figure 46.

 Figure 48 is a schematic view showing the structure of the rear spray slit in another embodiment

 Figure 49 is a side view of a high speed rudder with a hermetic slider

 Figure 50 is a side view of a high speed rudder containing a hermetic slider and a miniature water ski

 Figure 51 is a schematic view showing the structure of the airtight slider inside the rudder.

 Figure 52 is a cross-sectional view taken along line B-B of Figure 51.

 Figure 53 is a cross-sectional view taken along line C-C of Figure 52.

 Figure 54 is a cross-sectional view taken along line D-D of Figure 52.

 Figure 55 is a schematic view showing the arrangement of a pair of centrifugal turbines on both sides of the hull in an asymmetrical arrangement interlaced with each other.

 Figure 56 is a schematic view showing a structure in which two pairs of centrifugal turbines on the side of the hull are alternately arranged.

 Figure 57 is a schematic view showing another structure in which two pairs of centrifugal turbines on the side of the hull are alternately arranged.

 Figure 58 is a schematic cross-sectional view showing the rear jetting port of the turbine fairing communicating with the rear spout through the rear jet channel

 Figure 59 is a schematic cross-sectional view showing another structural form of the turbine fairing and the rear jet drain

 Reference numerals in the figure: 1. Conventional ship hull; 2. Turbine blade; 3. Turbine hub; 4. Turbine shaft; 5. Fairing; 6. Streamlined hull; 7. Rudder; 8. High speed rudder; 10; low speed waterline; 11, high speed waterline; 12, air propeller; 13, water ski; 14, left side rudder; 15, right side rudder; 16, skateboard intake pipe; , rudder hollow shaft; 18, compressed air pump; 19, water slide step; 20, rectified intake pipe; 21, stepped intake pipe; 22, air valve; 23, after spray gap; 24, high-speed air passage; Airtight slider; 26, micro water ski; 27, rear spray inlet; 28, rear spray channel; 29, rear spout.

【detailed description】

 The specific structure of the present invention is described in detail below with reference to the accompanying

The water flywheel ship of the present invention mainly consists of a streamlined hull 6, a power system including a propulsion device, an armor, a high-speed traveling balance system, and a rudder. Part of the composition, in which the core part for reducing the water resistance and increasing the speed is the use of a centrifugal turbine as a propulsion device. The centrifugal turbine is installed in the lower part of the ship, which plays the role of lifting the hull out of the water surface and driving the ship forward. As shown in FIG. 2, the centrifugal turbine is composed of a turbine blade 2, a turbine hub 3, and a turbine shaft 4, which is wide and large, and is mounted and fixed at the outer edge position of the turbine hub 3.

 The following various embodiments are supplemented, refined and expanded on the basis of the above various solutions.

 Embodiment 1:

 As shown in FIG. 4, the water flywheel ship of the present embodiment includes a streamlined hull 6, a power system including a centrifugal turbine, a high-speed traveling balance system, a rudder, and the like. The centrifugal turbine is installed at a lower portion of the hull, and a part of the turbine blade 2 The downward projection is exposed below the bottom of the ship, and the height of the exposed portion is preferably about a quarter greater than the diameter of the turbine and smaller than the radius of the turbine; the rudder is mounted to the tail of the hull and is centered.

 The high-speed traveling balance system of the present embodiment includes a lateral balance formed by centrifugal turbines that are symmetrically disposed on both sides of the hull, and a longitudinal balance formed by two rows of centrifugal turbines disposed in front of and behind the hull.

 The rudder of this embodiment is composed of two parts, one of which is a rudder similar to a conventional ship 7, and the other part is a high speed rudder 8 which is disposed at the bottom end of the rudder 7.

 When the ship is moored, its draft is a static waterline, and its static waterline is similar to the low-speed waterline 10. When the centrifugal turbine is driven to start to rotate, the turbine blade 2 exerts a downward and backward force on the water. Because the rotational speed of the turbine blade 2 starts to rotate, the downward force of the turbine blade 2 does not support the hull. Lifting up the water surface upwards, the ship is driving forward at a low speed, and all the rudder surfaces of the rudder are submerged under water, providing direction control for low-speed driving.

