WO2020215926A1 - 一种减阻船 - Google Patents

一种减阻船 Download PDF

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Publication number
WO2020215926A1
WO2020215926A1 PCT/CN2020/079462 CN2020079462W WO2020215926A1 WO 2020215926 A1 WO2020215926 A1 WO 2020215926A1 CN 2020079462 W CN2020079462 W CN 2020079462W WO 2020215926 A1 WO2020215926 A1 WO 2020215926A1
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Prior art keywords
water
hull
side plates
plate
end plate
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PCT/CN2020/079462
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English (en)
French (fr)
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高延军
高婧
高超
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高延军
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Publication of WO2020215926A1 publication Critical patent/WO2020215926A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B63B1/40—Other means for varying the inherent hydrodynamic characteristics of hulls by diminishing wave resistance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/46—Stems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/14—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in non-rotating ducts or rings, e.g. adjustable for steering purpose
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/14—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in non-rotating ducts or rings, e.g. adjustable for steering purpose
    • B63H5/15—Nozzles, e.g. Kort-type
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

Definitions

  • the invention relates to the technical field of ships, in particular to a drag reducing ship.
  • the prior art In order to reduce the wave-making resistance and viscous pressure resistance of the hull, the prior art already has a technical solution in which a draft tube is installed in the bilge of the hull and the propeller is arranged inside the draft tube. Because the sea water passes through the draft tube The hull can reduce the first wave and wake wave to a certain extent, thereby reducing wave resistance and viscous pressure resistance. However, because the shape of the hull in the prior art is streamlined (as shown in Figure 1), it will still be Disturb the sea water on both sides of the bow to cause the first wave to consume the energy of the ship.
  • the object of the present invention is to provide a drag reducing ship, which can reduce the disturbance to the sea water on both sides of the hull and further reduce the resistance of the hull to travel.
  • the present invention proposes a drag reduction ship, which includes a hull, a draft tube and a propeller.
  • the hull includes a water-immersed hull located below the waterline, and the water-immersed hull is composed of two opposite side plates.
  • a front end plate, a back end plate and a bottom plate are enclosed, the two side plates are flat plates, the two side plates are arranged vertically and parallel to each other, and the front end plate stands upright between the two side plates
  • the foremost ends of the two side plates are the foremost ends of the water-immersed hull, the front end plate is provided with a water inlet, the rear end plate is provided with a water outlet, and the draft tube is provided by the inlet
  • the water port extends to the water outlet, and the propeller is arranged in the draft tube.
  • the seawater is driven by the propeller to pass through the hull through the draft tube to provide power to reduce the wave making resistance.
  • the port and port sides are purely linear water-immersed hulls. The two side panels will not disturb the seawater on both sides of the hull during navigation. The bow of the water-immersed hull will not break the water surface, which is similar to the streamlined hull of the prior art. It can reduce the energy consumption of ships and reduce the resistance of wave making;
  • the guide tube in the drag reducing ship of the present invention, by arranging the guide tube to be parallel to the two side plates and extending horizontally from the water inlet to the water outlet, instead of a structure that is bent up and down or left and right, it can prevent seawater from being guided. Shaking in the flow tube consumes energy and reduces additional energy loss;
  • the front end plate is set as a curved plate, and the water inlet is arranged on a concave arc surface.
  • a water collection trough connected with the water inlet is formed in the concave arc surface.
  • the drag reduction vessel of the present invention can prevent marine debris and marine organisms from entering the draft tube by installing an interception device at the front end of the water-immersed hull, avoiding clogging of the draft tube or adverse effects on the propeller; in addition, for fish For marine organisms such as the like, the interception device can prevent it from entering the draft tube and being injured by the propeller, thereby protecting it.
  • Figure 1 is a schematic diagram of the existing streamlined hull breaking the water surface when sailing
  • Figure 2 is a rear view of the first embodiment of the drag reducing ship of the present invention
  • Figure 3 is a side view of the drag reducing ship in Figure 2;
  • Figure 4 is a top view of the part of the drag reduction vessel in Figure 2 located below the water surface;
  • Figure 5 is a side view of the second embodiment of the drag reducing ship of the present invention.
