WO2021164779A1 - 一种船舶新型兴波抑消结构装置与方法 - Google Patents

一种船舶新型兴波抑消结构装置与方法 Download PDF

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WO2021164779A1
WO2021164779A1 PCT/CN2021/077135 CN2021077135W WO2021164779A1 WO 2021164779 A1 WO2021164779 A1 WO 2021164779A1 CN 2021077135 W CN2021077135 W CN 2021077135W WO 2021164779 A1 WO2021164779 A1 WO 2021164779A1
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ship
water
wave
jet
water inlet
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PCT/CN2021/077135
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English (en)
French (fr)
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曾德邻
曾固
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曾德润
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H11/00—Marine propulsion by water jets
    • B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
    • 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
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/28—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils
    • B63B1/30—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils retracting or folding
    • 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
    • B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
    • B63B1/38—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes
    • 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
    • B63H—MARINE PROPULSION OR STEERING
    • B63H11/00—Marine propulsion by water jets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H11/00—Marine propulsion by water jets
    • B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
    • B63H11/04—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H11/00—Marine propulsion by water jets
    • B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
    • B63H11/04—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps
    • B63H11/08—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps of rotary type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H11/00—Marine propulsion by water jets
    • B63H11/12—Marine propulsion by water jets the propulsive medium being steam or other gas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/44—Steering or slowing-down by extensible flaps or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D25/00—Pumping installations or systems
    • F04D25/02—Units comprising pumps and their driving means
    • F04D25/08—Units comprising pumps and their driving means the working fluid being air, e.g. for ventilation
    • 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
    • B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
    • B63B1/38—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes
    • B63B2001/387—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes using means for producing a film of air or air bubbles over at least a significant portion of the hull surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H11/00—Marine propulsion by water jets
    • B63H2011/004—Marine propulsion by water jets using the eductor or injector pump principle, e.g. jets with by-pass fluid paths
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H11/00—Marine propulsion by water jets
    • B63H2011/008—Arrangements of two or more jet units
    • 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
    • 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
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system

Definitions

  • the invention relates to ship propulsion technology, in particular to a new type of ship wave making and suppression structure device and method.
  • Analyzing ship navigation resistance and propulsion technology can enhance our understanding of the limitations and deficiencies of current propulsion technology, and help open up useful ideas for solving the problem of ship speed and energy efficiency generally low.
  • the front water body is like a water wall blocking the advancement of the ship.
  • the ship needs to break through the water wall to move forward.
  • the infinite thickness of the water wall means that the ship needs to continuously break through the front water wall to keep moving forward.
  • the blocking force of the water wall encountered by the ship sailing forward can be called the frontal navigation resistance of the ship, or the sailing resistance against the water.
  • the formation of waves at the bow of the ship is equivalent to pushing up the height of the water wall that needs to be breached in front of the ship, and such waves will develop along the side of the ship to the stern due to wake, which will further increase the sailing resistance of the ship.
  • the sailing resistance of the ship caused by the bow wave is called the wave making resistance of the ship.
  • the navigation resistance of the ship also includes the stern rudder resistance.
  • the resistance on the stern rudder is essentially the same in nature and type as the various resistances experienced by a sailing ship. It only accounts for a small proportion of the total resistance experienced by the ship, but it is still the existence of resistance that should not be ignored.
  • the sailing resistance, wave making resistance and viscous pressure resistance constitute the absolute bulk of the ship's sailing resistance.
  • the factors that determine the magnitude of the ship's sailing resistance are not only highly related to the design of the ship type, but also closely related to the ship's speed.
  • the ship's sailing resistance is a function that is quadratic related to the ship's speed. A small increase in the speed of a ship in a high-speed sailing state can lead to a substantial increase in the resistance of the ship encountered by the ship. The higher the speed, the greater the increase in the resistance of the ship.
  • the factors that determine the resistance of a ship's navigation are also closely related to the propulsion mode of the ship using the propulsion device and the deployment mode of the propulsion device on the ship. So it is necessary to learn more about ship propulsion technology.
  • the current ship propulsion technology can be roughly divided into three categories from its propulsion principle and promotion and application level: propeller propulsion, water jet propulsion and straight-propeller propulsion (or called straight-wing propulsion, flat-rotating blade propulsion).
  • Propeller propulsion technology has a long history and is the most widely used. It is the absolute main propulsion technology of ships.
  • Existing propeller propulsion technology is still in continuous development and progress.
  • Based on propellers, such as counter-rotating propellers, controllable pitch propellers, ducted propellers, nacelle propellers, slightly driven propellers, tandem propellers, and large diameters have been developed.
  • Multiple technologies such as low-speed propellers, and even ship propulsion technologies that combine water jet propulsion and propeller propulsion have emerged.
  • the so-called shaftless pump propulsion technology belongs to the emerging propulsion technology, and its essence should also be attributed to the propeller propulsion technology.
  • Water jet propulsion includes pump jet propulsion and magnetic fluid propulsion.
  • Magnetic fluid propulsion is an emerging technology with a short history of birth. The overall technology is being further improved, and its application range is very limited; the water jet propulsion technology was born very early, but it has been silent for a long time, and it has not developed until the past 20 or 30 years. And it's becoming more prominent.
  • Western ship power manufacturing powers are committed to the development of large-scale and modular pump-jet propulsion technology, so that it can be applied to large ships, and water-jet propulsion technology is listed as an important direction for future ship propulsion technology development.
  • Straight-propeller propulsion is relatively rare, and is generally used in ships with large load changes and high maneuverability requirements, such as tugboats, ferries, and minesweepers. It has a narrow application range and small impact.
  • Propeller propulsion and pump-jet propulsion have one thing in common in terms of installation and deployment: they are all deployed and installed on the stern of the ship, and all cannot be deployed and installed in other locations on the ship.
  • the propeller Due to the large radial size of the propeller blades, only the stern of the ship can provide suitable installation space. Further, in order to make full use of the propeller to push the water flow to obtain the maximum thrust, the propeller can only be deployed and installed in the stern of the ship.
  • the basic structure of the pump jet propulsion device is a straight pipe connected at both ends of a bent pipe, of which the straight pipe takes on the water intake function and the other straight pipe takes on the water spray function.
  • the core component of the pump-the impeller it is deployed and installed in the water spray pipe.
  • the pump jet propulsion device can also only choose ships
  • the stern is deployed and installed, so it is required that the water inlet of the pump-jet propulsion device and the water nozzle are arranged close to each other.
  • the water inlet of the pump-jet propulsion device can only be deployed in the only place for ships. The bottom of the stern of a ship.
  • Propeller working water flow movement mode When the propeller is rotating, a negative pressure area is created at the water-facing end of the blade. Under the action of negative pressure, the water flow enters the blade from the water-facing side of the blade, and is discharged from the back water end of the blade to form a propulsion after being energized by the blade. Water flow, the propeller working water flow movement mode belongs to the straight-in and straight-discharge mode. However, because the propeller is deployed and installed on the stern of the ship, the hull structure at a certain distance in front of the propeller blocks the straight path of the water flow of the propeller, which determines that the water flow through the blades can only be maintained from the bottom of the stern and the stern when the propeller is working. The lateral water inflow on both sides is continuously replenished.
  • the working water flow movement mode of the pump-jet propulsion device water is fed in from the water inlet pipe, and the impeller of the pump is energized and sprayed out from the water pipe at high speed to form a propelling water flow.
  • the working water flow inevitably flows through the elbow part, so the inlet and outlet water flows of the pump-jet propulsion device are not collinear, that is, it does not constitute a straight-in and straight-discharge mode.
  • the more vivid name of the pump jet propulsion device is the curved suction jet propulsion device.
  • propeller propulsion device Whether it is a propeller propulsion device or a pump-jet propulsion device, their structure or working mechanism can only be limited to the deployment and installation of the stern of the ship.
  • the limitation of this deployment device causes the propeller working water flow to be maintained only by the bottom of the stern of the ship and the lateral water inflow on both sides of the stern; for the pump-jet propulsion device, this The limitation of the deployment device leads to the maintenance of the working water flow of the pump jet propulsion can only rely on a single water inflow from the bottom of the stern of the ship.
  • Such a water intake mode is not only unfavorable to the improvement of ship speed and energy efficiency, but will cause the ship speed and energy efficiency to decrease, indicating that the ship stern deployment and installation mode of the propulsion device is a defective and backward deployment and installation mode.
  • the propulsion device can be imagined as a straight cylindrical device body, and the pipe damage when the water flows in the cylinder body is ignored, that is, it can be set to any length.
  • the front port of the straight cylinder is the water inlet, and the back port is the water jet.
  • a working water flow energizing device is deployed inside the cylinder. The working water flows from the water inlet and is energized by the internal energizing device, and then sprays out from the water jet at high speed. Form a propelling water flow.
  • the water inlet and the spray water of its working water flow are in a straight line, it has the aforementioned so-called straight-in and straight-discharge mode, which can be referred to as a direct-suction spraying device or an axial-flowing spraying device in comparison with the curved suction spraying of a pump-jet propulsion device. .
  • one or more axial flow jet propulsion devices are deployed and installed on the bottom of the ship, and the water inlet is deployed and installed on the bow of the bottom of the ship; the water jet is deployed and installed on the stern of the ship.
  • Water is a substance. Before the water body in front of the axial flow jet propulsion device is sucked in, the water can be regarded as an object placed at the front end of the water inlet of the axial flow jet propulsion device.
  • the direction of the pulling force is the same as that of the ship’s advancing direction, which constitutes a pulling effect on the ship’s advancement. It combines with the propulsion force obtained by the propulsion water jet at the rear end of the axial jet propulsion device to form a combined force for the ship’s advancement.
  • the forward power is doubled.
  • the pulling force is generated as long as the axial flow jet propulsion device is in the propulsion state, which is a derivative force of the axial flow jet propulsion device working in the propulsion state, and is a force that promotes the ship's navigation without additional energy consumption of the ship. force.
  • the axial flow jet propulsion device is in the propulsion state, which is a derivative force of the axial flow jet propulsion device working in the propulsion state, and is a force that promotes the ship's navigation without additional energy consumption of the ship. force.
  • propeller propulsion or pump jet propulsion it is a form of ship propulsion that cannot be obtained by propeller propulsion or pump jet propulsion.
  • the ship’s bow constitutes a barrier. Part or most of the water body of the water wall is transformed into a working water body that is sucked by the axial flow jet propulsion device from the water inlet provided at the bow of the ship, and after being energized, it is ejected from the stern of the ship to become the part of the propelling water body and the resistance to sailing against the water.
  • the above-mentioned axial jet propulsion device and water-inlet deployment installation mode are also applicable to submarine devices such as submarines (except for some submarine devices that use small and decentralized propeller propulsion devices).
  • the difference between submarine devices and ships is: submarine devices Wrapped by water, there is no wave-making phenomenon and wave-making resistance; the water intake mode varies according to the deployment and installation position of the propulsion device.
  • the propeller propulsion mode because it is deployed and installed in the stern of the ship, the mode is taken from the bottom of the stern of the ship and the lateral water inflow on both sides of the stern. It can be seen from the force analysis that the propeller propulsion device’s water intake pull force obtained by the lateral water intake on both sides of the stern also exists, but their directions are opposite to each other, and they are perpendicular to the navigation direction of the ship. Contribution; and the propeller propulsion device obtains the water intake pull force from the bottom of the stern, and its direction is also perpendicular to the ship’s navigation direction.
  • the direction points to the depth of the water body, which is equivalent to increasing the weight of the ship, resulting in an increase in the ship's draught, and the increase in the ship's draught will increase its navigational resistance. This means that the effective thrust of the ship will be reduced, which will reduce the speed and energy efficiency of the ship.
  • the pump-jet propulsion mode is analyzed. Because it is deployed and installed in the stern of the ship, the water intake is a single stern bottom water intake mode, and its influence and effect on the ship’s navigation is similar to the propeller propulsion mode. The result of the analysis of the force is also: the ship’s sailing resistance is increased, the ship’s effective thrust is reduced, and the ship’s speed and energy efficiency are reduced.
  • the pump jet propulsion implements the curved suction jet push mode and because the pump jet propulsion device is deployed and installed inside the ship, the working water flow sucked by the pump jet propulsion device needs to rise a height before it can enter the spray pipe to obtain the impeller's energizing effect.
  • the working water that stays in the pump-jet propulsion pipeline during the period from the water inlet to the spray-out from the water jet essentially becomes a part of the ship’s weight.
  • the weight gain of the ship caused by the internal working water flow should not be underestimated. It will lead to an increase in the ship's own weight and an increase in the ship's draught, which will further lead to an increase in the ship's sailing resistance.
  • the working water flow inside the pump jet propulsion pipeline needs to change the direction of the flow through the elbow, which is easy to form turbulence or eddy current loss at the inner bending part of the elbow, which is also a factor that weakens the total thrust output of the pump jet propulsion, and will also cause ships. Speed and energy efficiency are reduced.
  • the propeller power transmission system and structure are generally complex.
  • the propeller power transmission system and structure of large ships, especially large surface ships such as aircraft carriers, can be described as very complicated, requiring a considerable amount of ship storage capacity, resulting in a waste of effective storage capacity of the ship;
  • the bottom-direction water inflow is implemented by pump jet propulsion, and its water inflow efficiency is not as high as that of water inflow;
  • Pump jet propulsion implements bottom water inflow. When navigating in waters with a lot of weeds or debris, the water inlet is easily blocked and affects the water intake, resulting in lower propulsion efficiency or even failure;
  • Pump jet propulsion implements bottom-injection water, shallow water navigation is easy to suck in the gravel and gravel in the water area, causing mechanical damage to the propulsion device;
  • the ship obtains the driving force that supports the ship to overcome the sailing resistance and sail forward.
  • the sailing resistance of the ship increases rapidly in a quadratic ratio to the speed.
  • the sailing speed increases, it increases.
  • the ship is stable at that speed and sails at a constant speed. If the ship’s propulsive force is increased to be greater than the total resistance of the ship at the speed, the ship will accelerate to sail to obtain a higher sailing speed.
  • the total resistance of the ship increased due to the further increase in speed is equal to the increased propulsion force of the ship , The ship stabilizes at the new higher speed and sails at a constant speed.
  • Ship propulsion depends on the energy conversion of the ship's power system. Increasing the propulsion can increase the speed and increase the water range of the ship. However, increasing the propulsion means that the increased energy consumption of the ship will inevitably increase the cost of the ship's navigation. When the economic benefits that can be achieved by the ship at high speed are not as high as the high cost caused by excessive fuel consumption of the ship, the high speed of the ship is not worth the loss, which means that the energy efficiency of the ship is low, which is also the reason why the ship speed and energy efficiency are generally low today. one.
  • the ship's speed and energy efficiency are determined by the combined action of the ship's sailing resistance and the ship's propulsion, reducing the ship's sailing resistance and improving the ship's speed and energy efficiency.
  • this kind of axial flow jet propulsion device and the deployment and installation of the axial flow jet propulsion device into the bow water inflow and direct suction jet propulsion mode allow the promotion and application to any ship including submersible devices, so it also contributes to the overall Solving the problem of generally low ship speed and energy efficiency, ushering in the era of global high speed.
  • the steering torque of the ship's stern and rudder steering method is small, which supports the difficulty of the ship's rapid steering change, and it is inconvenient for the ship to make emergency avoidance.
  • the stern rudder of a ship is generally set as a single rudder and is deployed and installed on the center line of the stern of the ship.
  • the direction changing force obtained by the deflection of the rudder blade is very short relative to the lever arm of the ship's central axis, and the resulting direction changing moment is small; that is, the double rudder method is adopted.
  • Deployment the two rudders are deployed and installed off the center line of the stern of the ship.
  • the direction change force obtained by the deflection of the two rudder and rudder blades has increased relative to the length of the lever arm of the ship's central axis, and the resulting direction change torque follows an increase, but the increase is still limited , The rudder effect is still not obvious.
  • the distance between the bow and the stern rudder of the ship is close to the length of the ship.
  • the change of direction of the stern rudder reflects that it takes a process to change the direction of the bow and cannot respond quickly. This is especially true for large ships and long and narrow ships. Turning a turn requires a large turning radius, which is not convenient for ships to make emergency evasion and is not suitable for the era of high speed.
  • the existing technology has developed the rapid change of ship's direction using the pod propeller and rudder, and the setting of a specialized bow change propulsion device at the bulbous bow of the ship. Due to the implementation of the coordinated change of the ship's bow and stern, this technology can significantly increase the speed of the ship's response to the change of direction and support the ship's emergency avoidance. However, for ships without a bulbous bow, this method of ship direction change will greatly reduce the response speed of the ship’s direction change; when the ship is sailing but does not change direction, the direction changing propeller installed at the bulbous bow is installed The formation of eddy currents, turbulence, and turbulence in the structure will increase the resistance of the ship's navigation; the process of changing directions will increase additional energy consumption. Therefore, it still cannot be regarded as an ideal ship redirection technology.
  • the axial flow jet propulsion device and the axial flow jet propulsion device are deployed and installed into the bow water intake and direct suction jet propulsion modes as technological innovations, and their popularization and application are expected to promote the realization of a generally high speed era.
  • the realization of the era of universal high speed will create incalculable economic and social value for the world. Because:
  • Water transportation is a mode of transportation that uses ships as vehicles. It uses natural rivers, lakes, and seas as roads and also includes very few artificial waterways. Unlike land transportation, which requires huge investment in the construction and maintenance of roads (high-speed railways and expressways), it does not occupy or occupy less land; , Compared with the land transportation mode with railway as the main body, the biggest advantage lies in: heavy load, low energy consumption and low transportation cost.
  • Speed is an important indicator of marine military power. The advent of the era of generally high speed will also affect revolutionary changes in marine military technology. For example, if the instantaneous speed of an aircraft carrier can reach or exceed 100 knots, it may cause major changes in the take-off method of carrier-based aircraft and further lead to the structure of the aircraft carrier. Changes.
  • direct suction and injection propulsion devices and the implementation of direct suction and injection propulsion deployment and installation mode for forward water inflow can achieve a significant improvement in the energy efficiency of ships' navigation. Its promotion and application can promote the global water transport industry to greatly improve the energy-saving and emission-reduction capabilities. Make beneficial contributions to respond to and improve global climate deterioration.
  • the present invention provides a new wave suppression method for ships.
  • the ship does not have a bulbous bow for suppressing wave generation. Instead, the ship is deployed on the bow and sides of the ship below the waterline.
  • the wave-suppressing water inlet and the wave-absorbing and jet-propelling device matched with it.
  • a number of wave-making water inlets are arranged on the bow and sides of the ship below the waterline.
  • the wave-making water inlet and the inner side of the ship under the waterline have both propulsion and wave absorption direct suction and jet propulsion devices.
  • the water ports are connected so that the water flow from the bow and sideboards on both sides of the ship is sucked by the propulsion device when the ship is sailing through the propulsion device.
  • the bow and sideboards of the navigating ship lose the conditions for forming waves, which reduces the wave resistance of the navigating ship and helps improve the energy efficiency of the ship's navigation.
  • one Xingbo water inlet is correspondingly equipped with a propulsion and wave absorbing jet propulsion device, or multiple Xingbo water inlets are used together with a propulsion and wave absorbing jet propulsion device.
  • the direct suction jet propulsion device is deployed and installed on the inner side of the ship's sideboard and the inner side of the bottom plate, and the water nozzle of the direct suction jet propulsion device passes through the bottom of the ship and communicates with the outside and inclines toward the stern of the ship.
  • the direct suction jet thrust device is deployed and installed on the inner side of the ship's sideboard and the outer side of the bottom plate, and the spray nozzle of the direct suction jet is located on the outer side of the ship bottom plate, and faces forward or inclined toward the stern of the ship.
  • the spraying and pushing device is a direct suction spraying and pushing device.
  • the propulsion device adopts a horizontal deployment or an inclined deployment
  • the inclined deployment includes the deployment of the water spray port toward the oblique rear of the ship or the water spray port toward the oblique rear and rear of the ship and the inner side of the ship.
  • the direct suction spraying and pushing device is a centrifugal tubular spraying and pushing device.
  • the present invention also provides a novel wave-making suppression structure device for ships.
  • the wave-making water inlet structure of the direct suction jet push device includes at least one of a flat water inlet structure, a convex flat water inlet structure or a convex forward inclined water inlet structure. kind.
  • the outer convex flat inlet structure includes a diversion outer shell arranged at the position of the flat inlet to surround and bulge the flat inlet on the outer surface of the sideboard, and the plane of the inlet of the diversion outer shell is a vertical surface structure and A sweeping surface perpendicular to the outer surface of the sideboard or forming an acute angle.
  • the outwardly convex forward-inclined water inlet structure includes a diversion outer shell that surrounds the flat water inlet and bulges on the outer surface of the sideboard at the position of the flat water inlet, and the plane of the water inlet of the diversion outer shell is toward the bow
  • the forward inclined surface structure and the swept surface perpendicular to the sideboard surface or forming an acute angle.