 As shown in FIG. 5, when the centrifugal turbine is driven to rotate at a high speed, the ship is driven by the turbine blade 2, and the downward pressure and the backward thrust applied by the turbine blade 2 to the water surface cause the hull to be subjected to upward and forward reaction forces, and the hull can The centrifugal turbine lifts the water surface, and the rudder also rises upwards along with the stern and rises upward (see Figures 3 and 7). Most of the upper half of the rudder 7 is exposed to the water surface, and the other part is underwater. The high speed rudder 8, the high speed rudder 8 is located below the high speed running waterline 11, and becomes a directional steering rudder when the ship is traveling at a high speed. Since the hull is no longer in contact with the high-density water, the resistance between the hull and the water surface no longer exists, so the ship can sail forward at high speed.

 When the ship is driving at a high speed and encounters the need for sudden braking and rapid deceleration, the centrifugal turbine is stopped, and a large resistance is generated between the turbine blade 2 under the hull and the water. At the same time, the hull and the water surface are also generated. A lot of resistance, which caused the ship to slow down significantly.

 It should be noted that the centrifugal turbine used in this embodiment may adopt a structure as shown in FIGS. 12 to 15 in which the connecting ends of the outer edges of the blades of the centrifugal turbine are parallel to the axis of the turbine shaft 4 (see Figure 13). In order to increase the mechanical strength of the turbine blades, the end points of the outer edges of the blades of the centrifugal turbine and the turbine hub 3 can also be connected together by a plurality of supports (see Figures 14 and 15 respectively). The outer peripheral end of the blade of the centrifugal turbine and the turbine hub 3, which are connected to each other along a line connecting the radii, form a profile of the outer contour as shown in Fig. 15.

 Further, the centrifugal turbine structure shown in FIGS. 16 to 19 is a doubled number of blades on the centrifugal turbine shown in FIGS. 12 to 15. When the turbine rotates at the same speed, the blades are in contact with the water surface. The frequency will increase exponentially and the ship's impact amplitude will be significantly reduced.

 Embodiment 2:

 40 and 41, the difference between this embodiment and the above-described first embodiment is that the water flywheel ship of the present embodiment is provided with three or more rows of centrifugal drive turbines in front of and behind the hull.

 Embodiment 3:

 As shown in FIG. 3 and FIG. 6 and FIG. 8, the difference between this embodiment and the above two embodiments is that there is a fairing 5 above the centrifugal turbine in this embodiment, and the turbine portion larger than the radius of the centrifugal turbine is sealed. Within the upper fairing 5, a turbine blade 2 that occupies less than a portion below the radius of the centrifugal turbine projects downwardly from the fairing 5 to be exposed below the bottom of the ship, the exposed turbine blade 2 having a height greater than a quarter of the diameter of the turbine; The centrifugal turbine used opens a larger opening (see Figures 2 and 3) at a position corresponding to the conventional centrifugal water pump outlet (or the exhaust outlet of a conventional centrifugal air pump) (see Figure 1-2). The opening is located at the bottom of the ship (see Figures 6 and 7). The turbine blade 2 is exposed outwardly from the opening. When the turbine blade 2 rotates, the turbine blade 2 drives the water surface below, thereby providing the ship with upward lifting force and direction. The driving force before (see Figure 6, Figure 7). In addition, as shown in FIG. 3, the present invention is provided with an inlet for the intake air at a position corresponding to the water inlet of the conventional centrifugal water pump (or the intake inlet of the conventional centrifugal air pump) at the corresponding position of the fairing 5. The inlet is in communication with the rectifying intake pipe 20, and the upper end of the rectifying intake pipe 20 is in communication with the air above the hull.