  • Figure 6 is a front view of the drag reducing ship in Figure 5;
  • Figure 7 is a rear view of the drag reducing ship in Figure 5;
  • Figure 8 is a side view of the third embodiment of the drag reducing ship of the present invention.
  • Fig. 9 is a top view of the part of the drag reducing ship located below the water surface in Fig. 8.
  • the present invention provides a drag reducing ship, which includes a hull 1, a draft tube 2 and a propeller 3.
  • the hull 1 includes a water-immersed hull 11 located below the waterline. Located below the water surface W, the submerged hull 11 is surrounded by two oppositely arranged (left and right) side plates 111, a front end plate 112, a rear end plate 113, and a bottom plate 114.
  • the two side plates 111 are flat plates.
  • the two side plates 111 are arranged vertically and parallel to each other.
  • the front end plate 112 is erected between the two side plates 111.
  • the front ends 1111 of the two side plates 111 are the front ends of the submerged hull 11, that is, the front end plates 112 are not facing
  • the front protrudes from the front ends 1111 of the two side plates 111, but is aligned with the front ends 1111 of the two side plates 111, or located behind the front ends 1111 of the two side plates 111, so the water-immersed hull 11 is port and port It is a purely rectilinear hull instead of a streamlined hull.
  • the front end plate 112 is provided with a water inlet, and the rear end plate 113 is provided with a water outlet.
  • the draft tube 2 extends from the water inlet to the water outlet, and the propeller 3 is provided In the draft tube 2.
  • the seawater at the bow is driven by the propeller 3, flows into the draft tube 2 from the water inlet, and then flows out from the water outlet to the stern to form the power for the hull to move forward. Since the seawater directly passes through the hull, it can reduce the bow Because the seawater is discharged to the stern of the ship through the draft tube 2, the first wave formed at the position can timely supplement the water flow at the stern of the hull during the forward process of the ship, and can also reduce the generation of eddy currents, thereby reducing wave resistance and viscous pressure resistance;
  • the most important thing is that by setting the two side plates 111 as flat plates, and the front end plate 112 does not protrude forward from the two side plates 111, a purely linear water-immersed hull 11 is obtained.
  • the two side plates 111 will not disturb the seawater on both sides of the hull, and minimize the disturbance of the front end plate 112 to the seawater in front of it.
  • the bow of the flooded hull 11 will not break the water surface, which is the same as the streamlined hull of the prior art. In comparison, it can reduce the energy consumption of the ship and further reduce the wave making resistance.
  • a water jet propulsion device (not shown in the figure) is respectively provided at the front and rear ends of the two side panels, that is, the left and right sides of the front end and the left and right sides of the rear end of the water-immersed hull 11 (that is, four Each corner) is provided with a water jet propulsion device.
  • the water jets of the four water jet propulsion devices face away from the hull, and the orientation of the water jets of the four water jet propulsion devices is perpendicular to the side plate where they are located.
  • the water propulsion device is used to realize the turning and in-situ turning of the hull, and it can also move the hull laterally to facilitate the port.
  • the water jet propulsion device at the front end of the right side panel is activated, or the water jet propulsion device at the rear end of the left side panel is activated at the same time, so as to realize a left turn and a U-turn motion during sailing.
  • the water jet propulsion device is located in the middle between the bottom of the ship and the waterline.
  • the present invention does not impose restrictions on the shape of the hull part located above the waterline (that is, above the water surface), and can be set according to actual needs.
  • it can be a shape with a gradually increasing width from bottom to top in Figure 2 or Figure 5.
  • the front end plate 112 has the following two embodiments:
  • the front panel 112 is a flat panel, and the front panel 112 is perpendicular to the two side panels 111. Therefore, in this embodiment, the front panel 112 and the two side panels The front ends 1111 of 111 are aligned, and the front ends of the water-immersed hull 11 are rectangular, which reduces disturbance to the seawater on both sides of the hull, reduces energy consumption, and reduces wave resistance.