  • a number of Xingbo water inlets are arranged on the outer side of the ship's sideboard, and the Xingbo water inlet has an outwardly convex flat inlet structure; the Xingbo water inlet opening faces the bow of the ship.
  • the mouth of the Xingbo water inlet is also provided with a reinforcing rib or a structure for intercepting debris.
  • each of the Xingbo water inlets is connected to the water inlet of a direct suction jet push device located on the inner side of the ship, and the water jet of the direct suction jet push device is located on the bottom of the ship and is connected to the outside.
  • each Xingbo water inlet is connected to the water inlet of a direct suction jet and thrust device located under the bottom of the ship via a confluence duct, and each Xingbo water inlet is respectively connected with the confluence duct, and the water outlet of the confluence duct is connected with the direct suction jet and pusher.
  • the water inlet of the device is connected.
  • each Xingbo water inlet is connected to the water inlet of a direct suction, jet and push device located under the bottom of the ship.
  • a number of Xingbo water inlets are arranged on the outer side of the ship's sideboard, and the Xingbo water inlet has a convex forward-inclined water inlet structure; the Xingbo water inlet opening faces the bow of the ship.
  • multiple or a group of wave-forming water inlets are connected to the water inlet of a wave-absorbing, direct-suction, spraying and pushing device through a common manifold.
  • each Xingbo water inlet is connected to the water inlet of a direct suction, jet and push device located under the bottom of the ship.
  • discontinuous support ribs at or near the bottom of the sideboard of the ship are used as water inlets for direct suction and jetting to suppress wave making and are directly connected to the water inlets for direct suction and jetting for wave making;
  • the direct suction jet that suppresses wave making pushes the nozzle close to and faces the interval fracture of the support rib, but is not connected with the interval fracture of the support rib.
  • multi-layer wave-making water inlets are vertically deployed in the bow of the ship or including the sideboard.
  • At least one layer is deployed on the outside of the ship's bottom plate.
  • a number of wave-making water inlets are arranged on the outside of the ship’s sideboard and merged into a wave-making water flow through the branch pipe and the main pipe structure.
  • the water inlet which is connected to the branch pipe connected to each Xingbo water inlet, collects the wave water flow of each Xingbo water inlet in the main pipe, and the water outlet of the main pipe is the direct suction connected to the main water outlet.
  • the jet-push water delivery constitutes a structure in which a single direct suction jet-pusher is connected with multiple Xingbo water inlets.
  • the invention provides a new wave suppression method and application for a ship.
  • a number of wave-making inlets are arranged on the bow and sides of the ship under the waterline.
  • the propulsion device is related to the water inlet. When the ship is sailing, the bow and outboard water flows are sucked into the stern or the rear of the stern by the propulsion and wave absorbing jet propulsion devices. The bow and sideboard wave forming conditions of bulbous bow navigation are significantly suppressed.
  • Figure 1 is a structural schematic diagram of a ship provided by the present invention in which an axial flow jet propulsion device is installed in a partially embedded mode;
  • Figure 2 is a structural schematic diagram of a ship provided by the present invention in which an axial flow jet propulsion device is installed in a fully embedded mode;
  • Figure 3 is a schematic structural diagram of a ship provided by the present invention in which an axial flow jet thruster is installed in a body-fitted device mode;
  • Figure 4 is a front view of Figure 3;
  • Figure 5 is a schematic structural view of an axial jet pusher provided with a mounting structure
  • Figure 6 is a structural schematic diagram of a ship provided by the present invention using a suspension device mode to install an axial jet thruster;
  • Figure 7 is a front view of Figure 6;
  • Figure 8 is a schematic view of the structure of an axial jet thruster equipped with a suspension device structure
  • Figure 9 is a schematic structural diagram of an axial jet thruster equipped with a rotatable device structure
  • Figure 10 is a structural schematic diagram of the deployment of supporting ribs at the bottom of a ship
  • Fig. 11 is a schematic view of the bottom view of Fig. 10;
  • Figure 12 is a schematic diagram of the axial line of the axial jet propulsion arranged at a small horizontal angle and obliquely at the bottom of the ship;
  • Figure 13 is a side view of Figure 12;
  • Figure 14 is a schematic diagram of the axial jet thruster installed with a concave structure on the bottom of the ship;
  • Figure 15 is a side view of Figure 14;
  • Figure 16 is a schematic diagram of a parallel port structure with multiple water inlets in the bow of a ship imitating water intake;
  • Figure 17 is a schematic diagram of the connection between the parallel port structure with multiple water inlets and the axial jet thruster in the bow of the imitation ship;
  • Fig. 18 is a schematic view of the water inlet direction of Fig. 17;
  • Figure 19 is a schematic diagram of the parallel port structure of the multi-machine imitation ship's bow unilaterally deployed water inlet;
  • Figure 20 is a schematic diagram of a multi-machine imitating ship's bow unilateral deployment of the water inlet parallel port structure and the connected axial flow jet nozzle with a small angle and downward warping;
  • Figure 21 is a side view of Figure 20;
  • Figure 22 is a schematic diagram of the multi-machine inclination parallel water inlet structure
  • Figure 23 is a side view of Figure 22;
  • Figure 24 is a schematic diagram of the multi-machine inclination parallel water inlet structure and the connected axial flow jet thrust axis taking a small angle upward with the ship's advancing direction;
  • Figure 25 is a side view of Figure 24;
  • Figure 26 is a schematic diagram of a multi-machine inclined port parallel inlet structure
  • Fig. 27 is a schematic front view of Fig. 26;
  • Figure 28 is a side view of Figure 26;
  • Figure 29 is a schematic diagram of the multi-machine oblique port parallel inlet structure and the connected axial flow jet thrust axis line parallel to the ship's advancing direction;
  • Fig. 30 is a schematic diagram of a front view of Fig. 29;
  • Figure 31 is a side view of Figure 29;
  • 32 is a schematic diagram of an embodiment of a single-plate structure ship wind resistance or water resistance device with a resistance plate that is opened and closed through a sleeve shaft to obtain torque in a stored state;
  • Figure 33 is a schematic diagram of the resistance plate of the ship's wind resistance/water resistance device in Figure 32 obtaining torque through the sleeve shaft in an open state and implementing deceleration/brake/direction adjustment according to the control target;
  • Figure 34 is a schematic diagram of the combined structure of the resistance plate, the sleeve shaft and the gear of the single plate structure of the ship wind/water resistance device in Figure 32;
  • Figure 35 is an exploded schematic view of the resistance plate of the single plate structure of the ship wind/water resistance device in Figure 34;
  • Figure 36 is a partial cross-sectional view of the through hole and pin fixing hole of the resistance plate sleeve shaft of the single plate structure of the ship wind/water resistance device of Figure 34;
  • Figure 37 is a top view of the resistance plate of the single plate structure of the ship wind/water resistance device of Figure 34;
  • Fig. 38 is an embodiment of the combined plate type ship wind/water resistance device that obtains torque opening and closing resistance plate through the sleeve shaft, and is in a partially opened state from a certain angle on the side of the ship.
  • Figure 39 shows the resistance plate that the combined plate type ship wind/water resistance device obtains torque opening and closing through the sleeve shaft. From a certain angle of the ship's sideboard, it is in a partially opened state and the implementation of deceleration/brake/direction adjustment according to the control target Example diagram;
  • Figure 40 is a schematic diagram of the fully opened state of the ship's stern sideboard deploying independent water resistance and wind resistance dual deceleration/brake/direction adjustment resistance plates to perform direction adjustment;
  • FIG. 41 is a schematic diagram of the test perspective of FIG. 40.
  • Figure 42 shows the resistance of an embodiment of a resistance plate that is opened and closed by torque through the pin installed in the pin installation holes on the two ends of the wind/water resistance device of the ship deployment with a single plate structure.
  • Figure 43 is a partial cross-sectional view of the pin mounting hole provided at the end of the resistance plate of the single plate structure of Figure 42;
  • Figure 44 is a top view of Figure 42;
  • FIG. 45 is a schematic diagram of an embodiment of a split plate structure resistance plate in a single plate type or a combined plate type that obtains torque opening and closing of the wind/water resistance device through the set offset single control arm of the ship deployment;
  • Figure 46 is a top view of the ship wind/water resistance device of Figure 45;
  • Fig. 47 is a schematic side view of the ship wind/water resistance device in Fig. 45;
  • Figure 48 is a top view of the ship wind/water resistance device of Figure 45;
  • Figure 49 is a schematic diagram of an embodiment of the deceleration/brake state of the resistance plate of the deceleration/brake/direction device with a single plate type simple wind resistance or a common wind resistance and water resistance deployed in the bow of a ship;
  • Fig. 50 is a schematic diagram of an embodiment of the direction adjustment state of the resistance plate of the single-plate type simple wind resistance or the deceleration/brake/direction adjustment device shared by the wind resistance and the water resistance in FIG. 49;
  • FIG. 51 is a schematic diagram of the single-plate type simple wind resistance in FIG. 49, or the resistance plate of the deceleration/brake/direction adjustment device shared by the wind resistance and the water resistance in the storage state embodiment;
  • FIG. 52 is a schematic diagram of an embodiment of a combined plate type simple wind resistance, or a deceleration/brake/direction adjustment device shared by wind resistance and water resistance, with the resistance plate in the stored state;
  • Fig. 53 is a schematic diagram of an embodiment of the unilateral combined resistance plate in Fig. 52 in a fully opened left-turned heavily adjusted direction state;
  • Fig. 54 is a schematic diagram of an embodiment of the two resistance plates in the single-sided combined resistance plate in Fig. 52 being opened and turned to the left in a moderately adjusted state;
  • FIG. 55 is a schematic diagram of an embodiment of a state where one resistance plate in the single-sided combined resistance plate in FIG. 52 is opened and turned to the left and slightly adjusted to the left;
  • Figure 56 is a schematic diagram of an embodiment of a partially opened state in which independent water resistance and wind resistance dual deceleration/brake/direction adjustment resistance plates are deployed on the stern side of the ship to perform direction adjustment;
  • Figure 57 is a schematic diagram of an embodiment of the stern sideboard of a ship deploying independent water resistance and wind resistance dual deceleration/brake/direction adjustment resistance plates in the storage state;
  • Figure 58 is a schematic diagram of the first embodiment of the deployment of a ship using axial flow (centrifugal) jets with water inflow from the side of the ship and water from the stern to implement direction adjustment;
  • Figure 59 is a schematic diagram of an embodiment of a shallow trough type inverted water bucket
  • Fig. 60 is a schematic diagram of the outside perspective of the inverted water bucket in Fig. 59;
  • Figure 61 is a schematic diagram of an embodiment of a deep trough type inverted water bucket
  • Fig. 62 is a schematic diagram of the outside perspective of the inverted water bucket in Fig. 61;
  • Figure 63 is a schematic diagram of an embodiment of a simple plate-shaped inverted water bucket
  • Figure 64 is a schematic diagram of the outside perspective of the inverted water bucket in Figure 63;
  • FIG. 65 is a schematic view of a ship's stern view of an embodiment in which a reversing device is deployed at the bottom of the ship, and the reversing bucket is in a storage state in the storage bin;
  • Figure 66 is a schematic view of the bottom view of the ship in Figure 65;
  • Fig. 67 is a schematic diagram of the stern view of the ship with the reversing device deployed, and the reversing bucket is in a discharged (opened) state;
  • Figure 68 is a partial cross-sectional view of Figure 67 showing the inside of the reversing water bucket storage bin;
  • Figure 69 is a schematic side view of the ship in Figure 67;
  • Figure 70 is a schematic diagram of a first embodiment of a wave-making suppression processing device in which the structure of the externally convex flat-port water inlet and the wave-making suppression axial flow jet are deployed on the inner side of the ship's sideboard and the inner side of the ship's bottom;
  • Figure 71 is a schematic view of the outside of the ship of Figure 70;
  • Figure 72 is the view from the inside of the ship of Figure 70, reflecting the schematic diagram of the wave-making suppression axial flow jet nozzle setting through the ship's bottom plate;
  • Figure 73 is a schematic diagram of the second embodiment of the wave-making suppression processing device in which the structure of the externally convex flat inlet and the wave-making suppression axial flow jet are deployed on the inner side of the ship's sideboard and the outer side of the ship's bottom;
  • Figure 74 is a schematic view of the embodiment in Figure 73 where the axis of wave-making suppressing axial jet thrust rises at a small angle with the advancing direction of the ship and the water jet protrudes beyond the bottom edge of the sideboard of the ship in Figure 73;
  • Figure 75 is a schematic diagram of the outside perspective of the ship in Figure 73;
  • Figure 76 is a schematic diagram of the perspective of the ship's water intake direction in Figure 73;
  • FIG. 77 is a schematic structural diagram of Embodiment 3 of the wave making suppression processing device.
  • Fig. 78 is a schematic view of the first embodiment of the first embodiment of the ship in Fig. 77 when viewed from the inside view of the ship, where the axis of the wave-making suppression axial jet thrust is raised at a small angle with the advancing direction of the ship and the water spout does not protrude beyond the bottom edge of the ship’s sideboard;
  • Figure 79 is a schematic diagram of the outside perspective of the ship in Figure 77;
  • Figure 80 is a second schematic diagram of the inside perspective of the ship in Figure 77;
  • Figure 81 shows the protruding forward-inclined water inlet and the axis line of the wave suppression axial jet thrust at an acute angle with the ship’s advancing direction in the plane of the cross axis line and the integrated side stern rudder (when in the storage state The fusion of the resistance surface of the stern rudder plate and the sideboard surface of the ship) schematic diagram of the embodiment;
  • Figure 82 is a schematic view of the inside of the ship in Figure 81;
  • Figure 83 is a schematic view of the bottom of the ship in Figure 81;
  • Figure 84 is a schematic diagram of the outer side of the ship in Figure 81;
  • FIG. 85 is a schematic diagram of Embodiment 5 of a wave-making suppression processing device
  • Figure 86 is a schematic diagram of the outer side of the ship in Figure 85;
  • Figure 87 is a schematic view of the inside of the ship in Figure 85;
  • Figure 88 is a schematic diagram of the perspective of the ship's water intake direction in Figure 85;
  • Fig. 89 is a schematic diagram of an application embodiment of an externally convex flat water inlet and branch pipe expansion
  • Figure 90 is a schematic diagram of the perspective of the ship's water intake direction in Figure 89;
  • Figure 91 is a schematic diagram of the outer side of the ship in Figure 89;
  • Figure 92 is the second schematic diagram of the outside perspective of the ship in Figure 89
  • Figure 93 is a schematic diagram of an embodiment of the convex forward inclination water inlet and the rear sideboard stern rudder (the resistance surface of the stern rudder plate in the non-deceleration/brake/direction state is coplanar with the sideboard surface of the ship);
  • Fig. 94 is a schematic diagram of an embodiment of the convex forward-inclined water inlet and the rear-extended side stern rudder (in a fully opened deceleration/brake/direction state);
  • Figure 95 is a schematic diagram of the perspective of the stern of the ship in Figure 93;
  • Figure 96 is a schematic diagram of an embodiment of the convex forward-inclined water inlet and the rear-extended sideboard stern rudder (at a small angle to open the deceleration/brake/direction state);
  • Figure 97 is a schematic diagram of an embodiment of the convex forward inclination water inlet and the rear sideboard stern rudder (the resistance surface of the stern rudder plate in the non-deceleration/brake/direction state is coplanar with the sideboard surface of the ship) from the inside perspective of the ship;
  • Fig. 98 is a schematic diagram of an embodiment of discontinuous supporting ribs on the bottom of the sideboard and an axial jet thrusting arrangement for suppressing wave making;
  • Figure 99 is a perspective view of the bow of the ship in Figure 98;
  • Figure 100 is a schematic diagram of the bottom perspective of the ship in Figure 98;
  • Figure 101 is a schematic diagram of the first embodiment of the bow, bottom, and stern steps of the ship's bottom and the group deployment of axial jet thrusters and the deployment of discontinuous support ribs on the bottom of the sideboard to suppress wave making axial jet thrusters;
  • Figure 102 is a perspective view of the bow of the ship in Figure 101;
  • Fig. 103 is a schematic diagram of the bottom perspective of the ship in Fig. 101;
  • Figure 104 is a schematic diagram of the second embodiment of the bow, bottom, and stern steps of the ship's bottom and the group deployment of axial jet thrusters and the deployment of discontinuous supporting ribs at the bottom of the sideboard to suppress wave making axial jet thrusters;
  • Figure 105 shows the interior of the cabin near the bottom plate on both sides of the bow of the ship. In a symmetrical manner, the axis line is arranged to obliquely intersect the ship's advancing direction, and the water jets pass through the bottom plate.
  • External schematic diagram of the spraying device
  • Figure 106 shows the interior of the cabin near the bottom plate on both sides of the bow of the ship. In a symmetrical manner, the axis line is arranged to obliquely intersect the ship’s advancing direction and the water jet traverses the bottom plate.
  • Figure 107 is a schematic diagram of the structure of a ship deployed with hydro-lifting wings
  • Figure 108 is a schematic diagram of the structure of the bottom of the ship in Figure 107;
  • Figure 109 is a schematic diagram of the first embodiment of the structure of the axial flow centrifugal ejector device
  • Figure 110 is a schematic diagram of the second embodiment of the axial flow centrifugal ejector device.
  • Water intake The water intake of the axial flow jet propulsion device is facing the direction of the ship.
  • Centrifugal axial flow jet propulsion device a jet propulsion device in which fluid enters in a centrifugal manner and outputs in an axial flow manner.
  • Dual working fluid jet propulsion The propulsion device of the same ship adopts the dual mode of water working fluid jet propulsion and air working fluid jet propulsion.
  • the embodiment of the present invention provides a new type of fast and efficient propulsion method for a ship, by installing and deploying an axial flow water working medium propulsion device and/or an axial flow air working medium propulsion device with water-inflow characteristics on the ship 2.
  • the axial flow water working medium spraying and pushing device and the axial flow air working medium spraying and pushing device adopt centrifugal axial flow spraying and pushing devices.
  • Axial water jet propulsion can be referred to as water jet propulsion;
  • axial air jet propulsion can be referred to as air jet propulsion.
  • Air jet propulsion can be referred to as duplex jet propulsion for short.
  • an axial-flow water working medium jet propulsion device with water-inflow characteristics its deployment position is the bow of the bottom of ship 2, the bottom of ship 2, the bow of ship 2’s side, or ship 2’s side.
  • the deployment location is not limited to the above manner, and the deployment location set according to the usage scenario all fall within the protection scope of the present invention.
  • the deployment method adopts sequential layout, echelon layout, array layout, partition layout, selection layout, and discrete layout.
  • sequential layout echelon layout
  • array layout echelon layout
  • partition layout echelon layout
  • selection layout echelon layout
  • discrete layout discrete layout
  • the axial flow air working medium spraying and pushing device adopts a side-side open-type external fixed installation mode.
  • the storage bin device mode that is, a storage bin is provided on the side of the ship above the ship's waterline; the axial flow air working fluid propulsion device is installed on a mounting structure that can perform storage and release operations, the The installation structure is deployed in the storage bin.
  • the installation mode is one or a combination of the inner device mode, the outer device mode and the storage bin device mode. It should be noted that the installation method is not limited to the above method, and the reasonable installation method set according to the usage scenario also belongs to the protection scope of the present invention.
  • the internal device mode is that a special cabin for installing an axial flow water working medium spraying device is provided at the bottom of the ship 2.
  • the axial flow water working medium spraying device is in the cabin, and only the water inlet and the water nozzle are outwards. .
  • a dedicated cabin is set at the bottom of the ship 2, and the axial-flow water working fluid propulsion device can be deployed in the dedicated cabin.
  • the dedicated cabin is provided with openings for water inlet and outlet.
  • the axial-flow water working fluid propulsion device When used in a dedicated cabin, only the water inlet and spray port of the axial flow water working medium spraying device are connected to the outside through the opening; the internal device mode is adopted to facilitate the maintenance of the axial flow water working medium spraying device.
  • the external device mode includes an embedded device mode and a non-embedded device mode.
  • the embedding device mode is that an embedding groove is provided at the bottom of the ship 2 and the axial flow hydraulic fluid spraying device is embedded in the embedding groove; the embedding device mode includes a fully embedding device mode and a partial embedding device mode.
  • the bottom of the ship 2 is provided with an embedded groove
  • the embedded groove and the axial-flow hydraulic fluid spraying and pushing device are provided with a matching fixed structure, and the axial-flowing hydraulic fluid spraying and pushing device can be embedded in the embedded groove;
  • the embedded device mode may be a partially embedded device mode, or, as shown in FIG. 2, the embedded device mode may also be a fully embedded device mode.
  • the non-embedded device mode includes a body-mounted device mode, a suspended device mode, and a rotatable device mode.
  • the body-fitting device mode that is, the axial-flow water working medium jet-propelling device
  • the axial flow jet pushing device 1 is mounted on the outside of the bottom plate of the ship 2 through the mounting structure 3 provided; specifically, as shown in FIG. 5, the axial flow jet pushing device 1 is provided with a mounting structure on the cylinder body 3.