 Embodiment 4:

 The difference between this embodiment and the above embodiments is that a shock absorbing buffer system is added between the centrifugal turbine and the hull, and the shock absorbing cushioning system can use the spring plate to absorb the shock buffer, and can also use the coil spring to absorb the shock buffer. , High pressure air bags can also be used to cushion the shock.

 Embodiment 5:

The difference between this embodiment and the above various embodiments is that, as shown in FIG. 20 to FIG. 22, in the embodiment, each turbine blade 2 of the centrifugal turbine has an outer edge of one side and an outer edge of the other side of the adjacent blade. The line determined by the end points is parallel to the axis of the turbine shaft; the line determined by the one end of each inner edge of the turbine blade 2 and the end of the other inner edge of the adjacent turbine blade 2 is also parallel to the axis of the turbine shaft 4; Any point above the outer edge of all turbine blades is above the cylindrical surface determined by the radius of the turbine; the outer edge of all turbine blades 2 is at the axis of its turbine shaft 4 The projection in the line direction is a standard circle.

 In the embodiment of the present invention, regardless of the angle to which the turbine is turned, the outer edge of the turbine blade 2 and the ideal horizontal plane always maintain contact with the outer edge of a part of the turbine blade, and although the contact area is changed, the contact area can be maintained. Relatively stable, so that the load on the ship will not suffer from bumps.

 Since the line connecting the end points of the left and right outer edges of each blade forms an angle β with the axis of the turbine shaft 4 (see FIG. 23), the turbine blade 2 is rotated with the turbine shaft 4, and the outer edge of the turbine blade 2 The angle between the thrust direction of the water surface and the forward direction of the ship is also e; in order to ensure that the total thrust of the turbine on the left and right sides of the ship is parallel to the axis direction of the ship, the present invention is based on the vertical plane of the ship's central axis, and the ship is left. The turbine blades 2 on the right side are symmetrical with respect to each other in the vertical plane, so the load bearing turbine used in the present invention needs to be distinguished as the difference between the left side and the right side (see Fig. 24).

 Example 6:

 The difference between this embodiment and the above embodiments is that, as shown in FIG. 26 to FIG. 29, in the present embodiment, the midpoint of the outer edge of any one of the turbine blades 2 of the centrifugal turbine and the two outer edges of the turbine blades 2 adjacent thereto are The endpoints are on the same line, which is parallel to the axis of the turbine shaft 4; the midpoint of the inner edge of any one of the turbine blades 2 of the centrifugal turbine is also at the same end point as the inner edge of the inner edge of the adjacent blade blade 2 Above a straight line, the line is also parallel to the axis of its turbine shaft 4; any point above the outer edge of all turbine blades is above the cylindrical surface determined by the radius of the turbine.

 The turbine structures on the left and right sides used in the embodiments of the present invention are all identical. On each side of the ship of the present embodiment, the load-bearing turbine of such a structure is used, and such a load-bearing turbine has no structural difference between the left and right sides of the turbine. This feature facilitates its installation, use and maintenance.

 Example 7:

 As shown in FIG. 25, the difference between this embodiment and the above embodiments is that, in order to further increase the speed of the water flywheel ship, an air propeller 12 and a driving air propeller for driving the air rearward are further added above the hull. The engine of 12 greatly increases the driving force for forward driving and further increases the traveling speed.

 Example 8:

 As shown in FIG. 10-1, the difference between this embodiment and the above embodiments is that the bottom of the hull of the water flywheel ship in this embodiment has a step 9 and a port is opened at the step 9 to pass the air port. The root intake duct 21 communicates with the air above the ship. In the present invention, the step of the bottom of the hull cannot be directly seen from the side of the ship because the step 9 at the bottom of the ship is blocked by the side wall of the hull (see Fig. 10-2). Step 9 During the hull uplifting phase of the ship's starting voyage and the descending stage of the hull from high speed to deceleration, a layer of gas film can be added between the ship and the water surface to reduce the bottom of the ship and the water at the stage where the bottom of the ship is gradually coming into contact with the water surface or starting to separate. The area of contact with each other reduces the resistance of the bottom of the ship to water and provides a smooth speed transition for the hull's uplift or descent phase.