  • the front end plate 112 is a curved panel.
  • the curved panel has a concave curved surface 1121 and a convex curved surface 1122 protruding forward from the concave curved surface 1121, and the water inlet It is set on the concave arc surface 1121. Therefore, in this embodiment, a funnel-shaped water collection tank is formed in the concave arc surface 1121.
  • the flow tube 2 not only helps to reduce the wave resistance, but also helps to increase the speed and increase the cruising range.
  • the apex of the convex arc surface 1122 is aligned with the foremost ends 1111 of the two side plates 111 (as shown in Figure 4) or is located behind the foremost ends 1111 of the two side plates 111, that is, the curved plate does not protrude forward. At the foremost ends 1111 of the two side plates 111 to reduce the disturbance to the sea water located in the bow of the ship.
  • the rear end plate 113 is a flat plate, and the rear end plate 113 is perpendicular to the two side plates 111.
  • the front end plate 112 is also a flat plate, the water-immersed hull 11 has a standard rectangular parallelepiped shape.
  • the guide tube 2 is parallel to the two side plates 111, and the guide tube 2 extends horizontally from the water inlet to the water outlet, that is, the guide tube 2 is not a structure that is bent up and down or left and right, which can prevent the seawater from shaking in the draft tube 2 and consume energy, and reduce the additional energy loss.
  • the vertical spacing H between the draft tube 2 and the bottom plate 114 is between 10% and 20% of the overall waterline depth of the drag reducing vessel, that is, the vertical spacing H is 10% to 20% of the vertical distance between the waterline of the hull and the bottom plate 114.
  • the advantage of this design is that it can ensure the relative stability of the buoyancy of the whole ship. If the draft tube 2 is set at the bottom of the ship, the buoyancy will be reduced. small.
  • the drag reduction vessel includes a plurality of draft tubes 2, and each draft tube 2 is provided with a propeller 3 to improve the power of the ship’s navigation.
  • each draft tube 2 includes a plurality of side-by-side front tubes 21 and a tail tube 22 located behind the front tube 21.
  • the diameter of the front tube 21 Smaller than the diameter of the tail pipe 22, a plurality of front pipes 21 are connected to and communicated with the tail pipe 22, and the propeller 3 is arranged in the tail pipe 22.
  • the draft tube 2 By setting the draft tube 2 as a combination of multiple front pipes 21 with a smaller inner diameter and a tail pipe 22 with a larger inner diameter, when one or more of the front pipes 21 are blocked, seawater can still pass through other front pipes. 21 flows into the stern tube 22 to avoid the inability of the ship to sail due to the blockage of the draft tube 2, and has higher safety and reliability.
  • each draft tube 2 includes four front tubes 21, and the four front tubes 21 are arranged in two rows and two columns.
  • each guide tube 2 is a straight tube with a simple structure.
  • the front end of the water-immersed hull 11 is also provided with an intercepting device 4 for intercepting marine debris and marine organisms to prevent marine debris and marine organisms from entering the draft tube 2 ,
  • an intercepting device 4 for intercepting marine debris and marine organisms to prevent marine debris and marine organisms from entering the draft tube 2 .
  • the intercepting device 4 can prevent them from entering the guide tube 2 and being injured by the propeller 3, thereby protecting it effect.
  • the interception device 4 is an interception net or an interception plate full of overflow holes, and overflow holes (or called overflow openings) on the interception plate are for seawater to pass through.
  • the shape of the flow hole can be round, rectangular, fan-shaped or other shapes.
  • the interception plate is a flat plate, an arc-shaped plate attached to the front end of the water-immersed hull 11 (as shown in FIG. The cover at the front end of the hull 11 may be a square cover.
  • the size of the mesh of the interception net and the flow hole of the interception plate can be set according to actual needs.
  • the mesh and the flow hole can be set to: allow small marine debris that does not affect the normal operation of the propeller 3 Pass, but do not allow large marine debris that may affect the normal operation of the propeller 3 to pass.
  • the specific structure of the interception device 4 is not limited by the present invention.