  • the surface of the mounting structure 3 is provided with a number of fastening holes, which are used to cooperate with fasteners.
  • the suspension device mode that is, the axial-flow hydraulic fluid jet propulsion device is fixed on the outside of the bottom plate of the ship 2 and/or the side of the ship through the suspended device structure; as shown in Figure 6-7 , The axial flow jet propulsion device 1 is fixed on the outside of the bottom plate of the ship 2 through the suspension device structure 4 provided; specifically, as shown in Figure 8, the axial flow jet propulsion device 1 is provided with a suspension device on the cylinder body Structure 4.
  • the rotatable device mode that is, the axial-flow hydraulic fluid jet propulsion device is arranged on the outer side of the bottom plate of the ship 2 by rotating the suspension device around the central axis of the suspension device through the set rotatable device structure 5; as shown in FIG. 9,
  • the axial flow jet pushing device 1 is provided with a rotatable device structure 5, the rotatable device structure 5 is arranged such that the outer body is a rigid structure, the inner body is a rotatable structure, and the inner body is implemented with the axial flow jet pushing device 1
  • the outer body is fixedly connected to the ship 2, and the inner body is connected to the steering control part on the ship 2.
  • the rotation control part is used to drive the axial flow jet thrust device 1 around the central axis of the rotatable device structure 5 or 360° steering. Regardless of whether it is an embedded device, a body-fitted device, or a suspension device, and a rotatable device mode, the embedded device structure, body-fitted device structure, suspension device structure, and rotatable device structure all include the transmission of driving force into the centrifugal jet
  • the driving force is electric, hydraulic, pneumatic, and mechanical transmission.
  • a bottom supporting rib 6 for raising the bottom of the ship 2 is provided at the bottom of the ship 2, and the bottom supporting ribs make the outer surface of the bottom of the ship 2 not less than the deployed shaft.
  • the bottom supporting ribs 6 are deployed and installed along the length of the ship, and the preferred deployment mode of the supporting ribs 6 is a symmetrical layout with the longitudinal axis in the ship direction as the symmetry axis.
  • the water-incoming end of the supporting rib 6 is configured as a fluid head-on resistance reduction structure; the back-water end of the supporting rib 6 is configured as a turbulent flow resistance reducing structure of the fluid.
  • At least two sets of discontinuous support ribs 6 are deployed symmetrically on the bottom of the ship 2 with the longitudinal axis of the ship as the symmetrical axis, and a continuous line is deployed along the longitudinal axis of the ship.
  • Supporting rib 6; Discontinuous support ribs are deployed at the bottom of the sideboard of ship 2; 2 and wave-making suppression water inlet function strips; bottom supporting ribs 6 water intake and flow resistance reduction structure; bottom supporting ribs 6 back water end
  • the water flow resistance reducing structure a typical example of the water flow resistance reducing structure is a streamlined structure.
  • the bottom supporting rib 6 adopts a solid structure or a hollow structure, and the hollow structure is a single-silo structure or a multi-silo structure, and the single-silo structure or a multi-silo structure is used for ship ballasting or stowage.
  • One of the cabins is taken as the cabin where special equipment or instruments of the ship are set up.
  • the storage bin device mode is that one or more of the bottom of the ship 2 below the waterline of the ship, the bow of the bottom of the ship 2, the side of the ship 2 or the bow of the side of the ship 2 are provided with storage bins 7
  • the axial flow water working medium spraying and pushing device is installed on the installation structure that can perform storage and release operations.
  • a storage bin 7 is provided on the bottom of the ship 2 below the waterline, the bow of the bottom, and the bow of the sideboard or sideboard, and the axial flow water working fluid spraying device is installed
  • the axial-flow hydraulic fluid spraying device can be pushed out of the storage bin by the installation structure to carry out the pushing operation.
  • the propelling device does not perform the propulsion work
  • the axial flow working fluid propelling device can be moved to the storage bin by the installation structure.
  • the storage bin 7 is stored at least when the axial flow working fluid propelling device is in the storage state.
  • the warehouse 7 is in an externally closed state, and the storage warehouse 7 has a cover to cover it, which can reduce the damage of marine organisms to the axial-flow hydraulic fluid spraying device.
  • the storage operation mode of the axial flow hydraulic fluid spraying and pushing device includes one or more mixed modes of electric mode, hydraulic driving mode, pneumatic driving mode, and manual driving mode.
  • the axial flow water working medium spraying and pushing device is simply fixed to the mounting structure.
  • the axial flow water working medium spraying and pushing device is rotatably installed on the mounting structure. Specifically, the axial flow water working medium spraying and pushing device can rotate around a fixed axis on the installation structure.
  • the axial center line of the axial flow water working medium jet propulsion device is parallel to the navigation direction of the ship.
  • the water inlet of the axial-flow water working medium jet propulsion device is positively facing the direction of the ship's navigation (that is, water intake); and the water jet is positively facing the back of the direction of the ship's navigation, that is, the direction of the ship's stern.
  • the axial center line of the axial flow water working medium jet propulsion device forms an acute angle between the navigation horizontal plane direction and the navigation direction of the ship.
  • the axial flow jet propulsion device 1 is arranged obliquely horizontally and at a small angle on the bottom of the ship 2.
  • the axial center line of the axial flow water working medium jet propulsion device forms an acute upward angle in the direction of the vertical plane of the ship's navigation and the navigation direction.
  • the water body, especially the bottom avoids the inhalation of sand and gravel and other debris to cause damage to the axial flow jet propulsion device, and supports a small amount of lifting of the ship.
  • the axial line of the axial flow water working medium jet propulsion device forms an upward acute angle between the two directions of the ship's advancing horizontal plane and the vertical plane and the advancing direction.
  • the water spray port of the axial flow water working medium spraying device faces the stern part of the ship, or faces the stern part of the ship in a manner of being tilted down at a small angle.
  • the water inlet of the axial-flow water working medium propulsion device when deployed at the bottom of the non-fore part of the ship 2, it has a concave structure, and the front part is provided with a diversion inclined surface.
  • the bottom of the ship’s bottom 2 is provided with a concave structure 8, and the front is provided with a diversion inclined surface 9, the axial flow jet thrust device 1 is embedded in the concave structure 8 and the water inlet 101 faces the diversion Incline 9.
  • the axial flow air working medium propulsion device If the axial flow air working medium propulsion device is used, its deployment position is one or several combinations of the sideboard above the waterline, the bow of the sideboard, or the 2 stern of the ship.
  • the deployment method adopts one or more of sequential layout, echelon layout, array layout, partition layout, selective layout, and discrete layout. combination. It should be noted that the layout method is not limited to the above-mentioned method, and the reasonable layout method set according to the usage scenario belongs to the protection scope of the present invention.
  • the axial flow air working medium propulsion device is fixed to the sideboard above the waterline of the ship in a fixed surface installation mode.
  • the fixed surface mounting mode may be one or more combinations of skin-mounted surface mounting, suspended surface mounting, and rotatable surface mounting.
  • the storage bin device mode that is, a storage bin is provided on the side of the ship above the ship's waterline; an installation structure is deployed in the storage bin, and the axial flow air working medium spraying device is installed in the executable storage and release On the operating installation structure, the installation structure is deployed in the storage bin.
  • the axial flow air working medium spraying and pushing device is simply fixedly installed on the mounting structure.
  • the axial flow air working medium spraying and pushing device is rotatably installed on the mounting structure.
  • the storage and operation modes of the axial flow water working medium spraying device/axial flow air working medium spraying device include one or a combination of electric drive mode, hydraulic drive mode, pneumatic drive mode, and manual drive mode. model.
  • the axial center line of the axial flow air working medium propulsion device is parallel to the navigation direction of the ship.
  • the axial center line of the axial flow air working fluid propulsion device deviates from the oblique orientation of the ship's advancing direction.
  • the axial center line of the axial flow air working medium injection and propulsion device forms an acute angle between the navigation horizontal plane direction of the ship and the navigation direction.
  • the axial line of the axial flow air working medium injection and propulsion device forms an acute upward angle in the direction of the vertical plane of the ship's navigation and the direction of the navigation.
  • the axial center line of the axial flow air working medium injection and propulsion device forms an upward acute angle between the two directions of the ship's advancing horizontal plane and the vertical plane and the advancing direction.
  • the multiple axial flow water working medium spraying and pushing devices can adopt a multi-inlet parallel port structure 103; the multi-inlet parallel port structure 103 is provided with a total
  • the water inlet of the water inlet has a plurality of flow channels inside, and the water inlet of each flow channel is connected with the total water inlet, and the water outlet of each flow channel can be connected with an axial flow fluid spraying device.
  • the multiple water inlet parallel port structure 103 can adopt a variety of structures.
  • the present invention provides the following multiple water inlet parallel port structure 103 embodiments:
  • the multi-inlet parallel structure 103 is a multi-inlet parallel structure that mimics the bow water intake of a ship; as shown in Figures 17-18, the multi-inlet parallel structure 103 and the axial flow hydraulic The mass spray pushing device 1 is docked.
  • the multi-inlet parallel structure 103 is a multi-machine imitation ship’s bow unilaterally deployed inlet parallel structure; as shown in Figures 20-21, the multi-inlet parallel structure 103 has a small angle jet
  • the axial flow water working medium spraying and pushing device 1 of the mouth is docked.
  • the bow of the same ship is symmetrically deployed with two sets of unilaterally deployed water inlet parallel structures to implement the flooding of the bow of the ship.
  • the axial flow water working medium spraying and pushing device 1 is adopted as a small-angle oblique spray port, which is beneficial to the subsequent deployment of the axial flow water working medium spraying and pushing device 1. water.
  • the multi-inlet parallel structure 103 is a multi-machine inclination parallel inlet structure; as shown in Figures 24-25, the multi-inlet parallel structure 103 and the axial flow water working medium are sprayed and expanded.
  • the axial flow jet propulsion device 1 with direct jet flow pattern is docked. Adopting the direct-injection structure with an inclination angle can obtain the same effect of using the small-angle oblique spray nozzle of the axial-flow hydraulic fluid injection device, but it is not necessary to change the direct-injection nozzle of the axial-flow hydraulic fluid injection device.
  • the multi-inlet parallel structure 103 is a multi-machine oblique parallel inlet structure; as shown in Figures 29-31, the multi-inlet parallel structure 103 and the axial flow water jet Device 1 is docked.
  • the present invention also provides the application of the fast and efficient propulsion method of the novel ship described in any one of the above to surface navigation ships.
  • the present invention also provides the application of the fast and efficient propulsion method of the new ship described in any one of the above in a submarine device.
  • the present invention also provides the application of the fast and efficient propulsion method of the new type of ship described in any one of the above in an amphibious traveling device.
  • the bottom and sideboards of these special ships will be separated from the water surface when they are sailing at high speed, so the axial flow water jet propulsion device is not suitable Deploy the bottom and side of the ship, but they can still use the original device of the special type ship to propulsion the installation structure, or by adding a special installation structure deployment device, the centrifugal axial jet propulsion device.
  • the propulsion device can be imagined as a straight cylindrical device body, and the pipe damage when the water flows in the cylinder body is ignored, that is, it can be set to any length.
  • the front port of the straight cylinder is the water inlet, and the back port is the water jet.
  • a working water flow energizing device is deployed inside the cylinder. The working water flows from the water inlet and is energized by the internal energizing device, and then sprays out from the water jet at high speed. Form a propelling water flow.
  • the water inlet and the spray water of its working water flow are in a straight line, it has the aforementioned so-called straight-in and straight-discharge mode, which can be referred to as a direct-suction spraying device or an axial-flowing spraying device in comparison with the curved suction spraying of a pump-jet propulsion device. .
  • one or more axial flow jet propulsion devices are deployed and installed on the bottom of the ship, and the water inlet is deployed and installed on the bow of the bottom of the ship; the water jet is deployed and installed on the stern of the ship.
  • Water is a substance. Before the water body in front of the axial flow jet propulsion device is sucked in, the water can be regarded as an object placed at the front end of the water inlet of the axial flow jet propulsion device.
  • the direction of the pulling force is the same as that of the ship’s advancing direction, which constitutes a pulling effect on the ship’s advancement. It combines with the propulsion force obtained by the propulsion water jet at the rear end of the axial jet propulsion device to form a combined force for the ship’s advancement.
  • the forward power is doubled.
  • the pulling force is generated as long as the axial flow jet propulsion device is in the propulsion state, which is a derivative force of the axial flow jet propulsion device working in the propulsion state, and is a force that promotes the ship's navigation without additional energy consumption of the ship. force.
  • the axial flow jet propulsion device is in the propulsion state, which is a derivative force of the axial flow jet propulsion device working in the propulsion state, and is a force that promotes the ship's navigation without additional energy consumption of the ship. force.
  • propeller propulsion or pump jet propulsion it is a form of ship propulsion that cannot be obtained by propeller propulsion or pump jet propulsion.
  • the ship’s bow constitutes a barrier. Part or most of the water body of the water wall is transformed into a working water body that is sucked by the axial flow jet propulsion device from the water inlet provided at the bow of the ship, and after being energized, it is ejected from the stern of the ship to become the part of the propelling water body and the resistance to sailing against the water.
  • the above-mentioned axial jet propulsion device and water-inlet deployment installation mode are also applicable to submarine devices such as submarines (except for some submarine devices that use small and decentralized propeller propulsion devices).
  • the difference between submarine devices and ships is: submarine devices Wrapped by water, there is no wave-making phenomenon and wave-making resistance; the water intake mode varies according to the deployment and installation position of the propulsion device.
  • the present invention also provides a new type of fast and efficient brake/deceleration/direction change device for ships, that is, the structure of a ship water/wind resistance device or an axial jet thrust device adopting a plate structure.
  • the ship's wind resistance device is installed at a position above the waterline of the ship;
  • the ship's water resistance device 10 is installed at a position below the ship's waterline;
  • the axial flow jet propulsion device structure adjusts the positions of the fluid inlet 101 and the fluid nozzle 102, so that the axial flow jet propulsion device has the function of jet propulsion and ship direction changing.
  • the ship water/wind resistance device includes a single plate structure or a split combined plate structure. Further, the water resistance and wind resistance device of the ship is taken as a separate single plate structure or a split combined plate structure, or the water resistance and wind resistance device of the ship is taken as a shared single plate structure or a split combined plate structure .
  • an operating mechanism 12 for opening and closing the plate structure, adjusting the angle of the plate structure, or storing the plate structure or the axial flow jet pushing device structure in the storage bin.
  • a storage bin 7 in which the plate-type ship water/wind resistance device or axial flow jet thrust device structure is installed.
  • the ship's wind resistance device adopts a single plate structure; the operating mechanism 12 is operated by a combination of a hydraulic mechanism 121, a rack 122 and a gear 123; the ship's wind resistance device is provided with a shaft hole 111 at the end
  • the sleeve shaft 124 equipped with the gear 123 is inserted through the shaft hole 111, and the wind resistance plate 11 and the sleeve shaft 124 are fixedly connected with the pin through the pin hole 112; the two ends of the sleeve shaft 124 are installed on the hull (sideboard or sideboard)
  • the bow) is set at a set position, and a hydraulic mechanism 121 is deployed at a set position on the hull where the gear is installed at the end of the sleeve shaft 124.
  • the ship 2 is equipped with a suitable hydraulic mechanism 121, the end of the hydraulic mechanism 121 is provided with a rack 122, which meshes with the gear 123, so that the hydraulic mechanism 121 can drive the sleeve shaft 124 to rotate, and the sleeve shaft 124 can rotate to drive the wind resistance plate 11 Rotation;
  • the choke surface 114 is configured as a curved choke surface structure; preferably, the choke surface of the wind choke plate 11 is set as a joyriding surface structure.
  • the wind resistance plate 11 also adopts a split combined plate structure; the operating mechanism 12 adopts a simple hydraulic mechanism 121; a plurality of combined plates are assembled on the ship 2 through a sleeve 124, and each combination The plates are provided with a separate hydraulic mechanism 121 for manipulation and rotation.
  • the ship water resistance device and the ship wind resistance device can adopt the same structure. Therefore, the ship water resistance device can also be set to a single plate structure or a split combined plate structure according to the structure of the ship wind resistance device;
  • the ship is inserted with a pin shaft, the ship water resistance device or the ship wind resistance device is provided with a moment arm 125, and the ship water resistance device or the ship wind resistance device is opened and closed by the moment arm 125.
  • the ship 2 is provided with an insertion hole 201 for inserting a pin, and the end of the moment arm 125 of the wind resistance plate 11 is provided with a pin.
  • the choke surface 114 is set as a flat wind-riding structure.
  • the moment arm 125 on the wind resistance plate 11 can be offset at a certain angle
  • the moment arm 125 on the wind resistance plate 11 may be offset at a certain angle
  • the wind choke surface 114 may be set as a plane
  • the end is provided with a wind choke structure 113. It should be noted that, in addition to a flat or curved surface, all other structures designed for the choke surface to achieve water/wind resistance also fall within the protection scope of the present invention.
  • the ship 2 is provided with a storage bin 7; the ship water resistance device 10 and the ship wind resistance device are set in the storage bin 7 through the operating mechanism 12; The moving mechanism 12 can control the opening or closing of the ship water resistance device 10 and the ship wind resistance device.
  • the ship water resistance device 10 and the wind resistance plate 11 can be independently controlled and operated.
  • the operating modes of the resistance plate include: as shown in Figures 32-37, operating modes using sleeve shafts and gears, racks and hydraulic drive mechanisms; as shown in Figures 38, 39, 42-48, using the end The lower pin shaft and the bias arm at both ends, the waist bias arm is directly operated by the hydraulic operating mechanism; as shown in Figure 40-41, the outer dumpling joint mechanism is used to drive and connect the hydraulic pressure in the storage bin.
  • Drive modes include electric, hydraulic drive, pneumatic, manual and multiple hybrid drive modes.
  • the operating mechanism includes hydraulic direct drive, electric direct drive, manual operation, or hydraulic mechanism through linkage mechanism, electric mechanism through gear, rack drive, through a set of gears, racks, connecting rods, cables, belts, Chains, spirals, worm gears, guide rails and other transmission elements can be operated by a compound mechanism formed by a single or multiple combination.
  • the present invention also provides a new type of rapid and efficient deceleration/brake/direction processing method for ships, which includes: taking the longitudinal axis of the ship as the symmetry axis, and installing at least one set of ship water resistance devices, wind resistance plates or axial jet thrusters on the ship.
  • the ship can deploy the wind resistance plate 11, when the wind resistance plate 11 is in the open state, the ship obtains resistance, so as to realize the ship's deceleration, braking or direction change function; in particular, when the wind resistance Part of the resistance plate of the plate 11 is located below the waterline of the ship, and the resistance plate is in a water resistance/wind resistance shared mode.
  • the ship 2 can also deploy the ship water resistance device 10 and the wind resistance plate 11 at the same time; when the ship water resistance device 10 or the wind resistance plate 11 is in an open state, the ship 2 obtains resistance, thereby realizing the ship’s Decelerate, brake or change direction function; Ship 2 is equipped with a resistance plate above the waterline and a resistance plate below the water. This mode is the independent deployment mode of the water and wind resistance plates.
  • the ship’s water resistance device 10 is deployed on both sides of the ship, and one of the water resistance speed plates set on the side of the ship is opened to be in a working state.
  • This side water resistance speed brake can obtain the longitudinal axis of the ship’s excessive center of gravity.
  • the rotation torque enables the ship to obtain a deflection moment around the longitudinal axis of the center of gravity, and deflect towards the side where the water resistance speed plate is opened, so as to change the direction of the ship’s navigation; because the water resistance speed plate installed on the side of the ship has a special effect on the ship’s passing
  • the longitudinal axis of the center of gravity has a larger torsion arm, and the water resistance per unit area available for the longitudinal axis of the ship’s over-center of gravity has a greater torsion torque than the water resistance speed plate installed at the bottom of the ship, which is in a braking state.
  • the water-resistance retarder at the bottom of the ship which is in a braking state, has a greater effect on the ship's steering efficiency, and it exceeds the steering efficiency per unit area provided by the ship's conventional stern rudder by several times.
  • the ship deploys and installs the wind resistance plate 11 on both sides of the ship.
  • the side air resistance speed brakes can obtain the rotation of the longitudinal axis of the ship’s excessive center of gravity. Torque enables the ship to obtain a deflection moment around the longitudinal axis of the center of gravity and deflect towards the side where the air-resistance speed brake is open to realize the change of the ship’s navigation; because the air-resistance speed brake installed on the side of the ship is aimed at the ship’s excessive center of gravity
  • the longitudinal axis has a larger torsion arm, and the air resistance per unit area can be obtained for the ship’s over-center of gravity.
  • the longitudinal axis has a greater torsion torque than the air-resistance brake plate at the bottom of the ship, which is in a braking state.
  • the air-resistance retarder at the bottom of the brake working state has a greater effect on the direction of the ship, and it is several times better than the steering efficiency per unit area provided by the ship's conventional stern rudder.