 Example 9:

 As shown in Fig. 11, in the embodiment of the present invention, on the basis of the eighth embodiment, the stepped intake pipe 21 passes through an air valve 22 and communicates with the air above the ship. When the ship is sailing at high speed, when it encounters the need for sudden braking and rapid deceleration, it stops the centrifugal turbine and stops the air valve 22 synchronously. The ship will quickly fall into contact with the water surface, and its stepped intake pipe 21 When the air door 22 is closed, the air between the bottom of the ship and the water surface is no longer filled with air, and the resistance generated between the bottom of the ship and the water surface will increase sharply, thereby greatly decelerating.

 Example 10 A:

 The difference between this embodiment and the above embodiments is that the centrifugal turbines on both sides of the hull of the present embodiment are installed and arranged in an asymmetric layout which is interlaced (see Fig. 55); Fig. 56 and Fig. 57 are the other two respectively. An embodiment of driving a centrifugal turbine layout structure.

 Embodiment 10B: This embodiment differs from the above embodiments in that the present embodiment is provided with a high-speed air passage 24 inside the rudder; the high-speed air passage 24 passes through the rudder 7 from the inside of the high-speed rudder 8 and is disposed on the rudder. The rudder hollow shaft 17 extends to the air above the hull; the left and right sides of the front edge of the high speed rudder 8 are respectively provided with a rear spray slit 23 (see FIG. 47) whose opening is directed rearward, and the rear spray slit 23 communicates with the high speed air passage 24. .

 Here, the rear spray slit 23 is provided with a stepped structure for the high speed rudder 8. This embodiment has a similar function to the stepped structure of the bottom of the ship according to the previous embodiment 8, and the embodiment is passed by the side of the high speed rudder 8 The stepped structure formed by the rear spray slit 23 provides an isolated gas film between the high speed rudder 8 and the water, thereby reducing the water resistance experienced by the high speed rudder 8.

 When the hull is running at a high speed, water passes over the side of the rear spray slit 23, so that a low pressure zone is formed inside the rear spray slit 23, and atmospheric air above the hull passes through the high speed air passage 24, and is sprayed from both sides of the front edge of the high speed rudder 8. The gap 23 is replenished into the interior of the rear jet slit on both sides of the high speed rudder 8. When the water flywheel is traveling at a high speed, the gas sucked from the rear spray slits 23 on both sides of the high speed rudder 8 will be wrapped around the left and right sides of the high speed rudder 8, so that the left and right side surfaces of the high speed rudder 8 and the high density water body A part of the gas film is added, and the contact area of the high speed rudder 8 with water is greatly reduced, thereby significantly reducing the resistance of the water received by the high speed rudder 8.

Example 11: As shown in Fig. 42 to Fig. 47, the difference between this embodiment and the above-described embodiment XXB is that the present embodiment is provided with a compressed air pump 18 inside the stern; the outlet of the compressed air pump 18 and the upper portion of the high-speed air passage 24 The structure of the rest is the same as that of Embodiment 10B. For example: a high-speed air passage 24 is provided inside the rudder; the high-speed air passage 24 extends from the inside of the high-speed rudder 8 through the rudder 7 and the rudder hollow shaft 17 disposed on the rudder to the hull; on the left and right sides of the front edge of the high-speed rudder 8 A rear spray slit 23 (see FIG. 47) having an opening directed rearward is provided, and the rear spray slit 23 is in communication with the high speed air passage 24.