  • the interception device 4 can also be other existing devices that can intercept marine garbage and marine life and that seawater can flow through.
  • the intercepting device 4 covers the entire front end plate 112 or only the water inlet.
  • the propeller 3 is a shaftless propeller or a shafted screw.
  • the drag reducing ship of the present invention can be an oceangoing ship, an offshore ship, a coastal ship or an inland watercraft, a planing boat, etc., or a submarine, such as a submarine, a torpedo, etc.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Abstract

一种减阻船，其包括船体（1）、导流管（2）和螺旋桨（3），船体（1）包括位于吃水线下方的浸水船壳（11），浸水船壳（11）由两个相对设置的侧板（111）、一个前端板（112）、一个后端板（113）和一个底板（114）围成，两个侧板（111）为平面板，两个侧板（111）竖直设置且相互平行，前端板（112）直立于两个侧板（111）之间，两个侧板（111）的最前端为浸水船壳（11）的最前端，前端板（112）上设有进水口，后端板（113）上设有出水口，导流管（3）由进水口延伸至出水口，螺旋桨（3）设于导流管（2）内。本减阻船在航行时浸水船壳的船首不会破开水面，与流线形船体破开水面相比，能减小对船舶能量的消耗，降低兴波阻力。

Description

一种减阻船 技术领域
本发明涉及船舶技术领域，尤其是一种减阻船。
背景技术
如图1所示，船舶行驶时，船首对水施加压力，把水劈开而前进，于是就激起了一组随船前进的波浪，称为首波；船尾在前进时，水中留出了一个低压区，成为波谷，形成了一组由船尾引起的波浪，称为尾波。由于船舶航行时，船体兴起了首波和尾波，需要能量，产生兴波阻力，这是动力消耗和影响航速的主要因素。另外，粘压阻力也会消耗动力，影响航速。
为减小船体行进的兴波阻力和粘压阻力，现有技术已经存在在船体的底舱设置导流管，并将螺旋桨设置在导流管内部的技术方案，由于海水经由导流管穿过船体，其能在一定程度上减少首波和尾波，从而减小兴波阻力和粘压阻力，但由于现有技术中船体的形状为流线型(如图1所示)，在航行时仍会扰动船首两侧的海水，兴起首波，消耗船舶的能量。
发明内容
本发明的目的是提供一种减阻船，其能减小对船体两侧海水的扰动，进一步减小船体行进的阻力。
为达到上述目的，本发明提出一种减阻船，其包括船体、导流管和螺旋桨，所述船体包括位于吃水线下方的浸水船壳，所述浸水船壳由两个相对设置的侧板、一个前端板、一个后端板和一个底板围成，两个所述侧板为平面板，两个侧板竖直设置且相互平行，所述前端板直立于两个所述侧板之间，两个所述侧板的最前端为所述浸水船壳的最前端，所述前端板上设有进水口，所述后端板上设有出水口，所述导流管由所述进水口延伸至所述出水口，所述螺旋桨设于所述导流管内。
本发明的减阻船的特点和优点是：
1、本发明的减阻船，通过设置导流管，使海水在螺旋桨的驱动下经由导流管穿过船体提供动力，减小兴波阻力，通过将两个侧板设置为平面板，得到左右舷为纯直线型的浸水船壳，在航行时两个侧板不会扰动船体两侧的海水，浸水船壳的船首不会破开水 面，与现有技术的流线形船体破开水面相比，能减小对船舶能量的消耗，降低兴波阻力；