  • the longitudinal dimension of the water-resistance speed brake/air-resistance speed brake is large, consider the rigidity of the water-resistance speed brake/air-resistance speed brake and the flexibility of operation, as well as the strength of specific deceleration or steering requirements (for example, only a slight deceleration is required. , Or slightly change direction), and further set the water resistance speed brake/air resistance speed brake from the length direction to a multi-stage combined structure, so that each stage can be controlled independently, or each stage can be controlled in a unified manner. For example, when the direction is slightly adjusted, Only one of the segments can be controlled. When emergency steering is needed, each segment can be linked to control the unified opening action.
  • the ship deploys a single deployment mode or multiple combined deployment modes of the ship water resistance device 10, the wind resistance plate 11 or the axial jet thrust device; according to actual needs, the ship can deploy the ship water resistance device 10, the wind resistance plate 11 and
  • the arrangement of the axial flow jet propulsion device in other positions also belongs to the protection scope of the present invention.
  • At least one set of the ship water resistance device is arranged symmetrically at the bottom or sideboard of the ship under the waterline with the longitudinal axis of the ship as a reference.
  • At least one set of the wind resistance plate is arranged symmetrically on the sideboard above the waterline of the ship or on both sides of the bow of the ship with the longitudinal axis of the ship as a reference.
  • the plate structure of the ship's water resistance and wind resistance device or the axial flow jet pushing device is deployed and installed in an open mode or a storage bin mode.
  • the bilateral symmetrical working mode of the water resistance device, the ship wind resistance or the axial flow jet thrust device is adopted to realize the ship direction change and realize the fast and efficient deceleration/brake of the ship.
  • the unilateral working mode of the water resistance device and the ship wind resistance is adopted to realize the ship direction change.
  • the ship is divided by the longitudinal center axis of the ship, and the ship direction change is realized by the unilateral jet propulsion of the axial flow jet propulsion device.
  • a steerable deflecting flow blocking device that can be accommodated or not is arranged behind the water nozzle of the ship's outermost axial jet propulsion to guide the water jet to be directed to the side.
  • the outboard side of the ship can change the direction of the ship.
  • the water jet of the outermost axial flow jet propulsion of the ship is set as the vector fluid jet nozzle structure to realize the ship direction change.
  • valve control device a valve with a special structure and control form, which is specifically expressed as: in the non-changing state of the ship, through the control valve, the outermost axial jet on both sides of the ship (or on both sides) Axial jet push) water inlet and jet water are coaxial, that is, the axial jets on both sides work in jet push state at the same time; in the state of change, the outermost axial jet push on both sides of the ship (or It is the axial flow jet on both sides) of the axial flow jet on one side (the other side, or the axial flow jet on the side turning towards this side, stops working), the water inflow from the axial flow jet on the opposite side Advancing the water inlet-that is, implementing cross water inlet (due to valve control, the
  • the valve control device realizes the direction change of the ship. It is required that the axial jet propulsion nozzles on both sides be located in the bow of the ship.
  • the ship 2 can also be equipped with an axial flow jet propulsion device, according to the adjustment of the thrust of the axial flow jet propulsion device so as to realize the deceleration, braking or direction change function of the ship.
  • the rotatable axial flow jet propulsion which can be operated by electric navigation control is deployed and installed on the bottom of the ship to realize the ship direction change.
  • a number of inclined axial flow jet propulsion devices 1 are respectively deployed on both sides of the bottom of the ship 2.
  • the pulling action of the water inlet of the lateral axial flow jet and thrust device and the thrust action of the water spray from the water nozzle can jointly constitute the rotation torque for the longitudinal axis of the ship's over-center of gravity, so that the ship faces the axial flow jet and the thrust device does not work. Turn sideways.
  • the axial flow jet propulsion device with through-flow characteristics adopts a centrifugal axial flow jet propulsion device.
  • new ship fast and efficient braking/deceleration/direction change device provided by the present invention and the ship's fast and efficient deceleration/brake/direction change processing method can be combined with the above-mentioned new ship's rapid and efficient propulsion method on ships. .
  • the present invention provides a new type of fast and efficient reversing device for ships, which includes an axial flow jet pushing device 1 and an inverted water bucket 13 arranged directly behind the water nozzle of the axial flow jet pushing device 1.
  • the new type of ship's fast and efficient reversing device includes an axial flow jet pushing device 1 and a reverse navigation water bucket 13; Directly behind the mouth; when in use, the water jet of the axial flow jet pushing device 1 sprays water, and the inverted water bucket 13 encloses the sprayed water and conveys it in the reverse direction to obtain a reverse effect.
  • This force is transmitted to the stern plate of the ship, so that the ship obtains a reversed state in which the ship is reversed and sailed.
  • the internal water flow profile of the water jet of the axial flow jet propulsion device 1 is parallel to the forward direction of the ship but facing away from it.
  • it also includes a concave inverted water bucket storage bin 14 for storing the inverted water bucket 13.
  • the inverted water bucket 13 includes a tail baffle 131.
  • the inverted water bucket 13 further includes a side water baffle 132.
  • the inverted water bucket 13 is taken as an incomplete bucket structure, or the inverted water bucket 13 is taken as a simple plate structure.
  • the inverted water bucket 13 includes a tail baffle 131 and two sides Side water baffle 132;
  • the bucket of the inverted water bucket 13 is provided with operating mechanism connecting piles 133, the operating mechanism connecting piles 133 are used to cooperate with the operating mechanism;
  • the outer side of the inverted water bucket 13 is provided with two The external dumpling connecting pile 134 is used for connecting with the dumplings of the ship 2;
  • the outer surface of the inverted water bucket is adapted to the outer surface of the bottom plate of the ship where the deployment device is located.
  • a dumpling-mounted deep-groove inverted water bucket with dumplings mounted on the bottom of a ship the inverted water bucket 13 includes a tail flap 131 and side flaps 132 on both sides;
  • the inverted navigation water bucket 13 is provided with operating mechanism connecting piles 133 in the bucket, and the operating mechanism connecting piles 133 are used to cooperate with the operating mechanism; the two side ends of the inverted navigation water bucket 13 are respectively provided with side end dumplings.
  • the connecting pile 135, the side end dumpling connecting pile 135 is used for connecting with the ship 2; the outer surface (plane) of the inverted water bucket is adapted to the outer surface of the bottom plate of the ship where the deployment device is located.
  • the inverted water bucket 13 is a plate-shaped inverted water bucket;
  • the inverted water bucket 13 includes There is a tail baffle 131; in the bucket of the inverted water bucket 13, there are operating mechanism connecting piles 133, which are used to cooperate with the operating mechanism; each side of the inverted water bucket 13 is respectively provided There are end side plate dumpling holes 136, which are used to connect with ship 2 dumplings; the outer surface of the inverted water bucket is adapted to the outer surface of the ship's bottom plate where the deployment device is located.
  • inverted water buckets listed in the present invention are designed to achieve the inverted effect and other structural designs of the inverted water buckets also fall within the protection scope of the present invention.
  • the present invention also provides a novel method for quickly and efficiently reversing a ship, deploying and installing at least one axial flow jet pushing device 1, and deploying and installing an inverted water bucket 13 directly behind the water nozzle of the axial flow jet pushing device 1.
  • the axial flow jet propulsion device 1 is installed on the bottom of the ship 2 in a body-fitted or suspended device mode, the water flow pattern inside the water jet is parallel to the forward direction of the ship but faces away from the water jet.
  • An inverted water bucket storage bin 14 is provided on the bottom of the ship at an appropriate distance directly behind.
  • the ship 2 is equipped with a number of axial flow jet propulsion devices 1, and the inverted water bucket 13 is deployed behind the nozzles of the multiple axial flow jet propulsion devices 1 in the middle; the ship 2 adopts Reversing device, which can realize reversing action;
  • the ship 2 is equipped with an inverted water bucket storage bin 14.
  • the inverted water bucket 13 can be stowed in the inverted water bucket storage bin 14 through the dumpling structure to avoid the resistance caused by the inverted water bucket when the ship is moving forward; when the ship needs to be reversed , The inverted water bucket 13 can be released from the inverted water bucket storage bin 14 through the operating mechanism 12.
  • one side edge of the inverted navigation water bucket 13 is mounted on the edge of the inverted navigation water bucket storage bin 14 away from the centrifugal spray nozzle, and the inner side of the inverted navigation water bucket is connected to the inverted navigation mechanism. .
  • the axial flow jet propulsion device 1 is installed on the bottom of the ship 2 in an embedded device or an internal device mode, the water flow pattern inside the water jet is parallel to the forward direction of the ship but faces backward, and the water jet is in front of the water jet.
  • An inverted dumpling dumpling structure is set up on the tailboard of the ship at the rear.
  • a side edge of the inverted navigation water bucket is dumped on the dumpling structure, and the side of the inverted navigation water bucket that does not correspond to the axial flow jet nozzle is connected to the inverted navigation mechanism.
  • the dumpling at one end of the inverted operating mechanism that is not connected to the inverted water bucket is mounted on the bottom of the ship or the stern board of the inverted water bucket storage bin in the opposite direction of the ship’s advancing direction.
  • one inverted water bucket 13 is adapted to deploy multiple axial flow jet propulsion devices 1.
  • the present invention also provides a method for applying the above-mentioned novel ship fast and efficient reversing processing method to the braking/deceleration of the ship.
  • the reversing device adopted by the ship when the reversing bucket 14 opens and stops the propulsion work of the axial jet push, the reversing bucket 14 will form resistance when the ship 2 is moving forward, and can play a certain braking effect. Or form a braking force with the deceleration/brake/direction adjustment device to promote the rapid deceleration/brake of the ship.
  • the invention provides a new type of rapid and efficient wave-making suppression processing method for ships. At least one wave-making inlet is deployed below the sideboard waterline on both sides of the ship, and the number of water-making inlets deployed on the inner side of the sideboard matches the number of deployed wave-making inlets. In the mode of axial flow jet, the water inlet of the axial flow jet of water inlet mode is connected with the water inlet of Xingbo.
  • the axial flow jet propulsion device is deployed and installed on the inner side of the ship's sideboard and the inner side of the bottom plate, and the water jet port of the axial flow jet propulsion passes through the bottom of the ship and communicates with the outside and tilts toward the stern of the ship.
  • the axial flow jet propulsion device is deployed and installed on the inner side of the ship's sideboard and the outer side of the bottom plate, and the water jet of the axial flow jet propulsion is located on the outer side of the ship bottom plate and faces forward or inclined toward the stern of the ship.
  • each Xingbo water inlet is deployed and installed with independent axial flow jets, or more than one Xingbo water inlet is merged into a Xingbo water inlet through the branch pipe and the main pipe structure, and an axial flow jet is deployed.
  • the water inlet of Xingbo is connected to the main water inlet of Xingbo Water Flow.
  • the present invention provides a new type of rapid and efficient wave making suppression processing device for ships, which includes an axial flow jet pushing device with water-inflow characteristics.
  • the water inlet structure of the axial flow jet pushing device includes at least a flat inlet structure and an outward convex flat inlet Structure or convex forward inlet structure.
  • the outer convex flat inlet structure includes a diversion outer shell arranged at the position of the flat inlet to surround and bulge the flat inlet on the outer surface of the sideboard, and the plane of the inlet of the diversion outer shell is a vertical surface structure and A sweeping surface perpendicular to the outer surface of the sideboard or forming an acute angle.
  • the outwardly convex forward-inclined water inlet structure includes a diversion outer shell that surrounds the flat water inlet and bulges on the outer surface of the sideboard at the position of the flat water inlet, and the plane of the water inlet of the diversion outer shell is toward the bow
  • the forward inclined surface structure and the swept surface perpendicular to the sideboard surface or forming an acute angle.
  • the mouth of the water inlet structure is also provided with a reinforcing rib or a structure for intercepting debris.
  • the present invention uses the following multiple wave-making suppression processing devices using the above-mentioned structure to illustrate the new-type ship's rapid and high-efficiency wave-making suppression processing method and the new-type ship's rapid and high-efficiency wave-making suppression processing device of the present invention:
  • FIG 70 is a schematic structural diagram of Embodiment 1 of the wave-making suppression processing device.
  • a number of wave-making water inlets 15 are provided on the outer side of the ship, and the wave-making water inlet 15 is an outwardly convex flat water inlet structure;
  • the opening of the Xingbo water inlet 15 faces the bow;
  • the mouth of the Xingbo water inlet 15 is provided with a stiffener 151; each of the Xingbo water inlets 15 is connected to the water inlet of an axial flow jet pushing device 1 located on the inner side of the ship, and the axial flow
  • the spray nozzle of the spray propulsion device 1 is located on the bottom 202 of the ship and is connected to the outside.
  • FIG 73 is a schematic structural diagram of the second embodiment of the wave-making suppression processing device.
  • a number of wave-making water inlets 15 are provided on the outer side of the ship, and the wave-making water inlet 15 is a convex flat water inlet structure;
  • the opening of the Xingbo water inlet 15 faces the bow;
  • the mouth of the Xingbo water inlet 15 is provided with a stiffener 151;
  • each of the Xingbo water inlets 15 is connected to the water inlet of an axial flow jet pushing device 1 located on the inner side of the ship, and the axial flow
  • the lower edge of the spray nozzle of the jet propulsion device 1 extends beyond the lower edge of the sideboard.
  • FIG 77 is a schematic structural diagram of Embodiment 3 of the wave-making suppression processing device.
  • a number of wave-making inlets 15 are provided on the outer side of the ship.
  • the opening of the Xingbo water inlet 15 faces the bow; the mouth of the Xingbo water inlet 15 is provided with stiffeners 151; each of the Xingbo water inlets 15 is connected to the water inlet of a propulsion device 1 located under the bottom of the ship 202, axial flow
  • the lower edge of the spray nozzle of the jet propulsion device 1 does not exceed the lower edge of the sideboard.
  • Fig. 81 is a schematic diagram of an embodiment of the fourth embodiment of the wave-making suppression processing device and the fused side stern rudder (the resistance surface of the stern rudder plate is fused with the side surface of the ship when in the stowed state), as shown in Figs. 81-84, A number of Xingbo inlets 15 are provided on the outer side of the ship's sideboard.
  • the Xingbo inlet 15 is a convex forward inlet structure; the opening of the Xingbo inlet 15 faces the bow; the mouth of the Xingbo inlet 15 is provided with reinforcing ribs 151 ; Each Xingbo water inlet 15 is connected to the water inlet of an axial jet thrust device 1 located below the ship bottom 202.
  • a side stern rudder storage bin 16 is provided at the stern of the ship 2, and the side stern rudder is placed in the side stern rudder storage bin 16.
  • Figure 85 is a schematic diagram of the structure of embodiment 5 of the wave-making suppression processing device.
  • Figure 85 is the three equidistantly deployed outer convex flat inlets located in front of the water intake and are respectively arranged on the inner side of the ship's sideboard and the inner or outer side of the ship's bottom through branch pipes.
  • the main pipe connection is connected by the outlet of the main pipe and the single wave suppressing axial jet propulsion nozzle, and the wave suppressing axial jet is sucked in by the suppressed axial jet; the rear solitary external convex flat inlet inlet is propelled by the wave suppressing axial jet through the branch pipe;
  • a schematic diagram of the fifth embodiment of the wave-making suppression processing device that is connected to the nozzle to suck in the wave-making water flow through negative pressure.
  • each Xingbo water inlet 15 there are several Xingbo water inlets 15 through branch pipes and main pipe structures on the outside of the ship’s sideboard, which are combined into one Xingbo water flow main inlet, which is connected to each Xingbo water inlet 15
  • the connected branch pipe is connected to the main pipe, and the wave-making water flow of each Xingbo water inlet 15 is collected in the main pipe.
  • Axial jet push) water delivery forming a structure in which a single axial jet is connected with multiple water inlets.
  • the water inlets of the three equidistantly deployed outer convex flat inlets located in front of the water inlet are connected to the main pipe on the inner side of the ship's sideboard and the inner or outer side of the ship bottom through a branch pipe, and the water outlet of the main pipe and a single wave suppressing axial jet propulsion
  • the water inlet is connected, and the wave-making water is sucked in by the suppressing axial jet;
  • the rear solitary external convex flat inlet is connected to the wave-suppressing axial-jet water inlet through the branch pipe, and the wave-making suppression processing device sucks the wave-making water through the negative pressure.
  • FIG 89 is a schematic structural diagram of Embodiment 6 of the wave-making suppression processing device.
  • the wave-making inlet 15 is a convex forward inlet structure.
  • Xingbo water inlet 15 opening towards the bow Xingbo water inlet 15 is provided with a stiffener 151 at the mouth; each Xingbo water inlet 15 is provided with a wave water flow interface 152 on the inner side of the ship.
  • the water flow interface 152 can be connected to a common drain pipe or respectively connected to the water inlets of the axial flow jet pushing device.
  • Fig. 93 is a schematic diagram of the seventh embodiment of the wave suppression processing device and the rear-extended side stern rudder (the resistance surface of the stern rudder in the non-deceleration/brake/direction state is coplanar with the sideboard surface of the ship). As shown in Figures 93-97, there are a number of Xingbo inlets 15 on the outside of the ship's sideboard.
  • the Xingbo inlet 15 is a convex forward inlet structure; the opening of the Xingbo inlet 15 faces the bow; the Xingbo inlet The mouth of 15 is provided with reinforcing ribs 151; each of the Xingbo water inlets 15 is connected to the water inlet of an axial flow jet pushing device 1 located under the bottom of the ship.
  • the ship’s stern is equipped with a rear-extended stern rudder, and the ship’s stern is equipped with a rear-extended stern rudder plate 17;
  • the side-side dumplings are connected;
  • the rear-extended stern steering arm 18 is connected to the rear-extended stern rudder shaft, and the stern steering arm 18 is in transmission connection with the operating mechanism;
  • Figure 97 shows the rear extension when viewed from the inside of the ship
  • a homing limit structure 19 is provided at the stern rudder plate 17.
  • the positioning limit structure 19 of the rear-extended stern rudder plate 17 is to ensure that the rear-extended stern rudder plate 17 is in the reset state, and the outer surface of the rear-extended stern rudder in the reset state is coplanar with the outer surface of the ship's sideboard.
  • the rear-extended stern rudder is in the home position, and the outer surface of the rear-extended stern rudder in the home state is coplanar with the outer surface of the ship's sideboard.
  • the rear-extended stern rudder shown in Figure 96 is in a partially opened state of steering.
  • fusion stern rudder of the ship shown in Fig. 81 and the rear-extended stern rudder of the ship shown in Fig. 93 can also be used as a deceleration/brake structure.
  • the forward-inclined water inlet structure is preferred for ships, and the forward-inclined water inlet structure is more difficult to form due to the long coverage of the shipboard, and is the preferred inlet structure for the wave-making water inlet.
  • the invention provides a new fast and efficient wave-making suppression processing method for ships, in which inconsistent supporting ribs are arranged at the bottom of the sideboard.
  • water jets for suppressing wave-making axial flow are arranged at the interval fractures of the discontinuous supporting ribs.
  • the ship 2 is provided with discontinuous support ribs 6 at the bottom of the side line; the partition of the discontinuous support ribs is set as the wave-making water inlet, and the wave-making water inlet is provided with an axial jet thruster.
  • Device 1 the water inlet of the axial flow jet thrust device 1 faces the interval fracture of the discontinuous supporting edge.
  • Ship 2 adopts this design to realize wave making suppression.
  • both sides of the side and the interior of the cabin near the bottom plate are arranged in a symmetrical manner with axis lines obliquely crossing the ship’s heading direction and the water jets crossing the bottom plate, taking into account wave suppression and Axial jet propulsion device with steering function.
  • the ship 2 is equipped with a bilateral symmetrical deployment axial flow jet propulsion device 1 with both wave suppression and direction adjustment functions.
  • the ship 2 is provided with a wave-making and steering water inlet 154 on both sides of the bow or near the bow.
  • the wave-making and steering water inlet 154 is connected to the axial flow jet thrust device 1, and the ship is provided on the bottom
  • the wave-making and direction-adjusting water outlet 155, and the wave-making and direction-adjusting water outlet 155 are butted with the water nozzle of the axial flow jet pushing device 1.
  • the wave-making inlet with openings facing the direction of the ship’s advancing direction is set below the waterline on the sideboard of the ship (or part of the wave-making inlet is allowed to be set above the waterline).
  • the outlet of the water inlet is located on the inside of the ship’s side and is connected to the axial jet thruster.
  • the wave-making water generated on the sideboard of the ship is sucked by the axial jet thruster through the wave inlet and then sprayed out from the stern of the ship.
  • the side wave current loses its forming conditions, and the original wave wave current is transformed into a propulsive force that pushes and pulls the ship forward, and the wave wave current is transformed into a ship propulsion current, which can reduce a certain amount of vacuum formed at the bottom of the ship due to the ship passing by. , It can reduce the production of viscous pressure resistance, and promote the increase of ship speed from three aspects (injection push, resistance reduction and wave-making water current pull). Compared with the stern propulsion of a ship, the only thing that must depend on the consumption of fuel is to increase the speed of the ship with lower energy consumption.