 The high-pressure gas from the compressed air pump 18 built in the hull is sprayed from the rear spray slits 23 on both sides of the front edge of the high-speed rudder 8 to the sides of the high-speed rudder 8 through the high-speed air passage 24; when the water flywheel is traveling at a high speed High pressure gas is ejected from the rear spray slits 23 on both sides of the high speed rudder 8, and the high pressure gas to be sprayed is coated on the left and right sides of the high speed rudder 8, so that the left and right side surfaces of the high speed rudder 8 and the high density water body are increased. With a layer of gas film, the contact area between the high-speed rudder 8 and water is greatly reduced, thereby significantly reducing the resistance of the water received by the high-speed rudder.

 Preferably, as shown in Fig. 48, the rear spray slit 23 is opened at a position closer to the leading edge of the high speed rudder 8, which has the advantage that more surface portions of the high speed rudder 8 are covered by the gas film, thereby further reducing the high speed. Resistance between rudder 8 and water.

 Example 12:

 In the present embodiment, the airtight slider 25 inside the rear spray slit 23 is added on the basis of the eleventh embodiment (see Fig. 49, Fig. 50, Fig. 51, Fig. 52, Fig. 53, Fig. 54):

 There is a sliding groove inside the rear spray slit 23, and an airtight slider 25 is arranged on the sliding groove, and the airtight sliding block 25 can slide up and down along the sliding groove; there are two miniature water skis on the side of the high speed rudder. 26; the micro-skid plate 26 is high in front and low, and it is at an angle of a few degrees with the horizontal plane; the micro-skid plate 26 passes through the gap between the rear jet slit 23 and the airtight slider 25 above the inner chute of the rear jet slit 23. When the micro-skid plate 26 and the air-tight slider 25 slide up and down along the chute, it can close the rear spray slit 23 above the air-tight slider 25, and open the rear spray under the air-tight slider 25. The slit 23; the hermetic slider 25 is connected to a downwardly biased return spring inside the rear spray slit 23.

 In this embodiment, after the water surface is ensured to be completely opened and the air is sprayed, the rear spray slit 23 above the water surface can be closed in time. By such a technical means, the spray gap 23 is avoided above the water surface. The escape of gas causes a waste of jet energy.

 Example 13:

 The difference between this embodiment and the above embodiments is as follows: The present embodiment is connected between the two side centrifugal turbines disposed in pairs on the lower part of the hull, and is connected to each other through the transmission; the shifting intervals of the speed ratios are less than 1, equal to 1, respectively. And three shifting zones greater than one; adjusting the transmission can make the centrifugal turbines on both sides rotate synchronously, or can rotate left and right at low differential speed, and can also rotate right and left low. When the left and right centrifugal turbines rotate synchronously, the driving force of the ship is along a straight line that is completely forward. When the left centrifugal turbine speed is less than the right side, the left side of the ship receives a small driving force, and the current ship will deflect to the left side; when the left side centrifugal turbine speed is greater than the right side, the left side of the ship is subjected to a larger The driving force, the ship will deflect to the right.

 Embodiment 14:

 The difference between this embodiment and the thirteenth embodiment is that the high speed rudder is cancelled in this embodiment. In this embodiment, the rotation speed difference between the left and right side turbines is adjusted to change the direction of the ship sailing, so that the current ship avoids the cause during high speed navigation. Water resistance due to the presence of a high speed rudder.

 Example 15:

 The ship of the present embodiment is a light water flywheel ship, and its high-speed traveling balance system, rudder, and the like are different from the aforementioned embodiments of the invention.

 As shown in Fig. 9, Fig. 30, Fig. 31, Fig. 34, Fig. 38 and Fig. 39, Fig. 55 (the water skiing plate is omitted in Fig. 9 and Fig. 55), the high speed running balance system of the water flywheel ship of the present embodiment is shown. It includes lateral balance and longitudinal balance. The lateral balance of the ship is a pair of synchronously driven centrifugal turbines on the left and right sides of the hull to ensure the lateral balance of the ship at high speed. The longitudinal balance of the ship is the ship. Before the centrifugal turbines on the left and right sides are placed in the center of gravity of the middle part of the hull, a water-skid plate 13 providing longitudinal balance is added below the rudder behind the hull (see Figure 30). As shown in FIG. 31 to FIG. 34, in order to reduce the vibration generated on the hull by the impact of the water-skid plate 13 in contact with the water surface, a shock absorbing structure is provided at the joint between the water-skiing plate 13 and the rudder; The left side of the 13 is vertically provided with a left side rudder 14 and a right side rudder 15, which is used as a high-speed rudder surface to provide directional control for the high-speed navigation of the hull and the stern of the hoist.