2、本发明的减阻船，通过将导流管设置为与两个侧板平行，且由进水口水平延伸至出水口的结构，而非上下或左右弯折的结构，能避免海水在导流管内晃动而消耗能量，减小额外的能量损失；
3、本发明的减阻船，通过将前端板设置为曲面板，并将进水口设置在凹弧面上，凹弧面内形成与进水口连通的集水槽，当船体前行时，位于船首的水能快速集聚在集水槽内，并通过进水口进入导流管内，不仅有助于降低兴波阻力，还有助于提高航速，增加续航里程；
4、本发明的减阻船，通过在浸水船壳的前端设置拦截装置，能阻止海洋垃圾和海洋生物等进入导流管内，避免造成导流管堵塞或对螺旋桨产生不利影响；另外，对于鱼类等海洋生物来说，拦截装置能防止其进入导流管内被螺旋桨伤害，从而对其起到保护作用。
附图说明
以下附图仅旨在于对本发明做示意性说明和解释，并不限定本发明的范围。其中：
图1是现有的流线型船体在航行时破开水面的示意图；
图2是本发明的减阻船的第一个实施例的后视图；
图3是图2中减阻船的侧视图；
图4是图2中减阻船位于水面下方部分的俯视图；
图5是本发明的减阻船的第二个实施例的侧视图；
图6是图5中减阻船的前视图；
图7是图5中减阻船的后视图；
图8是本发明的减阻船的第三个实施例的侧视图；
图9是图8中减阻船位于水面下方部分的俯视图。
具体实施方式
为了对本发明的技术特征、目的和效果有更加清楚的理解，现对照附图说明本发明的具体实施方式。在本发明的描述中，需要理解的是，术语“上”、“下”、“前”、“后”、“左”、“右”、“坚直”、“水平”、“顶”、“底”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是 指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。在本发明的描述中，除非另有说明，“多个”的含义是两个或两个以上。
如图2至图7所示，本发明提供一种减阻船，其包括船体1、导流管2和螺旋桨3，船体1包括位于吃水线下方的浸水船壳11，航行时浸水船壳11位于水面W以下，浸水船壳11由两个相对设置(左右相对)的侧板111、一个前端板112、一个后端板113和一个底板114围成，两个侧板111为平面板，两个侧板111竖直设置且相互平行，前端板112直立于两个侧板111之间，两个侧板111的最前端1111为浸水船壳11的最前端，也就是说前端板112不朝前凸出于两个侧板111的最前端1111，而是与两个侧板111的最前端1111对齐，或位于两个侧板111的最前端1111的后方，因此浸水船壳11是左右舷为纯直线型的直线型船壳，而非流线型船壳，前端板112上设有进水口，后端板113上设有出水口，导流管2由进水口延伸至出水口，螺旋桨3设于导流管2内。
当减阻船前进时，船首处的海水由螺旋桨3驱动，由进水口流入导流管2内，再由出水口流出至船尾，形成船体前进的动力，由于海水直接穿过船体，能减少船首处形成的首波，由于海水经由导流管2排出至船尾，能及时补充船舶前进过程中船体尾部的水流，还能减小涡流的产生，从而减小兴波阻力和粘压阻力；
最重要的是，通过将两个侧板111设置为平面板，且前端板112不朝前凸出于两个侧板111，得到左右舷为纯直线型的浸水船壳11，在航行时两个侧板111不会扰动船体两侧的海水，最大程度减小前端板112对其前方海水的扰动，浸水船壳11的船首不会破开水面，与现有技术的流线形船体破开水面相比，能减小对船舶能量的消耗，进一步降低兴波阻力。
当减阻船需要倒退时，螺旋桨3旋转的方向与前进时相反，海水由船尾的出水口流入导流管2内，再由船首的进水口流出，从而推动减阻船后退。