  • multi-layer wave-making water inlets are vertically deployed in the bow of the ship or including the sideboard.
  • At least one layer is deployed on the outside of the ship's bottom plate.
  • a number of wave-making water inlets are arranged on the outside of the ship’s sideboard and merged into a wave-making water flow through the branch pipe and the main pipe structure.
  • the water inlet which is connected to the branch pipe connected to each Xingbo water inlet, collects the wave water flow of each Xingbo water inlet in the main pipe, and the water outlet of the main pipe is the direct suction connected to the main water outlet.
  • the jet-push water delivery constitutes a structure in which a single direct suction jet-pusher is connected with multiple Xingbo water inlets.
  • the present invention also provides an application of the ship's new wave-making and canceling structure device and the ship's new-type wave-making and canceling method described in any one of the above in the lift force of a ship's hydrofoil.
  • the bottom of the ship is provided with a concave structure and a concave structure
  • the front end is the inlet of the groove, and the water inlet of the direct suction jet push device faces the inlet of the groove.
  • the bottom of the ship is equipped with a water-lifting wing, which is located under the water inlet of the groove; the water flows through the water-lifting wing from the concave
  • the water inlet of the tank flows into the direct suction, spray and push device.
  • the other function of the wave-making suppression processing device is that when the ship is sailing at high speed, the wave-making flow is transferred to the stern of the ship due to the wave-making suppression processing device, so that the ship will not form a large ship.
  • Wave-making waves impact adjacent ships; when the ship is traveling in a relatively narrow inland waterway, it can avoid the impact of large wave-making waves from high-speed ships on both sides of the channel.
  • the new type of ship hydro-lifting method provided by the present invention is provided with a fixed or accommodating hydro-lift structure at the bottom of the ship, in particular, the hydro-lift structure is installed before the axial jet propulsion nozzle on the bottom of the ship.
  • the lift of the water on the water-lifting wing is used to lift the ship, reduce the ship's draught depth, reduce the ship's sailing resistance, and increase the ship's speed.
  • the bottom of the ship is provided with a recessed structure 8, the front end of the recessed structure 8 is a groove water inlet 801, and the water inlet of the axial flow jet pushing device 1 faces the groove water inlet 801 ,
  • a water-lifting wing 20 is installed at the bottom of the ship, and the water-lifting wing 20 is located below the groove water inlet 801; the water flows through the water-lifting wing 20 from the groove water inlet 801 into the axial flow jet thrust device 1.
  • the principle of hydro-lifting wing is the same as the principle of obtaining lift of an airplane wing.
  • the invention also provides a fly-by-wire navigation control technology applied to ships.
  • fly-by-wire navigation control part or all of the technical means based on all-electric propulsion, satellite navigation, radar ranging, depth sounding, speed measurement, obstacle measurement, heading setting (such as gyroscope), heading and direction finding, etc.; and based on long-range Remote control, data link, big data, cloud database, cloud computing, Internet of Things, AI, digital transmission and other digital technologies; and use axial jet propulsion (preferred: centrifugal jet propulsion), deceleration/brake/direction of ship deployment/device Plates, reversing devices (including decelerating/brake/reversing plates with storage bins and storage operating mechanisms for reversing devices), lifting wing plate devices with lifting wing plates, etc.
  • the present invention also provides a new type of fast, efficient and safe control method for ships.
  • the axial flow jet water working medium/air working medium
  • deceleration/brake/direction adjustment The device selects the specific execution object, execution mode, selection of execution requirements, and execution operation according to the sailing needs of the ship; reverse operation or deceleration/brake operation performed by the reversing device; lift wing control; and anything involving axial jet thrust, deceleration/brake/
  • the release and storage control of steering device, reversing device, wing lift, etc. are implemented through the ship's fly-by-wire navigation control.
  • the above-mentioned axial flow jet propulsion device of the present invention preferably adopts a centrifugal axial flow jet propulsion device.
  • the centrifugal axial flow jet pushing device may adopt the structure shown in FIG. 109, including: a diversion structure 106, a fluid inlet structure 107 and a driving support structure 108; the diversion structure 106 is taken to be surrounded by a plurality of guide strips.
  • the fluid inlet structure 107 is adapted to the fluid input of the centrifugal impeller and is set at the fluid inlet end of the straight cylinder structure to form the fluid inlet of the fluid centrifugal throughflow structure; the fluid outlet end of the straight cylinder structure forms the fluid centrifugal throughflow
  • the detailed structure diagram of the axial flow jet thrust device can refer to the fluid centrifugal tubular structure disclosed in Chinese patent 201811448075.0 (a fluid centrifugal tubular action device and application) and Chinese patent 201911207678.6 (a fluid centrifugal tubular action structure).
  • Body diagram, 201911205948X (a centrifugal tubular water propulsion device and its application).
  • centrifugal axial flow spraying and pushing device may also be provided with an expanding water inlet 104.
  • the centrifugal axial flow jet propulsion device 1 further includes a fluid pressurizing output structure 109;
  • the flow impeller is arranged in the straight cylinder structure and located behind the fluid output end of the flow guiding structure.
  • the fluid pressurization output structure provided by the centrifugal ejector device may be a multi-stage structure.
  • the present invention uniquely invented the group-type axial flow jet propulsion for the deployment and installation of the bottom of the ship, and the axial flow jet propulsion can be multi-energized, or the miniaturized centrifugal tubular jet propulsion that also includes the expansion flow structure, and the creation Invented the dual-working-mass propulsion mode, which can give full play to the potential of the ship's power system and create the necessary technical conditions for super propulsion for the ship's high speed.
  • the present invention uniquely invented the technical mode of water inflow of the axial jet propulsion installed at the bottom of the ship, high-efficiency wave suppression of the ship without bulbous bow, and high-efficiency steering technology mode of the ship without stern rudder, in order to greatly reduce the water on the ship when sailing. Sailing resistance, wave-making resistance, viscous pressure resistance, stern rudder resistance, bulbous bow resistance, etc., and it also obtains a sailing pull that has never been seen before in a ship's navigation, creating conditions for high-speed ships to obtain high-efficiency technology at the same time, and its promotion
  • the application can promote the global water transport industry to greatly improve its energy-saving and emission-reduction capabilities, and make a beneficial contribution to coping with and improving the global climate deterioration.
  • the present invention invented the original use of water/wind resistance to implement ship sailing deceleration/brake/direction technology, rich steering means, large steering torque, fast steering response, strong steering ability, high efficiency and flexibility, and support to achieve zero turning radius Ship steering, with powerful ship speed reduction/brake ability, effective technical means to deal with the threat of high-speed and large-volume ships, meet the requirements of fast and sensitive ship steering in the era of universal high-speed, and create for the arrival of the era of universal high-speed To provide the necessary high security and guarantee technical conditions.
  • the centrifugal tubular jet propulsion device is highly responsive and supports all-electric ship propulsion
  • centrifugal tubular jet propulsion device driven by electric propulsion and taking the pipe structure has the independence of installation and operation, it is not restricted by the layout of the ship's power cabin.
  • the setting can be flexible and changeable, and it supports convenient adjustment to obtain the ideal layout of the ship's propulsion power;
  • the straight-tube structure of the centrifugal jet propulsion device facilitates the construction of a protective structure for the propulsion device to avoid the attachment damage of harmful marine organisms.
  • any of the above-mentioned devices and methods provided by the present invention can be applied to surface navigation ships, submersible devices and amphibious traveling devices.

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Abstract