 When the ship enters the high-speed driving stage, the centrifugal turbine lifts the main body of the ship out of the water surface, the water skiing plate 13 is lifted by the water upwards during high-speed sliding, the water skiing plate 13 rises to the surface of the water, and it also lifts the stern Since the water surface is in contact with the water surface only at the tail of the ship, the water resistance of the tail of the ship is greatly reduced.

 Example 16:

 As shown in FIG. 35, the difference between the embodiment and the fifteenth embodiment is that the bottom of the water-skiing plate 13 is increased in a step-by-step structure, and the water-skid intake pipe 16 is passed through the water-skid step 19 at the water-skiing step 19. The air above the boat is connected. When the water-skiing plate 13 is slid at a high speed, air enters the water-skiing step 19 from the slider intake pipe 16, and the position where the water-skiing plate 13 is in contact with the water is sucked from the step, so that between the water-skiing plate 13 and the water surface below A layer of gas film is added, and the water-skiing plate 13 is originally in direct contact with water. At this time, due to the entry of air, the area directly contacting the water is greatly reduced below the water-skiing plate 13, and the water-skiing plate 13 is received under the water-skiing plate 13 The water resistance will be further reduced significantly.

There are a left side wall rudder plate 14 and a right side wall rudder plate 15 on both sides below the water skiing plate 13, which are not only for the high speed traveling ship The torque for steering direction becomes the direction control rudder at the time of high speed running; at the same time, the air sucked from the sliding plate intake pipe 16 and then through the stepped position is also due to the left side rudder plate 14 and the right side rudder plate 15 Obstructing, preventing the charged air from being discharged from both sides of the water skiing plate 13, thereby providing a more stable insulating film between the water skiing plate 13 and the water surface, and significantly reducing the resistance of the water.

 Example 17:

 As shown in Fig. 36 and Fig. 37, the difference between the present embodiment and the above-described embodiment 16 is that the slippery air intake pipe 16 connected to the water skiing step 19 in the present embodiment passes through the rudder hollow shaft 17, at which the slide is advanced. The upper portion of the air tube 16 communicates with the outlet of the compressed air pump 18.

 In this embodiment, an air cushion is provided for the step of the water skiing plate 13 by the active air pump; when the water skiing plate 13 is slid at a high speed, the high pressure air is charged from the sliding plate air intake pipe 16 into the water skiing step 19, and then the water skiing is pressed from the stepped stage. The position of the plate 13 in contact with the water surface, so that a stable gas film layer is added between the water skiing plate 13 and the water surface below, and the area below the water skiing plate 13 is significantly reduced to directly contact the water, so that the water skiing plate The resistance received is reduced to the lowest level.

 Example 18:

 In this embodiment, the high speed rudder 8 is a side wall rudder plate on the left and right sides of the water skiing plate 13. The difference between the embodiment and the above-mentioned fifteenth embodiment to the seventeenth embodiment is that the front side of each side wall rudder plate is close to the leading edge. The rear left and right sides of the left and right sides are also provided with a rear spray slit 23 whose opening is directed to the rear. For the function and arrangement, reference may be made to the embodiment.