进一步，两个侧板的前端和后端处分别设有一喷水推进装置(图未示出)，也就是浸水船壳11的前端左右两侧和后端左右两侧(即减阻船的四个角)分别设有一喷水推进装置，四个喷水推进装置的喷水口背对船体，且四个喷水推进装置的喷水口的朝向分别垂直于其所在的侧板，四个喷水推进装置用以实现船体行进中的转向和原地转向，也可以使船体横向移动，便于靠港。比如，当需要左转时，启动右侧的侧板前端处的喷水推进装置，或者同时启动左侧的侧板后端处的喷水推进装置，以实现航行中左转，掉头动作。例如，在侧板的高度方向上，喷水推进装置位于船底与吃水线之间的中间部位。
本发明对位于吃水线上方(即位于水面上方)的船体部分的形状不加以限制，可以根据实际需要进行设置，比如可以是图2中由下至上宽度逐渐变大的形状，也可以是图5中由下至上宽度一致的形状。
本发明中，前端板112有以下两个实施例：
如图5、图6所示，在第一个具体实施例中，前端板112为平面板，前端板112垂直于两个侧板111，因此本实施例中，前端板112与两个侧板111的最前端1111对齐，浸水船壳11的前端呈矩形，减小对船体两侧的海水的扰动，减小能量的消耗，降低兴波阻力。
如图3、图4所示，在第二个具体实施例中，前端板112为曲面板，曲面板具有凹弧面1121和朝前凸出于凹弧面1121的凸弧面1122，进水口设于凹弧面1121上，因此本实施例中，凹弧面1121内形成漏斗形的集水槽，当船体前行时，位于船首的水能快速集聚在集水槽内，并通过进水口进入导流管2内，不仅有助于降低兴波阻力，还有助于提高航速，增加续航里程。
进一步，凸弧面1122的顶点与两个侧板111的最前端1111对齐(如图4所示)或位于两个侧板111的最前端1111的后方，也就是说曲面板不朝前凸出于两个侧板111的最前端1111，以减小对位于船首的海水的扰动。
如图3、图4、图5、图7所示，进一步，后端板113为平面板，后端板113垂直于两个侧板111。当前端板112也为平面板时，浸水船壳11呈标准的长方体形。
如图4、图6、图7所示，在一个优选的实施例中，导流管2与两个侧板111平行，导流管2由进水口水平延伸至出水口，也就是导流管2不是上下或左右弯折的结构，这能避免海水在导流管2内晃动而消耗能量，减小额外的能量损失。
如图2、图6、图7所示，进一步，导流管2与底板114之间的垂直间距H为减阻船整体吃水线深度的10％至20％之间，也就是垂直间距H为船体的吃水线与底板114之间的垂直间距的10％至20％，这样设计的好处是，能保证全船浮力的相对稳定，而若将导流管2设置在船底位置，会造成浮力减小。
如图4、图6、图7所示，进一步，减阻船包括多个导流管2，每个导流管2内均设有螺旋桨3，以提高船舶航行的动力。
如图6、图7所示，在第一个可行的技术方案中，每个导流管2包括多个并排的前管21和一个位于前管21后方的尾管22，前管21的直径小于尾管22的直径，多个前管21与尾管22对接并连通，螺旋桨3设于尾管22内。通过将导流管2设置为多个内径较 小的前管21和一个内径较大的尾管22相组合的结构，当其中一个或几个前管21堵塞时，海水仍可以经由其它前管21流入尾管22内，避免因导流管2堵塞造成船舶无法航行，安全可靠性更高。
例如，本方案中设有两个导流管2，每个导流管2包括四个前管21，四个前管21排列为两行两列。
如图4所示，在第二个可行的技术方案中，每个导流管2为一根直管，结构简单。
如图8、图9所示，在一个实施例中，浸水船壳11的前端还设有用于拦截海洋垃圾和海洋生物的拦截装置4，以阻止海洋垃圾和海洋生物等进入导流管2内，避免造成导流管2堵塞或对螺旋桨3产生不利影响；另外，对于鱼类等海洋生物来说，拦截装置4能防止其进入导流管2内被螺旋桨3伤害，从而对其起到保护作用。
如图8、图9所示，在一个具体实施例中，拦截装置4为拦截网或布满过流孔的拦截板，拦截板上的过流孔(或称为过流口)供海水穿过，过流孔的形状可以是圆形、矩形、扇形或其它形状，例如，拦截板为贴设在浸水船壳11前端的平板、弧形板(如图9所示)或扣盖在浸水船壳11前端的盖体，该盖体可以是方形盖。