一种船舶新型兴波抑消方法，船舶水线下艏部和两侧舷布置有若干兴波进水口（15），兴波进水口（15）与水线下船舶内侧所设兼具推进与吸波的喷推装置进水口关联，船舶航进时由喷推装置（1）将艏部和两侧舷外侧水流吸入经艉部喷出，成为推进水流的一部分，船舶不设球鼻艏。一种船舶新型兴波抑消结构装置，其兴波进水口（15）结构至少包括平口进水口结构、外凸平口进水口结构或外凸前倾进水口结构中的一种。该方法和装置可消减船舶航行的兴波阻力且增进航进推力。

Description

一种船舶新型兴波抑消结构装置与方法 技术领域
本发明涉及船舶推进技术，特别涉及一种船舶新型兴波抑消结构装置与方法。
背景技术
船舶拥有高航速下的高能效是船舶技术研究追求的永恒目标。
现实情况是：纵在科技发达的当今社会，船舶航速与能效普遍低下问题仍是客观存在的世界性难题，迄今未找到理想解决办法。
分析船舶航行阻力和推进技术，能增进我们对现行推进技术的局限与不足的认识了解，协助开启求解船舶航速与能效普遍低下难题的有益思路。
船舶航行主要阻力的定性分析：船舶航行至少存在以下航行阻力——
船舶航行时，前方水体如同水墙阻挡船舶的航进，船舶需要突破水墙的阻挡才能前行，而这样的水墙厚度无穷大，意味着船舶需要连续不断地突破前方水墙阻挡才能持续前进，船舶向前航行遭遇的水墙阻挡之力可称之为船舶的正面航行阻力，或称迎水航行阻力。
由于水的流体性质，船舶向前航行时船舶艏部撞击船舶前方水体会激起波浪，而船舶艏部波浪的形成相当于将船舶前方水体上抛，水体上抛只有受到力的作用才会产生。显然，船舶艏部波浪的出现因船舶向前航进发生，所以这个力只能由向前航行的船舶提供。既然这个力由向前航行的船舶提供，由牛顿作用力与反作用力定律可知，这个力将反过来作用于向前航行的船舶，即构成有别于迎水航行阻力的另一种船舶航行阻力；还有，船舶艏部波浪的形成相当于推高了船舶前方需要突破的水墙高度，以及这样的波浪因伴流会沿船舶侧舷向艉部发展，进一步导致船舶航行阻力增加。为区别于船舶的迎水航行阻力，将这种因艏部波浪形成的船舶航行阻力称之为船舶的兴波阻力。
水体中有船舶航行经过，船体的浸没部分要将水体排开，在船舶后部制造出区域性真空环境，因水的粘滞性和与该区域性真空环境相邻水体水压大于区域真空内部压力，必然有相邻水体进入填补该区域真空导致有大的涡流、湍流生成，并由此在船舶首尾间形成艏高艉低的压力差，该压力差也属船舶航行阻力的一部分，会消耗船舶推进力导致船舶航速降低，为区别于其它船舶阻力，将该阻力称之为粘压阻力。
由于水存在粘滞性，船舶航行时水体针对船舶浸没表面会产生相当于摩擦阻力的粘滞阻力；
船舶使用艉舵变向情况，船舶航行阻力还包括艉舵阻力。艉舵所受阻力与航行船舶所受各种阻力性质、类型本质相同，只是在船舶所受总阻力中占比小，但仍然是不应忽略的阻力存在。
当船舶高速航行时，船舶航行受到的的空气阻力同样不应被忽略。
迎水航行阻力、兴波阻力和粘压阻力构成船舶航行阻力的绝对大头部分。
决定船舶航行阻力大小的因素除与船型设计高度关联外，特别地，还与船舶航速高低密切关联，船舶航行阻力属于与船舶航速二次方正相关的函数。船舶高速航行状态的航速一个小的增加可以导致船舶遭遇的船舶航行阻力的大幅增加，航速愈高，船舶航行阻力的增加幅度愈大。船舶航行阻力的这些规律已为船舶技术研究全部明确。
事实上，决定船舶航行阻力大小的因素还与船舶使用推进装置的推进模式和推进装置于船舶的部署模式密切关联。所以有必要深入了解一下船舶推进技术。
船舶主要推进技术定性分析：
现行船舶推进技术从其推进原理与推广应用程度大致可分为三类：螺旋桨推进，喷水推进与直浆推进(或称直翼推进，平旋桨叶推进)。
螺旋桨推进技术历史悠久，应用最为广泛，属于船舶绝对主力推进技术。现有螺旋桨推进技术仍在持续不断地发展进步，以螺旋桨为基础已经发展出如对转螺旋浆、调距螺旋桨，涵道螺旋浆、吊舱螺旋桨、稍部驱动螺旋桨，串列螺旋桨，大直径低转速螺旋桨等多重技术，甚至出现将喷水推进与螺旋桨推进混合运用的船舶推进技术。所谓无轴泵推技术属于新兴推进技术，从其本质还应归于螺旋桨推进技术。
喷水推进包括泵喷推进和磁流体推进。磁流体推进属新兴技术，诞生历史不长，技术整体在进一步完善中，应用范围十分有限；喷水推进技术诞生时间很早，却沉寂了很长时间，直到近二三十年间才有所发展且日渐突出。西方船舶动力制造强国正在致力于发展泵喷推进技术的大型化与模块化，使其可应用于大型船舶，喷水推进技术被列未来船舶推进技术发展的重要方向。
直浆推进较鲜见，一般应用于载荷变化大，机动性要求高的船舶，如拖轮、渡轮，扫雷舰，应用范围窄，影响面小。
鉴于直浆推进应用范围窄，影响面小，为简化分析起见，仅选择螺旋桨推进与泵喷推进为分析对象。并且仅针对它们的安装部署和进水方式进行分析，以帮助了解和认识这两种推进方式在船舶航速和能效方面的作用局限与不足。
螺旋桨推进与泵喷推进在安装部署方面具有共性的一点是：全都部署安装于船舶的艉部，并且全是无法部署安装于船舶其它位置。
螺旋桨因桨叶径向尺寸大，唯有船舶艉部能够提供合适安装空间，进一步还为充分利用螺旋桨推送水流获得最大推力考虑，螺旋桨只能选择船舶艉部部署安装。
泵喷推进装置的基本结构为一弯管两端各联系一直管，其中一直管承担进水功用，另一直管承担喷水功用，作为泵的核心部件——叶轮，部署安装于喷水管中，并通过穿越弯管肩部的轴从设于外部的动力装置输入驱动力。为尽可能减少泵喷推进装置工作水流流经管道时的管损，管道总长力求尽可能短；以及兼顾充分利用泵喷推进喷出水流获得最大推力的考虑，泵喷推进装置同样只能选择船舶艉部部署安装，所以要求泵喷推进装置的进水口与喷水口设置距离相距要近，同时兼顾其驱动力输入方便起见，泵喷推进装置的进水口对于船舶而言只能唯一的部署于船舶艉部的底部。
螺旋桨工作水流运动模式：螺旋桨旋转工作时，在桨叶迎水端制造出负压区域，受负压作用水流由桨叶迎水方进入桨叶，被桨叶赋能增速后从桨叶背水端排出形成推进水流，螺旋桨工作水流运动模式属于直进直排模式。但由于螺旋桨部署安装于船舶艉部，螺旋桨前方一定距离有船体结构阻断了螺旋桨水流直行路径，决定了螺旋桨工作时流过桨叶的水流保持只能从船舶艉部的底向和艉部的两侧侧向进水获得持续补充。
泵喷推进装置的工作水流运动模式：由进水管进水，经泵的叶轮赋能后从喷水管高速喷出形成 推进水流。工作水流必然流经弯管部，所以泵喷推进装置的进出水流不共直线，即不构成直进直排模式。依泵喷推进装置工作方式看，泵喷推进装置的更形象命名当为曲吸喷推装置。
无论是螺旋桨推进装置还是泵喷推进装置，由它们的结构或工作机制决定只能被局限于船舶艉部部署安装。对于螺旋桨推进装置而言，这种部署装置的局限导致螺旋桨工作水流保持只能依靠由船舶艉部的底向和艉部的两侧侧向进水实现；对于泵喷推进装置而言，这种部署装置的局限导致泵喷推进的工作水流保持只能依靠单一的由船舶艉部底向的进水实现。
而这样的进水模式不仅不利于船舶航速与能效的提高，反而会导致船舶航速与能效的下降，表明推进装置的船舶艉部部署安装模式属于有缺陷和落后的部署安装模式。
为何推进装置的船舶艉部部署安装模式是有缺陷和落后的部署安装模式？我们可以通过对下述假设推进装置与假设部署安装模式的分析帮助理解。
假设有这样一种推进装置，为方便理解可以把这种推进装置想象成一个直筒型装置体，并忽略水流在筒体内流动时的管损，即它可以被设置成任意长度。直筒的前端端口为进水口，后端端口为喷水口，筒体内部部署有工作水流赋能装置，工作水流从进水口流入获得内部赋能装置的赋能后，高速从喷水口喷出形成推进水流。由于其工作水流的进水与喷水共直线即拥有前述所谓直进直排模式，比照泵喷推进装置的曲吸喷推，可将其称之为直吸喷推装置或轴流喷推装置。
再假设一个或多个轴流喷推装置被部署安装于船舶底部，并使其进水口部署安装于船舶底部的艏部；喷水口部署安装于船舶艉部。
这样的推进装置和这样的推进装置部署模式与螺旋桨推进装置和泵喷推进装置以及推进装置的船舶艉部部署安装模式比较有何进步？船舶由此会得到一个怎样新的推进效果呢？
水属于物质，位于轴流喷推装置前方的水体被吸入之前，可以将水看作放置在轴流喷推装置进水口前端的物体。
依照牛顿第一定律(惯性定律)：“任何物体都保持静止或匀速直线运动的状态，直到受到其它物体的作用力迫使它改变这种状态为止。”知：轴流喷推装置将位于前方的水体吸入进水口，属于改变船舶前方水体的运动状态，需要轴流喷推器给它们施加足够的力才能将它们吸入。为强调这种全新船舶推进装置的进水模式，特别地将它称之为迎水进水模式。
再由牛顿第三定律(作用力与反作用力定律)“两个物体之间的作用力和反作用力，在同一条直线上，大小相等，方向相反。”知，位于轴流喷推装置前方的水在被吸入进水口的同时，将给轴流喷推器施以“在同一条直线上，大小相等，方向相反”的反作用力，即形成对轴流喷推器的同等大小的反向拉力。并且，船舶航速愈高意味着推进装置吸入前方水体的速度必然也高，也即作用于前方水体的吸力必须加大，对轴流喷推器的拉力当然随之增加。
由于轴流喷推器与船舶联系为一体，该力最终转变为对船舶航进的拉力。即：轴流喷推装置吸入前方的水花费了多大的力，则船舶可获得船舶前方水体给予船舶相同大小的拉力。
该拉力的大小服从牛顿第二定律，可以由F＝ma计算获得，式中：m为运动体(水流)的质量值，a为水流的运动加速度值。
抛开严密和精确理论计算，仅用简单、粗糙方式近似估算这个力的大小。假设轴流喷推的进水口直径为1m，其进水面积可达3.14m 2，当进入轴流喷推进水口水流速度达到10m/s，可计算出1s时间内进入轴流喷推的工作水流m值达31.4t；再假设该质量的工作水流进入轴流喷推所达到的加速度为10m/s 2，可知当轴流喷推以10m/s 2的加速度吸入质量达到31.4t/s的工作水流获拉力可达3百多吨。这还仅仅是一台轴流喷推贡献的拉力，足见轴流喷推装置的船舶艏部迎水进水部署安装模式对于船舶航进的贡献之大。
该拉力的方向与船舶航进方向相同，构成对船舶前进的牵拉作用，与轴流喷推装置后端喷射推进水流获得的推进力合并形成共同针对船舶前进的后推前拉合力，使船舶向前航进动力获得倍增。
特别是，该拉力只要轴流喷推装置在推进工作状态即产生，属于轴流喷推装置工作于推进状态的一种衍生性质的力，是一项无需额外消耗船舶能源而推动船舶航进的力。与螺旋桨推进或泵喷推进获得推进力模式比较，是螺旋桨推进或泵喷推进模式无法获得的一种船舶推进力的形式。
进一步分析推进装置取为轴流喷推装置和实施上述迎水进水部署安装模式下的船舶航行阻力可发现，作为船舶固有且为船舶航行阻力绝对大头部分的迎水航行阻力、兴波阻力和粘压阻力将发生大的改变，具体有：
船舶因运用轴流喷推装置和将轴流喷推装置部署安装成艏部迎水进水和直吸喷推模式，并由轴流喷推装置的具体部署安装数量决定，船舶艏部构成阻挡水墙的水体的部分或大部转变为工作水体被轴流喷推装置从设于船舶艏部的进水口吸入，经赋能后从船舶艉部喷出成为推进水体，迎水航行阻力的部分或大部失去存在条件而消失；航行船舶的艏部波浪也失去形成条件，船舶的兴波阻力的部分或大部也将消失；还因为船舶航行经过水体在船舶后部制造的区域性真空有来自于船舶艏部成为推进水体的持续填充，因船舶后部出现区域性真空导致船舶首尾间出现艏高艉低的压力差将被大幅消减，意味着粘压阻力的部分或大部会消失。
上述轴流喷推装置和迎水进水部署安装模式同样适用于潜航类装置如潜艇(某些使用小型和分散式螺旋桨推进装置的潜航装置例外)，潜航类装置与船舶比较区别在于：潜航装置被水体包裹，不存在兴波现象和兴波阻力；进水模式根据推进装置的部署安装位置不同而不同。掌握潜航装置与船舶的不同点，可参照上述轴流喷推装置和迎水进水部署安装模式对船舶阻力，推进模式的影响，同样分析了解轴流喷推装置和迎水进水部署安装模式对潜航装置航行的价值作用。
反观螺旋桨推进模式，由于其部署安装于船舶艉部，取从船舶艉部的底向和艉部两侧侧向进水模式。由受力分析可知，螺旋桨推进装置由艉部的两侧侧向进水获得的进水拉力同样存在，但它们的方向互为反向，并且各自垂直船舶航行方向，不能对船舶航进作出任何贡献；而螺旋桨推进装置由艉部底向进水获得的进水拉力亦同样存在，它的方向也垂直于船舶航行方向，不仅不能对船舶航进作出实质贡献，反过来还因该进水拉力方向指向水体深部方向，相当于增加船舶自体重量，导致船舶吃水深度增加，而船舶吃水深度增加，其航行阻力也将增加。意味着船舶有效推力将减少，致船舶航速与能效降低。
另一方面，由于螺旋桨部署安装于船舶艉部和取船舶艉部底向与艉部两侧侧向进水模式，意味着螺旋桨推进作业时需要从船舶后方吸走大量工作水体，在船舶后方制造区域性真空，其与因船舶航行经过水体在船舶后部制造的区域性真空两相叠加，加剧船舶后方区域性真空范围或真空程度，导致船舶首尾间因区域性真空导致的艏高艉低压力差更为突出，由区域性真空导致的粘压阻力将进 一步增加，增加船舶有效推力消耗，降低船舶航速与能效。
同理分析泵喷推进模式，由于其部署安装于船舶艉部，进水为单一船舶艉部底向进水模式，其对船舶航行的影响与作用类同螺旋桨推进模式的艉部底向进水的力的分析，结果同样是：导致船舶航行阻力增加，船舶有效推力减少，船舶航速与能效降低。
进一步分析，泵喷推进实施曲吸喷推模式和因泵喷推进装置部署安装于船舶内部，被泵喷推进装置吸入的工作水流需要上升一个高度才能进入喷水管获得叶轮的赋能作用后喷出，从进水口进入到从喷水口喷出这段时间滞留于泵喷推进管道内部的工作水流实质成为船舶重量的一部分，泵喷推进取为大功率推进装置情况，由滞留泵喷推进管道内部的工作水流导致的船舶增重不容小觑。会导致船舶自重增加和导致船舶吃水深度增加，进一步导致船舶航行阻力增加。
再进一步分析，泵喷推进管道内部工作水流流经弯管要发生流向的变向，容易在弯管的内侧弯曲部位形成湍流或涡流损耗，也是削弱泵喷推进总推力输出因素，还会导致船舶航速与能效降低。
事实上，螺旋桨推进模式与泵喷推进模式除有上述不足外，还有多项其它应用不足，具体表现有：
针对螺旋桨推进：
1、螺旋桨动力输送系统与结构一般较复杂，大型船舶尤其是象航母这类大型水面船舶螺旋桨动力输送系统与结构可谓十分复杂，需要占据相当大的船舶仓容，造成船舶有效仓容浪费；
2、大型，特别是超大型螺旋桨制造需要消耗大量特种材料和需要特殊加工设备支持，显著增加制造难度与制造成本，且装拆与维护不易；
3、大型，特别是超大型螺旋桨自重大，单个超大型螺旋桨自重甚至达到数百吨，增加船舶自重和增加船舶航行阻力；
4、大型，特别是超大型螺旋桨工作时易发生空泡现象，对螺旋桨桨叶叶体造成损伤，导致推进效率降低和产生不应有噪音；
5、大型，特别是超大型螺旋桨在船舶空载或轻载航行状态，桨叶会存在长出水面部分，导致旋转工作时的螺旋桨桨叶出现周期性受力不匀；
6、螺旋桨，特别是大型和超大型螺旋桨推进容易对水生生物造成机械伤害；
7、螺旋桨推进被缠绕风险高。
针对泵喷推进：
1、泵喷推进实施底向进水，其进水效率不及迎水进水效率高；
2、泵喷推进实施底向进水，在水草或杂物较多水域航行时，进水口易被堵塞影响进水导致推进效率降低，甚至失效；
3、泵喷推进实施底向进水，浅水航行容易将水域中砂砾碎石吸入，对推进装置造成机械损伤；
4、泵喷推进装置的部署安装需要占用船舶艉部一定仓容。
船舶通过所设推进装置的工作获得支持船舶克服航行阻力得以向前航行的推动力，随着船舶航行速度增加，船舶航行阻力以与航速二次方正比关系快速增加，当因航行速度增加而增加的船舶航行总阻力与船舶拥有的推动力相等时，船舶稳定在该航速做匀速航行。若再加大船舶推动力使其大于该航速下的船舶总阻力，船舶会加速航行获得更高航行速度，当因航速再增加而增加的船舶航行总阻力与船舶加大后的推动力相等时，船舶稳定在该新的更高航速做匀速航行。
船舶推进力依靠船舶动力系统消耗能源转化获得，加大推进力可以加大航速，使船舶行驶水程增加但加大推进力意味着船舶要增加能源消耗必然推高船舶航行成本。当船舶高速行驶可实现的经济效益不及船舶过量消耗燃料导致的高昂成本时，船舶航行的高速度就表现为得不偿失，意味着船舶的能效低，这也是导致当今船舶航速与能效普遍低下的原因之一。
船型与船舶动力系统包括推进装置确定后，船舶的航速和能效由船舶航行阻力与船舶推进力共同作用决定，降低船舶航行阻力，将提升船舶航速与能效。
在前分析业已说明，船舶运用轴流喷推装置和将轴流喷推装置部署安装成艏部迎水进水和直吸喷推模式将导致船舶航行阻力的大幅消减，在船舶动力系统输出功率不变情况下，有助于大幅提高船舶航行速度和能效。拥有相对于螺旋桨推进和泵喷推进的绝对竞争优势。
特别是，这种轴流喷推装置和将轴流喷推装置部署安装成艏部迎水进水和直吸喷推的模式，允许推广应用到任何船舶包括潜航装置，所以还有助于全面破解船舶航速与能效普遍低下难题，迎来全球高航速时代。
需要明确的是，当今时代仍属普遍低航速时代，尚未为普遍高航速时代的到来准备好足够技术条件，特别缺乏普遍推广足够和充分的高速航行船舶的航行安全保障条件。单纯依靠轴流喷推装置和轴流喷推装置部署安装成艏部迎水进水以及直吸喷推模式难以支持普遍高航速时代的实现，具体表现在：
基于对船舶航行安全的考虑，现行不少船舶的航速被人为调低或受限，属于被迫的低航速。
现有技术条件下开启普遍高航速时代，将引发全球航运的大混乱，容易引发大的航行安全风险。以下三方面的技术若无突破，船舶普遍高航速时代很难真正实现。具体是：
一、船舶快速变向问题
当今绝大多数船舶使用艉舵变向，艉舵变向有明显缺陷，非常不利于高速航行船舶的灵活变向避碰，安全隐患突出，难以支持普遍高速航行。原因在于：
1.船舶艉舵变向方式的变向力矩小，支持船舶实现快速变向困难，不方便船舶紧急避让。
船舶艉舵一般设为单舵被部署安装于船舶艉部中线，舵叶偏转获得的变向力相对于船舶中轴的力臂长度很短，形成的变向力矩小；即是采用双舵方式部署，两舵偏离船舶艉部的中线部署安装，两舵舵叶偏转获得的变向力相对于船舶中轴的力臂长度有所增加，所形成的变向力矩跟随增加，但增加幅度仍然有限，舵效仍欠明显。
2.船舶艉舵变向方式的船首变向响应慢，不方便船舶的紧急避让。
船舶艏部与艉舵间距离接近船舶长度，艉舵变向作用反映到船首作出方向改变需要一个过程，不能作出快速响应，对于大型船舶，狭长形船舶尤甚。拐个弯需要一个诺大的转弯半径，不方便船舶紧急避让，不适应高航速时代。
现有技术已发展出利用吊舱螺旋桨兼舵，以及在船舶所设球鼻艏处设置专司船首变向推进装置的船舶快速变向技术。该技术由于实施船舶艏、艉配合变向，能够显著提升船舶变向反应速度，支持船舶紧急避让。但这种船舶变向方式对于不设球鼻艏的船舶而言，船舶变向反应速度将有大的降 低；在船舶航行但不实施变向时，球鼻艏处设置的变向推进器安装结构处会有涡流、湍流、紊流的形成，导致船舶航行阻力增加；变向过程会增加额外能源消耗。所以，仍然不能将其视为理想船舶变向技术。
二、船舶快速降速/刹车问题
由于船舶自身拥有的惯性和船舶载体为具有流动性的水，航行中的船舶即是停止推进器工作，船舶仍然会向前滑行相当距离。船舶向前滑行的速度和滑行距离，以及其蕴含的破坏力由船舶自身惯性大小和停机时的初始航速决定。船舶自身包括其装载物质总质量愈大，初始航速愈高，向前滑行速度和滑行距离也愈大，蕴含的破坏力也愈大。当今船舶普遍不具有快速降速/刹车支持技术。不能实现航行船舶的降速/刹车，在普遍高航速环境，尤其是高密度高航速航行船舶情况下，存在极大的碰撞安全风险，显然不适应高航速时代。
三、高航速大体量船舶的浪涌威胁问题
高航速大体量船舶在狭窄水道，典型如内河航道行驶时，因经过的高航速大体量船舶所排巨量体积的水来不及消减，被迫向船舶两侧高速输送，由此形成巨大浪涌，该浪涌将对相邻船舶或提岸、提岸设施形成强大冲击，有可能制造出类似海啸般的破坏。
四、船舶获得超级推进力的局限突破问题
船舶希望获得超高航速，其拥有超强推进力是根本条件，现有船舶推进技术无论是螺旋桨推进还是泵喷推进技术受其只能部署安装船舶艉部的空间制约，以及它们自身对工作水流的赋能模式局限，期待获得超强推进力的愿望实现存在难度。
综上所述，轴流喷推装置和轴流喷推装置部署安装成艏部迎水进水和直吸喷推模式作为技术创新，其推广应用有望推动实现普遍高航速时代。而普遍高航速时代的实现对于全世界将会创造出难以估量的经济与社会价值。因为：
水运，以船舶为载具的一种运输方式。它以江河湖海天然水道也包括极少人工水道为路，不像陆路交通需要对路(其是高速铁路，高速公路)的建设与维护的巨额投资，不占地或少占地；与公路、铁路为主体的陆路运输方式比较，最大优势在于：载重大，耗能少，运输成本低。
当今船舶的普遍低航速导致水运与列车、汽车的陆路运输时长比较差距明显，更没法与飞机运输相比。水运纵有低运输成本和可省却对运输道路建设与维护的巨额投资优势，在普遍追求高效率的当今社会，让水运在运输时效性方面表现出对陆路运输方式的明显竞争劣势，尤以内水运输和内水客运方面突出。
以我国为例，现今除少数类似长江、珠江、运河这类黄金干流水道的水运得以维持外，大多数内河货运已属鲜见，内河客运更是近乎绝迹。以流经长沙湘江河段与浏阳河段为例：如今，昔日“百舸争流”的湘江只存在往昔记忆之中，浏阳河完全成为一条静悄悄的河；坚守到上世纪八十年代的繁荣码头文化现在踪影全无，只能用一派萧条形容当今普遍的内河水运。
而一条发达的内河水运年运输总量可抵数十条铁路年运输总量，当今不少内水运输因普遍低航速实质被弃的现实，委实是现代社会生产力的一项令人扼腕的巨大浪费。
尽管海运的货运低运输成本与海路的通达使海运拥有战胜现代任何高速运输形式的绝对优势和因世界经济发展支撑了当今海运业的繁荣，但它运输周期长也仍然是当今世界渴求解决的社会和经济痛点。当今长航程的海运客运业除了用作海洋观光外也几乎消失殆尽，说明当今海运业同样存在现代社会生产力的巨大浪费问题。
受三山六水一分田的世界自然地理因素和水运低成本优势共同决定，尽管水运存在运输周期长的竞争劣势，但它仍然不失人类依赖的一项最为重要的运输手段，当今全球年货物载运吨公里总量的约90％以上依托水运，尤其是海运完成。
既然水运承担着全球社会货物运输总量如此大的部分，假设通过技术进步实现当今船舶航速普遍翻番甚至更高，而且还实现航行船舶能效提高，能否想象得到，其对未来世界将创造出多大的经济与社会贡献！
水运不单单是客、货运问题，象渔业，尤其是远洋渔业同样存在航速普遍低下问题，举例说，当海洋作业渔船遇恶劣海洋气候警告，作业中的远洋渔船为求安全需要早早归港避险，浪费时间，错失鱼汛，还需空耗不少燃料，给渔业经济造成损失。
航速是表征海洋军力的重要指标。普遍高航速时代的到来，还将影响海洋军事技术发生革命性变化，例如：若能实现航母瞬时航速达到甚至超100节，就有可能导致舰载机的起飞方式发生重大变化，进一步导致航母结构发生变化。