 Example 19:

 The difference between this embodiment and the above-mentioned Embodiment 2 to Embodiment 18 is as follows:

 As shown in Fig. 58, the ship centrifugal turbine fairing 5 is provided with a rear spray port 27 on the rear side thereof, and its rear spray port 27 is connected to the rear spout nozzle 29 of the ship bottom through the rear jet channel 28. The distance between the outer edge of the centrifugal turbine and the inner side of the fairing 5 is significantly larger than the distance between the outer edge of the turbine of the conventional centrifugal turbo pump and the inner side of the water pump casing;

 In this embodiment, the water inside the turbine fairing 5 can be drained out to minimize the contact between the turbine and the small amount of water inside the fairing 5, thereby greatly reducing the resistance of the turbine here; and it is also utilized by it. The jet kinetic energy of this part of the water, thereby obtaining additional propulsion energy for the present embodiment, increases the energy utilization rate of the ship, correspondingly increases the traveling speed of the ship or reduces the energy loss.

 Embodiment 20:

 The difference between this embodiment and the above-mentioned nineteenth embodiment is that, as shown in Fig. 59, the ship has partially improved and adjusted the structure of the rear spray inlet 27 and the rear spray channel 28, thereby improving the subsequent discharge. The water flow regime is used to reduce the water resistance and improve the energy utilization efficiency.

 The above embodiments may be combined with each other, replaced or split, and combined to form a more various embodiments.

 In summary, the present invention utilizes a centrifugal turbine to lift the hull up the water surface, thereby disengaging the entire hull from the high-density water surface, significantly reducing the water resistance; the centrifugal turbine exerts a positive pressure on the water surface, The force component of the force in its vertical upward direction is the power source for lifting the hull upward and out of the water surface. The horizontal forward component is the basic power for driving the ship at high speed. The present invention can face the water at a high speed. Speeding.

 The above description is only a part of the main embodiments of the present invention, and the present invention is not limited to the above embodiment, such as the structure of the water-skiing plate 13 with the compressed air pump 18 and the side wall rudder plate, as described in the embodiment 17, It is similar to the main structure of the air cushion portion of a conventional side wall hovercraft; therefore, when the bottom structure of the miniaturized side wall hovercraft is used in place of the structure of the water ski of the present invention, it will be the tenth embodiment of this document. The content of the seventh is similar; in addition, for the miniature water-skiing board 26 described in the twelfth embodiment, it is entirely possible to use the technique of the water-skid plate with the film drag reduction described in the seventeenth embodiment, thereby making the micro-skid board 26 further reduces its resistance to water. It is worth mentioning that, with respect to each of the turbine blades 2 on the drive turbine of the present invention, if the turbine blades 2 are viewed from the perspective of the water ski, the turbine blades 2 have similar aspects to the water-skiing plate 13 of the present invention, Related Embodiments Sixteenth, the technique of drag reduction of the gas film on the water-skiing plate 13 described in the seventeenth embodiment can also be applied to the turbine blade 2 to constitute another embodiment of the present invention.

 Any refinement, modification, or equivalent substitution made by one of ordinary skill in the art in light of the above description is intended to be within the scope of the invention.

Claims

Rights request

1. A water flywheel ship comprising a hull and a ship power unit provided with a propulsion device, wherein: the hull is a streamlined hull whose overall outer surface conforms to aerodynamic characteristics; the propulsion device is a centrifugal turbine, and the centrifugal turbine is mounted on In the lower part of the hull, the centrifugal turbine comprises a turbine shaft, a turbine hub and a wide turbine blade. The turbine blade is mounted and fixed to the outer edge of the turbine hub, and the turbine blade is extended downwardly and exposed to the bottom of the ship bottom; the centrifugal hull is arranged on both sides of the lower part of the hull, the hull The rudder is provided at the tail, and the bottom of the rudder is a high speed rudder.

 2. A waterborne flywheel according to claim 1, wherein: the centrifugal turbine is symmetrically disposed on either side of the lower portion of the hull.

 3. A waterborne flywheel according to claim 1 or 2, wherein: the centrifugal turbines on both sides of the hull are connected by a transmission; the shifting intervals of the transmission ratio are less than one, equal to one and greater than one, respectively. Three shifting zones.