其中，拦截网的网孔和拦截板的过流孔的大小可以根据实际需要设置，比如，可以将网孔和过流孔设置为：允许体积较小的、不影响螺旋桨3正常工作的海洋垃圾通过，但不允许体积较大的、可能影响螺旋桨3正常工作的海洋垃圾通过。
对于拦截装置4的具体结构，本发明不加以限制，拦截装置4还可以是其它现有的能拦截海洋垃圾和海洋生物且海水能穿流的装置。
本实施例中，拦截装置4覆盖整个前端板112或仅覆盖进水口。
本发明中，螺旋桨3为无轴螺旋桨或有轴螺旋。
本发明的减阻船可以是远洋船、近洋船、沿海船或内河船，还可以是滑行艇等，也可以是潜航器，比如：潜艇、鱼雷等等。
以上所述仅为本发明示意性的具体实施方式，并非用以限定本发明的范围。任何本领域的技术人员，在不脱离本发明的构思和原则的前提下所作的等同变化与修改，均应属于本发明保护的范围。而且需要说明的是，本发明的各组成部分并不仅限于上述整体应用，本发明的说明书中描述的各技术特征可以根据实际需要选择一项单独采用或选择多项组合起来使用，因此，本发明理所当然地涵盖了与本案发明点有关的其它组合及具体应用。

Claims (14)

  1. 一种减阻船，其特征在于，所述减阻船包括船体、导流管和螺旋桨，所述船体包括位于吃水线下方的浸水船壳，所述浸水船壳由两个相对设置的侧板、一个前端板、一个后端板和一个底板围成，两个所述侧板为平面板，两个所述侧板竖直设置且相互平行，所述前端板直立于两个所述侧板之间，两个所述侧板的最前端为所述浸水船壳的最前端，所述前端板上设有进水口，所述后端板上设有出水口，所述导流管由所述进水口延伸至所述出水口，所述螺旋桨设于所述导流管内。
  2. 如权利要求1所述的减阻船，其特征在于，所述前端板为平面板，所述前端板垂直于两个所述侧板。
  3. 如权利要求1所述的减阻船，其特征在于，所述前端板为曲面板，所述曲面板具有凹弧面和朝前凸出于所述凹弧面的凸弧面，所述进水口设于所述凹弧面上。
  4. 如权利要求3所述的减阻船，其特征在于，所述凸弧面的顶点与两个所述侧板的最前端对齐或位于两个所述侧板的最前端的后方。
  5. 如权利要求1所述的减阻船，其特征在于，所述后端板为平面板，所述后端板垂直于两个所述侧板。
  6. 如权利要求1所述的减阻船，其特征在于，所述导流管与两个所述侧板平行，所述导流管由所述进水口水平延伸至所述出水口。
  7. 如权利要求1所述的减阻船，其特征在于，所述减阻船包括多个所述导流管，每个所述导流管内均设有所述螺旋桨。
  8. 如权利要求1所述的减阻船，其特征在于，每个所述导流管包括多个并排的前管和一个位于所述前管后方的尾管，所述前管的直径小于所述尾管的直径，多个所述前管与所述尾管对接并连通，所述螺旋桨设于所述尾管内。
  9. 如权利要求1所述的减阻船，其特征在于，两个所述侧板的前端和后端处分别设有一喷水推进装置，四个所述喷水推进装置的喷水口背对所述船体，且四个所述喷水推进装置的喷水口的朝向分别垂直于其所在的侧板。
  10. 如权利要求1所述的减阻船，其特征在于，所述导流管与所述底板之间的垂直间距为减阻船整体吃水线深度的10％至20％。
  11. 如权利要求1至10任一项所述的减阻船，其特征在于，所述浸水船壳的前端还设有用于拦截海洋垃圾和海洋生物的拦截装置。
  12. 如权利要求11所述的减阻船，其特征在于，所述拦截装置为拦截网或布满过流孔的拦截板。
  13. 如权利要求12所述的减阻船，其特征在于，所述拦截装置覆盖所述前端板，或所述拦截装置覆盖所述进水口。
  14. 如权利要求11所述的减阻船，其特征在于，所述拦截装置为布满过流孔的拦截板，所述拦截板为平板、弧形板或扣盖在所述浸水船壳前端的盖体。
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