由于水运承担了全世界绝大部分的运量，运输过程消耗的能源总量惊人，其释放燃烧废气对大气造成的损害同样惊人，若全世界水运能效提高一个百分点，其对当今热点的气候问题可作出的重大实质贡献同样是难以估量的。
船舶因使用直吸喷推的推进装置和实施直吸喷推的艏部迎水进水部署安装模式可实现船舶航行能效的大幅提升，其推广应用可促进全球水运业大幅提升节能减排能力，为应对和改善全球气候恶化作出有益贡献。
可以期待，针对船舶新型高速高效安全喷水推进方法、系统装置与应用的技术研究与推广应用将为未来国际社会作出重大的技术、社会和经济贡献。
发明内容
为解决上述现有技术存在的问题，本发明提供一种船舶新型兴波抑消方法，船舶不设抑制兴波的球鼻艏，改在船舶水线以下的艏部和两侧舷部部署消抑兴波的兴波进水口和与之相配合的吸波喷推装置。
进一步地，船舶水线以下艏部和两侧舷部部署设置有若干兴波进水口，所述兴波进水口与水线下船舶内侧所设兼具推进与吸波的直吸喷推装置进水口关联，以使船舶航进时由喷推装置将船舶艏部和两侧侧舷外侧水流吸入经喷推装置喷水口由船舶艉部或艉后部喷出成为推进水流，使船舶不设球鼻艏情况下，航进船舶艏部和侧舷失去兴波形成条件，消抑了航进船舶的兴波阻力，助力船舶航行能效的提升。
进一步地，一个兴波进水口对应配置一台兼具推进与吸波喷推装置，或多个兴波进水口合用一台兼具推进与吸波喷推装置。
进一步地，所述直吸喷推装置被部署安装于船舶侧舷内侧与底板内侧，所述直吸喷推装置的喷 水口穿越船舶底板与外部连通倾斜朝向船舶艉部。
进一步地，所述直吸喷推装置被部署安装于船舶船舶侧舷内侧与底板外侧，所述直吸喷推的喷水口位于船舶底板外侧，正向朝向或倾斜朝向船舶艉部。
进一步地，所述喷推装置取为直吸喷推装置。
进一步地，所述喷推装置采取水平部署或倾斜部署，所述倾斜部署包括喷水口朝向船舶斜后方或喷水口朝向船舶斜后和方和船舶内侧方向部署。
进一步地，所述直吸喷推装置为离心贯流喷推装置。
本发明还提供一种船舶新型兴波抑消结构装置，直吸喷推装置的兴波进水口结构至少包括平口进水口结构、外凸平口进水口结构或外凸前倾进水口结构中的一种。
进一步地，所述外凸平口进水口结构包括在平口进水口位置设置将平口进水口包围并隆起于侧舷外表面的导流外壳体，所述导流外壳体进水口平面为垂直面结构和与侧舷外表面垂直或构成锐角夹角的后掠面。
进一步地，所述外凸前倾进水口结构包括在平口进水口位置设置将平口进水口包围并隆起于侧舷外表面的导流外壳体，所述导流外壳体进水口平面为朝向船艏前倾面结构和与侧舷表面垂直或构成锐角夹角的后掠面。
进一步地，在船舶侧舷外侧设置有若干兴波进水口，兴波进水口为外凸平口进水口结构；兴波进水口开口朝向船艏。
进一步地，所述兴波进水口的口部还设有加强筋或拦截杂物结构。
进一步地，各兴波进水口各自与位于船舶内侧的一个直吸喷推装置的进水口对接，直吸喷推装置的喷水口位于船舶底板与外部接通。
进一步地，各兴波进水口经一个汇流导管与位于船舶底板下方的一个直吸喷推装置的进水口联系，各兴波进水口分别与汇流导管连通，汇流导管的出水口与直吸喷推装置的进水口相连接。
进一步地，各兴波进水口各自与位于船舶底板下方的一个直吸喷推装置的进水口对接。
进一步地，在船舶侧舷外侧设置有若干兴波进水口，兴波进水口为外凸前倾进水口结构；兴波进水口开口朝向船艏。
进一步地，多个或一组兴波进水口通过一共用汇流管与一个吸波直吸喷推装置进水口连接。
进一步地，各兴波进水口各自与位于船舶底板下方的一个直吸喷推装置的进水口对接。
进一步地，在船舶所设位于或靠近侧舷底部所设不连贯支承棱条的间隔断口用作抑制兴波直吸喷推的引水口与抑制兴波的直吸喷推的进水口直连；或者抑制兴波的直吸喷推进水口靠近和朝向支承棱条的间隔断口，但不与支承棱条的间隔断口相连接。
进一步地，在船舶艏部或包括侧舷垂直部署多层兴波进水口。
进一步地，在船舶垂直方向的艏部或侧舷部署多层兴波进水口时，至少有一层被部署于船舶底板外侧。
进一步地，在船舶垂直方向的艏部或侧舷部署多层兴波进水口时，在船舶侧舷外侧设置有若干由多个兴波进水口经支管和总管结构体合并为一个兴波水流总进水口，它是经与各兴波进水口联系的支管联系总管，将各兴波进水口的兴波水流在总管汇集，由总管的出水口即总出水口向与总出水口连接的直吸喷推输水，构成单个直吸喷推与多个兴波进水口联系的结构。
本发明提供船舶新型兴波抑消方法、应用，船舶水线下艏部和两侧舷部署有若干兴波进水口，兴波进水口与水线下船舶内侧所设兼具推进与吸波喷推装置进水口关联，船舶航进时由兼具推进与吸波喷推装置将艏部和两侧舷外侧水流吸入经艉部或艉后部喷出，成为推进水流的一部分，使船舶不设球鼻艏航行的艏部和侧舷兴波形成条件被显著抑制。消抑船舶兴波阻力不仅不耗船舶航进动力，还因将兴波水流转变成船舶推进水流，以及在艏部吸入兴波水流时获得无需消耗船舶动力的额外航进拉力，不仅助力船舶航进动力提升和航行能效提升，还弱化甚至消除高速尤其是大体量高速航船经过形成巨大涌浪所带来的安全隐患，为船舶普遍高航速时代到来提供行船安全保障
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本发明提供的一种船舶采用部分嵌装模式安装轴流喷推装置的结构示意图；
图2为本发明提供的一种船舶采用完全嵌装模式安装轴流喷推装置的结构示意图；
图3为本发明提供的一种船舶采用贴体装置模式安装轴流喷推装置的结构示意图；
图4为图3的正视图；
图5为设有贴装结构体的轴流喷推的结构示意图；
图6为本发明提供的一种船舶采用悬吊装置模式安装轴流喷推的结构示意图；
图7为图6的正视图；
图8为设有悬吊装置结构体的轴流喷推的结构示意图；
图9为设有可回转装置结构体的轴流喷推的结构示意图；
图10为船舶底部部署支撑棱条的结构示意图；
图11为图10的仰视视角示意图；
图12为轴流喷推的轴心线在船舶底部呈水平小角度斜置布置的示意图；
图13为图12的侧视图；
图14为船舶底部设置内凹结构安装轴流喷推的示意图；
图15为图14的侧视图；
图16为仿船舶艏部迎水进水多进水口并口结构体的示意图；
图17为仿船舶艏部迎水进水多进水口并口结构体与轴流喷推的连接示意图；
图18为图17的进水方向视角示意图；
图19为多机仿船舶艏部单边部署进水口并口结构体示意图；
图20为多机仿船舶艏部单边部署进水口并口结构体与连接的轴流喷推喷水口取小角度下翘示意图；
图21为图20的侧视图；
图22为多机倾角并口进水口结构体示意图；
图23为图22的侧视图；
图24为多机倾角并口进水口结构体与连接的轴流喷推轴心线取与船舶航进方向小角度上扬示意图；
图25为图24的侧视图；
图26为多机斜口并口进水口结构体的示意图；
图27为图26的前视视角示意图；
图28为图26的侧视图；
图29为多机斜口并口进水口结构体与连接的轴流喷推轴心线取与船舶航进方向平行示意图；
图30为图29的前视视角示意图；
图31为图29的侧视图；
图32为单一板式结构的船舶风阻或水阻装置的通过套轴获得扭矩开合的阻力板处在收纳状态实施例示意图；
图33为图32中船舶风阻/水阻装置的阻力板通过套轴获得扭矩呈张开状态和根据操控目标实施减速/刹车/调向示意图；
图34为图32中船舶风/水阻装置单一板结构的阻力板与套轴、齿轮组合结构示意图；
图35为图34中船舶风/水阻装置单一板结构的阻力板分解示意图；
图36为图34的船舶风/水阻装置单一板结构的阻力板套轴安装通孔与销固孔的局部剖视图；
图37为图34的船舶风/水阻装置单一板结构的阻力板俯视图；
图38为组合板式船舶风/水阻装置通过套轴获得扭矩开合的阻力板，从船舶侧舷外侧某角度看处在部分张开状态的根据操控目标实施减速/刹车/调向的实施例示意图；
图39为组合板式船舶风/水阻装置通过套轴获得扭矩开合的阻力板，从船舶侧舷内侧某角度看处在部分张开状态的根据操控目标实施减速/刹车/调向的的实施例示意图；
图40为船舶艉部侧舷部署各自独立的水阻、风阻双重减速/刹车/调向阻力板执行调向的全张开状态示意图；
图41为图40的测试视角示意图；
图42为船舶部署风/水阻装置为单一板式结构的通过两端一侧所设销轴安装孔内安装的销轴与所设双端操控力臂获得扭矩开合的阻力板实施例的阻力面正视结构示意图；
图43为图42单一板式结构阻力板端部所设销轴安装孔局部剖视图；
图44为图42的俯视图；
图45为船舶部署风/水阻装置的通过所设偏置单操控力臂获得扭矩开合的单一板式或组合板式中的分体板结构阻力板实施例示意图；
图46为图45的船舶风/水阻装置俯视图；
图47为图45中船舶风/水阻装置的侧视视角示意图；
图48为图45的船舶风/水阻装置俯视图；
图49为船舶艏部部署单一板式单纯风阻，或风阻与水阻共用的减速/刹车/调向装置的阻力板实施减速/刹车状态实施例示意图；
图50为图49中的单一板式单纯风阻，或风阻与水阻共用的减速/刹车/调向装置的阻力板实施调向状态实施例示意图；
图51为图49中的单一板式单纯风阻，或风阻与水阻共用的减速/刹车/调向装置的阻力板位于收纳状态实施例示意图；
图52为的组合板式单纯风阻，或风阻与水阻共用的减速/刹车/调向装置的阻力板位于收纳状态状态实施例示意图；
图53为图52中的单侧组合式阻力板取全张开的左转重度调向状态实施例示意图；
图54为图52中的单侧组合式阻力板中的2片阻力板取张开左转中度调向状态实施例示意图；
图55为图52中的单侧组合式阻力板中的1片阻力板取张开左转轻度调向状态实施例示意图；
图56为船舶艉部侧舷部署各自独立的水阻、风阻双重减速/刹车/调向阻力板执行调向的部分张开状态实施例示意图；
图57为船舶艉部侧舷部署各自独立的水阻和风阻双重减速/刹车/调向阻力板在收纳状态实施例示意图；
图58为船舶部署的利用从船舶侧舷进水和从艉部喷水的的轴流(离心)喷推实施调向的实施例一示意图；
图59为浅槽型倒航水斗实施例示意图；
图60为图59中倒航水斗的外侧视角一示意图；
图61为装深槽型倒航水斗实施例示意图；
图62为图61中倒航水斗的外侧视角一示意图；
图63为简单板型倒航水斗实施例示意图；
图64为图63中倒航水斗的外侧视角示意图；
图65为船舶底部部署有倒航装置，且倒航水斗于收纳仓中呈收纳状态实施例的船舶艉视示意图；
图66为图65中船舶的仰视视角示意图；
图67为部署有倒航装置的船舶，且倒航水斗呈放出(张开)状态实施例的船舶艉视示意图；
图68为图67可展示倒车水斗收纳仓内部，倒车水斗操动机构的局部剖视图；
图69为图67中船舶的侧视视角示意图；
图70为外凸平口进水口结构与兴波抑制轴流喷推被部署于船舶侧舷内侧与船舶底部内侧的兴波抑制处理装置实施例一示意图；
图71为图70的船舶外侧视角示意图；
图72为图70的船舶内侧视角，反映兴波抑制轴流喷推喷水口穿越船舶底板设置示意图；
图73为外凸平口进水口结构与兴波抑制轴流喷推被部署于船舶侧舷内侧与船舶底部外侧的兴波抑制处理装置实施例二示意图；
图74为图73中船舶内侧视角看兴波抑制轴流喷推的轴心线与船舶航进方向呈小角度上扬与喷水口 突出船舶侧舷底缘之外实施例示意图；
图75为图73中船舶外侧视角示意图；
图76为图73中船舶进水方向视角示意图；
图77为兴波抑制处理装置实施例三的结构示意图；
图78为图77中船舶内侧视角看兴波抑制轴流喷推的轴心线与船舶航进方向呈小角度上扬与喷水口未突出船舶侧舷底缘之外实施例一示意图；
图79为图77中船舶外侧视角示意图；
图80为图77中船舶的内侧视角二示意图；
图81为外凸前倾进水口、兴波抑制轴流喷推的轴心线在过轴心线平面内与船舶航进方向呈锐角夹角与融合式侧舷艉舵(处在收纳状态时艉舵板阻力面与船舶侧舷表面融合)实施例示意图；
图82为图81中船舶内侧视角示意图；
图83为图81中船舶底部视角示意图；
图84为图81中船舶外侧视角示意图；
图85为兴波抑制处理装置实施例五示意图；
图86为图85中船舶外侧视角示意图；
图87为图85中船舶内侧视角示意图；
图88为图85中船舶进水方向视角示意图；
图89为一种外凸平口进水口与支管扩展应用实施例示意图；
图90为图89中船舶进水方向视角示意图；
图91为图89中船舶外侧视角一示意图；
图92为图89中船舶外侧视角二示意图
图93为外凸前倾进水口与后延式侧舷艉舵(处在非减速/刹车/调向状态的艉舵板阻力面与船舶侧舷表面共面)的实施例示意图；
图94为为外凸前倾进水口与后延式侧舷艉舵(处在全张开减速/刹车/调向状态)实施例示意图；
图95为图93中船舶尾部视角一示意图；
图96为为外凸前倾进水口与后延式侧舷艉舵(处在小角度张开减速/刹车/调向状态)实施例示意图；
图97为外凸前倾进水口与后延式侧舷艉舵(处在非减速/刹车/调向状态的艉舵板阻力面与船舶侧舷表面共面)从船舶内侧视角实施例示意图；
图98为侧舷底部所设不连贯支承棱条与抑制兴波轴流喷推部署实施例示意图；
图99为图98中船舶的船艏视角图；
图100为图98中船舶的底部视角示意图；
图101为船舶底部的艏部、底部、艉部梯次与组群部署轴流喷推与侧舷底部所设不连贯支承棱条部署抑制兴波轴流喷推实施例一示意图；
图102为图101中船舶的船艏视角图；
图103为图101中船舶的底部视角示意图；
图104为船舶底部的艏部、底部、艉部梯次与组群部署轴流喷推与侧舷底部所设不连贯支承棱条部署抑制兴波轴流喷推实施例二示意图；
图105为船舶艏部两侧舷与近底板的船舱内部，以对称方式各部署有轴心线与船舶航进方向斜交和喷水口穿越底板，兼顾兴波抑制与调向功能的轴流喷推装置的外部示意图；
图106为船舶艏部两侧舷与近底板的船舱内部，以对称方式各部署有轴心线与船舶航进方向斜交和喷水口穿越底板，兼顾兴波抑制与调向功能的轴流喷推装置实施例示意图；
图107为部署水升翼的船舶结构示意图；
图108为图107中船舶底部的结构示意图；
图109为轴流离心喷推装置实施例结构一示意图；
图110为轴流离心喷推装置实施例结构二示意图。
附图标记：
1轴流喷推装置             2船舶                     3贴装结构体
4悬吊装置结构体           5可回转装置结构体         6支撑棱条
7收纳仓                   8内凹结构                 9导流斜面
10船舶水阻装置            11风阻板                  12操动机构
13倒航水斗                14倒航水斗收纳仓          15兴波进水口
16侧舷艉舵收纳仓          17后延式艉舵板            18后延式艉舵操动臂
19归位限位结构            20水升翼                  101流体进口
102流体喷口               103多进水口并口结构体     104扩流进水口
105驱动力引入结构         106导流结构体             107流体入口结构
108驱动支承结构           109流体增压输出结构体     111轴孔
112销孔                   113阻风结构               114阻风面
121液压机构               122齿条                   123齿轮
124套轴                   125力臂                   131尾部挡水板
132侧面挡水板             133操动机构连接桩         134外置饺接桩
135侧面端部饺接桩         136端部侧板饺装孔         151加强筋
152兴波进水口支管         153兴波进水口             154兴波兼调向进水口
155行波兼调向出水口       201插装孔                 202船舶底板
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例， 而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
【术语解释】：
迎水进水：轴流喷推装置其部署的进水口朝向船舶行使方向。
离心轴流喷推装置：流体以离心方式进入，以轴流方式输出的喷推装置。
双工质喷推：同一船舶的推进装置取为水工质喷推与空气工质喷推双设模式。
本发明实施例提供一种新型船舶快速高效的推进方法，通过在船舶2上安装部署具有迎水进水特征的轴流水工质喷推装置和/或轴流空气工质喷推装置。优选地，所述轴流水工质喷推装置和轴流空气工质喷推装置采用离心轴流喷推装置。
“轴流水工质喷射推进”可以简称为水工质喷推；，“轴流空气工质喷射推进”可以简称为空气工质喷推，“轴流水工质喷射推进与轴流空气工质喷射推进”可以简称为双工质喷推。
若采用具有迎水进水特征的轴流水工质喷推装置时，其部署位置为船舶2底部的艏部处、船舶2底部处、船舶2侧舷的艏部处、或船舶2侧舷处的一处或多处组合。需要说明的是，其部署部位并不限于上述方式，按照使用场景所设定的部署位置均属于本发明保护的范围。
具体实施，采用多台具有迎水进水特征的轴流水工质喷推装置时，其部署方式采用顺次布局、梯次布局方式、阵列布局方式、分区布局方式、选择布局方式、离散布局方式中的一种或几种组合。需要说明的是，布局方式并不限于上述方式，按照使用场景所设定的合理布局方式均属于本发明保护的范围。
进一步地，所述轴流空气工质喷推装置取侧舷明式外固装模式。
进一步地，所述收纳仓装置模式即船舶水线上方的船舶侧舷设有收纳仓；所述轴流空气工质喷推装置被装置于可执行收纳与放出操作的安装结构体上，所述安装结构体部署于收纳仓内。
进一步地，采用具有迎水进水特征的轴流水工质喷推装置时，其安装方式为内装置模式、外装置模式和收纳仓装置模式中的一种或几种组合。需要说明的是，安装方式并不限于上述方式，按照使用场景所设定的合理安装方式也均属于本发明保护的范围。
进一步地，所述内装置模式为船舶2底部设置用于装置轴流水工质喷推装置的专用舱体，轴流水工质喷推装置于舱体内，仅进水口与喷水口向外。
具体实施时，船舶2底部设置专用舱体，轴流水工质喷推装置可部署于专用舱体内，专用舱体设有用于进水和出水的开口，当轴流水工质喷推装置部署于专用舱体时，仅轴流水工质喷推装置的进水口和喷水口通过开口向外联通；采用内装置模式，可方便施行对轴流水工质喷推装置的维护。
进一步地，所述外装置模式包括嵌入装置模式和非嵌入装置模式。
进一步地，所述嵌入装置模式为船舶2底部设置嵌装槽，轴流水工质喷推装置嵌装于嵌装槽内；所述嵌入装置模式包括完全嵌入装置模式和部分嵌入装置模式。
具体实施时，船舶2底部设有嵌装槽，嵌装槽与轴流水工质喷推装置设有相配合的固定结构，轴流水工质喷推装置可嵌装于嵌装槽内；如图1所示，嵌入装置模式可以是部分嵌入装置模式，或者，如图2所示，嵌入装置模式也可以是完全嵌入装置模式。
进一步地，所述非嵌入装置模式包括贴体装置模式、悬吊装置模式、可回转装置模式。
具体实施时，所述贴体装置模式即所述轴流水工质喷推装置通过所设贴装结构体被贴装于船舶2底板外侧与/或船舶2侧舷外侧；如图3-4所示，轴流喷推装置1通过所设贴装结构体3被贴装于船舶2底板外侧；具体地，如图5所示，轴流喷推装置1在筒身上设有贴装结构体3，贴装结构体3表面设有若干紧固孔，紧固孔用于与紧固件配合。
所述悬吊装置模式即所述轴流水工质喷推装置通过所设悬吊装置结构体被固定悬吊装置于船舶2底板外侧与/或船舶侧舷外侧；如图6-7所示，轴流喷推装置1通过所设悬吊装置结构体4被固定悬吊装置于船舶2底板外侧；具体地，如图8所示，轴流喷推装置1在筒身上设有悬吊装置结构体4。
所述可回转装置模式即所述轴流水工质喷推装置通过所设可回转装置结构体5被可绕悬吊装置中心轴旋转悬吊装置于船舶2底板外侧；如图9所示，轴流喷推装置1上设有可回转装置结构体5，所述可回转装置结构体5设置成外体为刚性结构，内体为可转动结构，且内体与轴流喷推装置1实施固联，外体与船舶2实施固装，内体与船舶2上的转向控制件连接，所述转动控制件用于驱动轴流喷推装置1绕可回转装置结构体5的中心轴左右或360°转向。无论是嵌入装置，还是贴体装置，或悬置装置，以及可回转装置模式，其嵌入装置结构、贴体装置结构、悬置装置结构、可回转装置结构均包含向离心喷推内部输送驱动力的结构，驱动力为电动、液压驱动、气压驱动、机械传动的驱动力。
特别说明的是，采用贴体装置模式时，在船舶2底部设置用于抬高船舶2底部的底部支承棱条6，所述底部支承棱条使船舶2底部外表面抬升高度不小于所部署轴流喷推突出船舶底板之外的垂直船舶底板最大外凸尺寸。
进一步地，至少两条所述底部支承棱条6沿船舶长度方向部署安装，支承棱条6的优选部署模式取为以船舶方向纵轴为对称轴对称布局。
进一步地，所述支承棱条6的迎水端设为流体迎面降阻结构；所述支承棱条的背水端设为流体的湍流降阻结构。
具体地，如图10-11所示，船舶2底部以船舶长度方向纵轴为对称轴对称部署有至少两组不连贯的支撑棱条6，且以船舶长度方向纵轴部署有一条连贯性的支撑棱条6；船舶2的侧舷底部部署有不连贯的支承棱条2兼兴波抑制水流入口功能条；底部支承棱条6迎水端取水流降阻结构；底部支承棱条6背水端水流降阻结构，水流降阻结构的典型结构例为流线型结构。
进一步地，所述底部支承棱条6采用实体结构或中空结构，所述中空结构取为单仓结构或多仓结构，单仓结构或多仓结构取为船舶压载或配载之用的自体系舱室结构；或者单仓结构或多仓结构取为与船舶所设其它船舶压载或配载舱室连通结构，合并构成船舶2的压载或配载舱室；还或者单仓结构或多仓结构的某舱室取为设置船舶特种装备或仪器的舱室。
进一步地，所述收纳仓装置模式即船舶水线下方的船舶2底部、船舶2底部的艏部、船舶2侧舷或船舶2侧舷的艏部中的一处或多处设有收纳仓7；所述轴流水工质喷推装置被装置于可执行收纳与放出操作的安装结构体上。
具体实施时，按照使用场景的设定，在船舶水线下方的船舶2底部、底部的艏部、侧舷或侧舷的艏部设有收纳仓7，轴流水工质喷推装置被装置于可执行收纳与放出操作的安装结构体上，当轴流水工质 喷推装置执行推进工作情况，可由安装结构体将轴流水工质喷推装置推送出收纳仓实施推进作业，当轴流水工质喷推装置不执行推进工作情况，可由安装结构体将轴流水工质喷推装置移回收纳仓，收纳仓7至少在轴流水工质喷推装置位于收纳状态时，收纳仓7呈对外封闭状态，收纳仓7有盖将其封盖，可降低海洋生物对轴流水工质喷推装置的侵害。