 4. The water flywheel according to claim 1, wherein: the hull is provided with a fairing of a centrifugal turbine, the fairing is provided with an opening at the intersection of the bottom of the ship, and the turbine blade extends from the opening to the hull, in the fairing A rectifying intake pipe communicating with air above the hull is communicated above the position of the turbine shaft.

 5. A water flywheel vessel according to claim 4, wherein: the rear side of the centrifugal turbine fairing is provided with a rear spray drain port, the bottom of the ship is provided with a rear spray water outlet, and the ship body is provided with a rear spray outlet. a rear jet channel that communicates with the rear spout.

 6. The water flywheel according to claim 1, wherein: a straight line and a turbine shaft determined by one end of each of the outer edges of the turbine blades on the centrifugal turbine and the other end of the outer edge of the adjacent turbine blade. The axes are parallel; the line determined by one end of each inner edge of the turbine blade and the end of the other side of the inner edge of the adjacent turbine blade is parallel to the axis of the turbine shaft; at any point above the outer edge of all turbine blades It is located above the cylindrical surface determined by the radius of the turbine.

 7. The water flywheel according to claim 1, wherein: a midpoint of an outer edge of any one of the turbine blades is on the same line as two end points of the outer edges of the two adjacent turbine blades behind the strip. The line is parallel to the axis of the turbine shaft; the midpoint of the inner edge of any one of the turbine blades is on the same line as the two ends of the inner edge of the adjacent turbine blade, the line being parallel to the axis of the turbine shaft Any point above the outer edge of the turbine blade is above the cylindrical surface of the cylinder formed by the radius of the turbine.

 8. The waterwheel ship according to claim 1, wherein: the bottom of the ship is provided with a stepped step, the bottom of the step is provided with a gas port, the hull has a built-in stepped intake pipe, and the lower end of the stepped intake pipe is connected with the port, and is broken. The upper end of the step intake pipe is in communication with the air above the hull.

9. The waterwheel ship according to claim 8, wherein: the air valve is installed in the stepped intake pipe.

10. The water flywheel according to claim 1, wherein: a pair of centrifugal turbines are disposed on both sides of the lower portion of the hull, the centrifugal turbine is placed before the center of gravity of the middle portion of the hull; and the lower portion of the rudder is provided with water skiing for maintaining longitudinal balance. The high-speed rudder is a side wall rudder plate disposed on the left and right sides of the water-skid board, and the side wall rudder plate is perpendicular to the water-skid board.

 11. The waterwheel ship according to claim 10, wherein: the water skiing plate is provided with a water-skiing step, the water-skiing step is provided with a vent hole, and the vent hole is connected with a sliding plate connected with the air above the hull. trachea.

 12. The water flywheel according to claim 11, wherein: the hull has a built-in compressed air pump, and the compressed air pump communicates with the water-slip stepped air hole through the sliding plate intake pipe.

 13. The waterwheel ship according to claim 1, wherein the high speed rudder is provided with a high speed air passage extending through the rudder hollow shaft disposed above the rudder to the hull; the hull is internally provided with compression The air pump, the upper part of the high-speed air passage is connected to the outlet of the compressed air pump; below the high-speed air passage, the left and right sides of the front edge of the high-speed rudder are respectively provided with a rear spray slit whose opening points rearward, a rear spray gap and a high-speed air passage Connected.

 14. The water flywheel according to claim 13, wherein: a sliding groove is disposed inside the rear spray slit, and a gas-tight slider that can slide up and down along the sliding groove is disposed on the sliding groove; There are two miniature water skis on the side, and the micro water skis are arranged in front height and low tilt; the micro water ski is fixedly connected to the airtight slide on the inner chute of the rear spray gap through the gap of the rear spray gap; A return spring is arranged inside the spray slit, and the return spring is connected to the airtight slider.

 15. The water flywheel according to claim 1, wherein: a shock absorbing device is disposed between the centrifugal turbine and the hull.

 16. A drive system for a water flywheel according to claim 1, wherein: an air propeller and an engine for driving the propeller are disposed above the hull.