轴流水工质喷推装置的收纳操动模式包括有电动模式、液压驱动模式、气压驱动模式、手动驱动模式中的一种或多种的混合模式。
需要说明的是，凡通过机构以电动/液压驱动/气压驱动/手动驱动模式实施的收纳操控技术均落在本技术保护范围之内。
进一步地，所述轴流水工质喷推装置被单纯固定装置于安装结构体上。
进一步地，所述轴流水工质喷推装置被可转动地装置于安装结构体上。具体地，轴流水工质喷推装置在安装结构体上可作绕固定轴线的转动。
进一步地，所述轴流水工质喷推装置的轴心线平行船舶航进方向。具体地，轴流水工质喷推装置的进水口正向朝向船舶航进方向(即迎水进水)；而喷水口正向朝向船舶航进方向的背向，即船舶尾部方向。
进一步地，所述轴流水工质喷推装置的轴心线在船舶航进水平面方向与航进方向构成锐角夹角。具体地，如图12和图13所示，轴流喷推装置1在船舶2底部呈水平小角度斜置布置。
进一步地，所述轴流水工质喷推装置的轴心线在船舶航进垂直面方向与航进方向构成上扬锐角夹角。使得轴流水工质喷推装置获得进水口与船舶前进方向形成小角度上翘关系，导致进水方向与水平进水方向比较也上扬了一个角度，能够更好地保障船舶进水不扰动下层水体尤其是水底，避免将砂石等杂物扰动被吸入造成对轴流喷推装置的伤害，以及支持小量抬升船舶体。
进一步地，所述轴流水工质喷推装置的轴心线在船舶航进水平面与垂直面两个方向与航进方向构成上扬锐角夹角。
进一步地，所述轴流水工质喷推装置的喷水口朝向船舶艉部，或呈小角度下翘方式朝向船舶艉部。
进一步地，所述轴流水工质喷推装置的进水口部署在船舶2非艏部的底部时，呈内凹结构，且前部设导流斜面。具体地，如图14-15所示，船舶底部2底部设有内凹结构8，前部设导流斜面9，轴流喷推装置1嵌装于内凹结构8且进水口101朝向导流斜面9。
若采用轴流空气工质喷推装置时，其部署位置为船舶水线上方的侧舷、侧舷的艏部或船舶2艉部中的一处或几处组合。
进一步地，采用多台轴流空气工质喷推装置时，其部署方式采用顺次布局、梯次布局方式、阵列布局方式、分区布局方式、选择布局方式、离散布局方式中的一种或几种组合。需要说明的是，布局方式并不限于上述方式，按照使用场景所设定的合理布局方式均属于本发明保护的范围。
进一步地，所述轴流空气工质喷推装置被固定装置于船舶水线上方侧舷的固定明装模式。具体地，固定明装模式可以是贴体明装、悬吊明装、可回转明装中的一种或多种组合。
进一步地，所述收纳仓装置模式即船舶水线上方的船舶侧舷设有收纳仓；收纳仓内部署有安装结构体，所述轴流空气工质喷推装置被安装于可执行收纳与放出操作的安装结构体上，所述安装结构体部署于收纳仓内。
进一步地，所述轴流空气工质喷推装置被单纯固定安装于安装结构体上。
进一步地，所述轴流空气工质喷推装置被可转动地安装于安装结构体上。
具体地，轴流水工质喷推装置/轴流空气工质喷推装置的收纳操动模式有电动驱动模式、液压驱动模式、气压驱动模式、手动驱动模式中的一种或多种的混合模式。
需要说明的是，凡以电动驱动/液压驱动/气压驱动/手动驱动模式实施的收纳操控机构技术均落在本技术保护范围之内。
需要说明的是，轴流空气工质喷推装置除了可以采用上述方式装置于船舶上，按照使用场景所设定的合理安装方式也均属于本发明保护的范围。
进一步地，所述轴流空气工质喷推装置的轴心线平行船舶航进方向。
进一步地，所述轴流空气工质喷推装置的轴心线偏离船舶航进方向的斜向取向。
进一步地，所述轴流空气工质喷推装置的轴心线在船舶航进水平面方向与航进方向构成锐角夹角。
进一步地，所述轴流空气工质喷推装置的轴心线在船舶航进垂直面方向与航进方向构成上扬锐角夹角。
进一步地，所述轴流空气工质喷推装置的轴心线在船舶航进水平面与垂直面两个方向与航进方向构成上扬锐角夹角。
进一步地，当船舶2部署多个轴流水工质喷推装置，多个轴流水工质的喷推装置可以采用多进水口并口结构体103；多进水口并口结构体103设有一个总的进水口，内部设有多个流道，各流道的进水口与总的进水口连接，每一流道的出水口均可与一轴流水工质喷推装置连接。通过总进水口进水和实施将总进水分配至与总进水口连接的各轴流水工质喷推装置，以求获得所需最佳降阻喷推效果。
具体地，多进水口并口结构体103可采用多种结构，本发明提供如下多进水口并口结构体103实施例：
如图16所示，多进水口并口结构体103为仿船舶艏部迎水进水多进水口并口结构体；如图17-18所示，该多进水口并口结构体103与轴流水工质喷推装置1对接。
如图19所示，多进水口并口结构体103为多机仿船舶艏部单边部署进水口并口结构体；如图20-21所示，该多进水口并口结构体103与小角度斜喷射口的轴流水工质喷推装置1对接。同一船舶的艏部通过对称部署两套单边部署进水口并口结构体实施船舶艏部的迎水进水。轴流水工质喷推装置1取为小角度斜喷射口有利于其后部署的轴流水工质喷推装置1的进水不是来自在前部署的轴流水工质喷推装置的喷水。
如图22-23所示，多进水口并口结构体103为多机倾角并口进水口结构体；如图24-25所示，该多进水口并口结构体103与轴流水工质喷推扩流型倾角直喷的轴流喷推装置1对接。采取倾角直喷结构可以获得轴流水工质喷推装置取为小角度斜喷射口的相同效果，但毋须轴流水工质喷推装置的直喷喷口做改变。
如图26-28所示，多进水口并口结构体103为多机斜口并口进水口结构体；如图29-31所示，该多进水口并口结构体103与轴流水工质喷推装置1对接。
本发明还提供上述任意一项所述的新型船舶快速高效的推进方法在水面航行船舶的应用。本发明还 提供上述任意一项所述的新型船舶快速高效的推进方法在潜航装置的应用。本发明还提供上述任意一项所述的新型船舶快速高效的推进方法在两栖行驶装置的应用。
需要说明的是，针对某些特型船舶(如水翼船)针对三类推进方式的应用，这些特型船舶高速航行时船底，侧舷会脱离水面，所以轴流水工质喷射推进装置不适合部署船底，侧舷，但它们仍然可以通过利用特型船舶原有装置船舶推进安装结构，或通过另外增设专用安装结构体部署装置这离心轴流喷推装置。
本发明提供的新型船舶快速高效的推进方法的原理如下：
为何推进装置的船舶艉部部署安装模式是有缺陷和落后的部署安装模式？可以通过对下述假设推进装置与假设部署安装模式的分析帮助理解。
假设有这样一种推进装置，为方便理解可以把这种推进装置想象成一个直筒型装置体，并忽略水流在筒体内流动时的管损，即它可以被设置成任意长度。直筒的前端端口为进水口，后端端口为喷水口，筒体内部部署有工作水流赋能装置，工作水流从进水口流入获得内部赋能装置的赋能后，高速从喷水口喷出形成推进水流。由于其工作水流的进水与喷水共直线即拥有前述所谓直进直排模式，比照泵喷推进装置的曲吸喷推，可将其称之为直吸喷推装置或轴流喷推装置。
再假设一个或多个轴流喷推装置被部署安装于船舶底部，并使其进水口部署安装于船舶底部的艏部；喷水口部署安装于船舶艉部。
这样的推进装置和这样的推进装置部署模式与螺旋桨推进装置和泵喷推进装置以及推进装置的船舶艉部部署安装模式比较有何进步？船舶由此会得到一个怎样新的推进效果呢？
水属于物质，位于轴流喷推装置前方的水体被吸入之前，可以将水看作放置在轴流喷推装置进水口前端的物体。
依照牛顿第一定律(惯性定律)：“任何物体都保持静止或匀速直线运动的状态，直到受到其它物体的作用力迫使它改变这种状态为止。”知：轴流喷推装置将位于前方的水体吸入进水口，属于改变船舶前方水体的运动状态，需要轴流喷推器给它们施加足够的力才能将它们吸入。为强调这种全新船舶推进装置的进水模式，特别地将它称之为迎水进水模式。
再由牛顿第三定律(作用力与反作用力定律)“两个物体之间的作用力和反作用力，在同一条直线上，大小相等，方向相反。”知，位于轴流喷推装置前方的水在被吸入进水口的同时，将给轴流喷推器施以“在同一条直线上，大小相等，方向相反”的反作用力，即形成对轴流喷推器的同等大小的反向拉力。并且，船舶航速愈高意味着推进装置吸入前方水体的速度必然也高，也即作用于前方水体的吸力必须加大，对轴流喷推器的拉力当然随之增加。
由于轴流喷推器与船舶联系为一体，该力最终转变为对船舶航进的拉力。即：轴流喷推装置吸入前方的水花费了多大的力，则船舶可获得船舶前方水体给予船舶相同大小的拉力。
该拉力的大小服从牛顿第二定律，可以由F＝ma计算获得，式中：m为运动体(水流)的质量值，a为水流的运动加速度值。
抛开严密和精确理论计算，仅用简单、粗糙方式近似估算这个力的大小。假设轴流喷推的进水口直径为1m，其进水面积可达3.14m 2，当进入轴流喷推进水口水流速度达到10m/s，可计算出1s时间内进入轴流喷推的工作水流m值达31.4t；再假设该质量的工作水流进入轴流喷推所达到的加速度为10m/s 2，可知当轴流喷推以10m/s 2的加速度吸入质量达到31.4t/s的工作水流获拉力可达3百多吨。这还仅仅是一台轴流喷推贡献的拉力，足见轴流喷推装置的船舶艏部迎水进水部署安装模式对于船舶航进的贡献之大。
该拉力的方向与船舶航进方向相同，构成对船舶前进的牵拉作用，与轴流喷推装置后端喷射推进水流获得的推进力合并形成共同针对船舶前进的后推前拉合力，使船舶向前航进动力获得倍增。
特别是，该拉力只要轴流喷推装置在推进工作状态即产生，属于轴流喷推装置工作于推进状态的一种衍生性质的力，是一项无需额外消耗船舶能源而推动船舶航进的力。与螺旋桨推进或泵喷推进获得推进力模式比较，是螺旋桨推进或泵喷推进模式无法获得的一种船舶推进力的形式。
进一步分析推进装置取为轴流喷推装置和实施上述迎水进水部署安装模式下的船舶航行阻力可发现，作为船舶固有且为船舶航行阻力绝对大头部分的迎水航行阻力、兴波阻力和粘压阻力将发生大的改变，具体有：
船舶因运用轴流喷推装置和将轴流喷推装置部署安装成艏部迎水进水和直吸喷推模式，并由轴流喷推装置的具体部署安装数量决定，船舶艏部构成阻挡水墙的水体的部分或大部转变为工作水体被轴流喷推装置从设于船舶艏部的进水口吸入，经赋能后从船舶艉部喷出成为推进水体，迎水航行阻力的部分或大部失去存在条件而消失；航行船舶的艏部波浪也失去形成条件，船舶的兴波阻力的部分或大部也将消失；还因为船舶航行经过水体在船舶后部制造的区域性真空有来自于船舶艏部成为推进水体的持续填充，因船舶后部出现区域性真空导致船舶首尾间出现艏高艉低的压力差将被大幅消减，意味着粘压阻力的部分或大部会消失。
上述轴流喷推装置和迎水进水部署安装模式同样适用于潜航类装置如潜艇(某些使用小型和分散式螺旋桨推进装置的潜航装置例外)，潜航类装置与船舶比较区别在于：潜航装置被水体包裹，不存在兴波现象和兴波阻力；进水模式根据推进装置的部署安装位置不同而不同。掌握潜航装置与船舶的不同点，可参照上述轴流喷推装置和迎水进水部署安装模式对船舶阻力，推进模式的影响，同样分析了解轴流喷推装置和迎水进水部署安装模式对潜航装置航行的价值作用。
本发明还提供一种新型船舶快速高效刹车/减速/变向装置，即包括采用板式结构的船舶水/风阻装置或轴流喷推装置结构。
具体地，船舶风阻装置设置于船舶的水线以上位置；船舶水阻装置10设置于船舶水线以下位置；
轴流喷推装置结构通过调整流体进口101和流体喷口102的位置，使得轴流喷推装置兼具喷推与船舶变向功用。
进一步地，所述船舶水/风阻装置包括单一板式结构或分体组合板式结构。进一步地，所述船舶的水阻与风阻装置取为各自独立的单一板式结构或分体组合板式结构，或者所述船舶的水阻与风阻装置取为共用的单一板式结构或分体组合板式结构。
进一步地，还包括操动机构12，用于张合所述板式结构、调整所述板式结构的角度，或将板式结构或者轴流喷推装置结构在所述收纳仓内进行收纳操作。
进一步地，还包括收纳仓7，所述板式结构的船舶水/风阻装置或轴流喷推装置结构被安装在所述收纳仓7内。
具体地，如图32-37所示，船舶风阻装置均采用单一板式结构；操动机构12采用液压机构121、齿条122和齿轮123组合操动；船舶风阻装置设有轴孔111，端部安装有齿轮123的套轴124贯通套装于轴孔111内，用销钉经销孔112使风阻板11与套轴124固联成一体；套轴124的两端被安装于船体(侧舷或侧舷艏部)设定位置，在套轴124安装齿轮的一端的船体一设定位置部署有液压机构121。船舶2上设置相适配的液压机构121，液压机构121端部设有齿条122，齿条122与齿轮123啮合，使得液压机构121可带动套轴124转动，套轴124转动能带动风阻板11转动；可选地，阻风面114设置呈弧面阻风面结构；优选地，风阻板11的阻风面设为兜风面结构。
或者，如图38-39所示，风阻板11也采用分体组合板式结构；操动机构12采用单纯的液压机构121；多块组合板通过套轴124组合设置于船舶2上，每一块组合板均设有单独的液压机构121进行操控转动。
需要说明的是，船舶水阻装置与船舶风阻装置可以采用相同结构，因此，船舶水阻装置也可以根据船舶风阻装置结构设置为单一板式结构或分体组合板式结构；
可选地，船舶插装销轴，船舶水阻装置或船舶风阻装置设有力臂125，通过力臂125操动船舶水阻装置或船舶风阻装置开闭。
具体地，如图42-44所示，船舶2设有用于插装销轴的插装孔201，风阻板11的力臂125端部设有销轴，二者相配合使得风阻板11装配在船舶2上；可选地，阻风面114设为平面兜风结构。
可选地，如图45-46所示，风阻板11上的力臂125可呈一定角度偏置；
可选地，如图47-48所示，风阻板11上的力臂125可呈一定角度偏置，阻风面114可设为平面，端部设有阻风结构113。需要说明的是，阻风面除了可以为平面或者弧面，凡是为了实现阻水/风而对阻风面设计的其他结构也均属于本发明的保护范围。
如图40-41所示属于风阻板与水阻板各自分立结构实施例，船舶2设有收纳仓7；船舶水阻装置10和船舶风阻装置通过操动机构12设置于收纳仓7内；操动机构12可控制船舶水阻装置10和船舶风阻装置张开或闭合。
船舶水阻装置10与风阻板11可以各自独立操控动作。
特别说明，阻力板的操动模式包括：如图32-37所示，利用套轴与齿轮、齿条与液压驱动机构的操动模式；如图38、39、42-48所示，利用端部销轴与两端偏置力臂，腰部偏置力臂由液压操动机构直接操动模式；如图40-41所示，利用外侧饺接机构与置于收纳仓内的液压驱动与连杆机构实施的操动。驱动模式包括电动，液压驱动，气动，手动及其多种混合驱动模式。操动机构包括由液压直接驱动，电动直接驱动，手动操动，或液压机构通过连杆机构驱动电动机构通过齿轮、齿条驱动，通过一套由齿轮、齿条、连杆、索、带、链，螺旋，蜗轮蜗杆，导轨等传动要素单个或多个组合形成的复合机构实现的操动。
本发明还提供新型船舶快速高效减速/刹车/变向处理方法，包括：以船舶纵轴为对称轴，在船舶至少部署安装一组船舶水阻装置、风阻板或轴流喷推装置。
具体地，如图49-55所示，船舶可以部署风阻板11，当风阻板11处于张开的状态时，船舶获得阻力，从而实现船舶的减速、刹车或者变向功能；特别说明，当风阻板11的阻力板有部分位于船舶水线以下部位，则阻力板为水阻/风阻共用模式。
如图56-57所示，船舶2还可以同时部署船舶水阻装置10和风阻板11；当船舶水阻装置10或风阻板11处于张开的状态时，船舶2获得阻力，从而实现船舶的减速、刹车或者变向功能；船舶2通过在水线以上部位设置阻力板，及在水下以下部位设置阻力板，该模式为水/风阻力板各自独立部署模式。
船舶在两侧舷部署安装船舶水阻装置10，将船舶侧舷设置的其中一侧水阻减速板张开呈调向工作状态，由该侧水阻减速板可获得针对船舶过重心纵轴的旋转转矩，使船舶获得绕过重心纵轴的偏转力矩，朝向有水阻减速板张开的一侧偏转，实现船舶航行的变向；因船舶侧舷设置的水阻减速板具有针对船舶过重心纵轴有更大扭转力臂，其单位面积水阻力可获得的针对船舶过重心纵轴较之船舶底部所设呈刹车工作状态的水阻减速板有更大扭转转矩，即拥有较之船舶底部所设呈刹车工作状态的水阻减速板针对船舶有更大变向效能作用，更数倍超越船舶常规尾舵提供的单位面积转向效能。
船舶在两侧舷部署安装风阻板11，当将船舶侧舷设置的其中一侧气阻减速板张开呈调向工作状态，由该侧气阻减速板可获得针对船舶过重心纵轴的旋转转矩，使船舶获得绕过重心纵轴的偏转力矩，朝向有气阻减速板张开的一侧偏转，实现船舶航行的变向；因船舶侧舷设置的气阻减速板具有针对船舶过重心纵轴有更大扭转力臂，其单位面积空气阻力可获得的针对船舶过重心纵轴较之船舶底部所设呈刹车工作状态的气阻减速板有更大扭转转矩，即拥有较之船舶底部所设呈刹车工作状态的气阻减速板针对船舶有更大变向效能作用，更数倍超越船舶常规尾舵提供的单位面积转向效能。
当水阻减速板/气阻减速板纵向尺寸较大情况，从水阻减速板/气阻减速板本身刚性，操纵灵便性考虑，以及从具体减速或转向要求强度考虑(如：只需轻微减速，或轻微变向)，进一步将水阻减速板/气阻减速板从长度方向设为多段组合结构，使每段可单独操控，也可使各段联动统一操控，如在轻微调向时，只操控其中的某段，当需要设施紧急转向情况，可联动操控各段统一张开动作。
需要说明的是，船舶部署船舶水阻装置10、风阻板11或轴流喷推装置的单一部署模式或者多种组合部署模式；根据实际需求，船舶可以将船舶水阻装置10、风阻板11和轴流喷推装置设置在其它位置也均属于本发明的保护范围。
进一步地，至少设置一组所述船舶水阻装置以船舶纵轴为参照被对称部署装置于水线下方的船舶底板或侧舷处。
进一步地，至少设置一组所述风阻板以船舶纵轴为参照被对称部署装置于船舶水线上方侧舷处或船舶艏部两侧。
进一步地，所述船舶水阻、风阻装置的板式结构体或所述轴流喷推装置采用明式方式或者收纳仓方式部署安装。
进一步地，采用所述水阻装置、船舶风阻或所述轴流喷推装置的双侧对称工作方式实现船舶变向实现船舶快速高效减速/刹车。
进一步地，采用所述水阻装置、船舶风阻的单侧工作方式实现船舶变向。
进一步地，采用所述轴流喷推装置时，以船舶纵向中轴划分，以轴流喷推装置船舶单边喷推的方式实现船舶变向。
进一步地，采用所述轴流喷推装置时，以船舶最外侧轴流喷推的喷水口后方设置可收纳或不收纳的 可操控折向挡流装置，引导其喷水转向喷向本侧的侧舷外侧实现船舶变向。
进一步地，采用所述轴流喷推装置时，以船舶最外侧轴流喷推的喷水口设为矢量流体喷口结构实现船舶变向。
进一步地，采用所述轴流喷推装置时，以船舶最外侧所设轴流喷推的进水口设为经过阀控装置实现船舶变向。本条所述“阀控装置”是一种特殊结构与操控形式的阀，具体表现为：在船舶非变向状态，经操控阀使得船舶两侧最外侧的轴流喷推(或者是两侧的轴流喷推)的进水与喷水共轴线，即两侧轴流喷推各自同时工作于喷推状态；在变向状态，经操控阀实现船舶两侧最外侧的轴流喷推(或者是两侧的轴流喷推)中的一侧轴流喷推(另一侧，或者说朝向该侧转向的一侧的轴流喷推停止工作)的进水由各自对侧的轴流喷推进水口进水——即实施交叉进水(因阀控，属于有水喷出的轴流喷推一侧的进水口不进水；因阀控和停止喷推工作，有进水一侧的轴流喷推无水喷出)，由此获得进水一侧有转向拉力力矩，喷水一侧有喷推推力力矩，两个力矩叠加，使得船舶有强力高效转向力矩，支持快速变向。
经过阀控装置实现船舶变向，要求两侧轴流喷推进水口设于船舶艏部，即进水口与喷水口距离愈大，所获变向力矩愈大。
如图58所示，船舶2还可以部署轴流喷推装置，根据轴流喷推装置推力的调节从而实现从而实现船舶的减速、刹车或者变向功能。
进一步地，采用所述轴流喷推装置时，以部署安装装置于船舶底部的可由电传航控操纵的可回转轴流喷推实现船舶变向。
进一步地，如图105所示，船舶2底部的两侧分别部署有斜置的若干轴流喷推装置1，当船舶航行变向时，船舶只有一侧轴流喷推装置1工作，受该侧轴流喷推装置的进水口被吸水的牵拉作用与喷水口喷水的推力作用可共同构成针对船舶过重心纵轴的旋转转矩，使船舶朝向轴流喷推装置不工作的一侧方向转向。
进一步地，所述贯流特征的轴流喷推装置采用离心轴流喷推装置。
需要说明的是，本发明提供的新型船舶快速高效刹车/减速/变向装置，及船舶快速高效减速/刹车/变向处理方法，可与上述的新型船舶快速高效的推进方法在船舶上组合应用。
本发明提供新型船舶快速高效倒航装置，包括轴流喷推装置1和倒航水斗13，所述倒航水斗13设置在所述轴流喷推装置1的喷水口正后方。
具体地，新型船舶快速高效倒航装置包括轴流喷推装置1和倒航水斗13；倒航水斗13呈斗状结构，倒航水斗13设置于轴流喷推装置1的喷水口正后方；使用时，轴流喷推装置1的喷水口喷出水，倒航水斗13将喷出的水兜住反向输送，而获得反向作用，通过侧缘饺装轴将该力传递至船舶尾板，使船舶获得使船舶倒向航行的倒车状态。
进一步地，所述轴流喷推装置1的喷水口内部水流型线与船舶前进方向平行但背向。
进一步地，还包括内凹的倒航水斗收纳仓14，用于所述倒航水斗13的收纳。
进一步地，所述倒航水斗13包括尾部挡水板131。
进一步地，所述倒航水斗13还包括侧面挡水板132。
进一步地，所述倒航水斗13取为不完全斗体结构，或倒航水斗13取为单纯板式结构。
具体地，如图59-60所示，一种饺装于船舶底板外侧的底板外侧饺装结构的浅槽型倒航水斗；倒航水斗13包括有尾部挡水板131和两侧的侧面挡水板132；倒航水斗13的斗内设有操动机构连接桩133，操动机构连接桩133用于与操动机构配合连接；倒航水斗13的外侧面设有两个外置饺接桩134，外置饺接桩134用于与船舶2饺接使用；倒航水斗外侧表面取部署装置位船舶底板外表面适配。
如图61-62所示，一种饺装于船舶底板的侧板饺装深槽型倒航水斗；倒航水斗13包括有尾部挡水板131和两侧的侧面挡水板132；倒航水斗13的斗内设有操动机构连接桩133，操动机构连接桩133用于与操动机构配合连接；倒航水斗13的两侧面端部分别各设有侧面端部饺接桩135，侧面端部饺接桩135用于与船舶2饺接使用；倒航水斗外侧表面(平面)取部署装置位船舶底板外表面适配。
如图63-64所示，一种饺装于船舶底板的端部侧板穿孔饺装板型倒航水斗；该倒航水斗13为板型倒航水斗；倒航水斗13包括有尾部挡水板131；倒航水斗13的斗内设有操动机构连接桩133，操动机构连接桩133用于与操动机构配合连接；倒航水斗13的两侧分别各设有端部侧板饺装孔136，端部侧板饺装孔136用于与船舶2饺接使用；倒航水斗外侧表面取部署装置位船舶底板外表面适配。
需要说明的是，本发明所列举的倒航水斗除了采用以上方式，凡是为了实现倒航作用而设计的倒航水斗其它结构设计也均属于本发明保护的范围。
本发明还提供新型船舶快速高效倒航处理方法，部署安装至少一台轴流喷推装置1，在所述轴流喷推装置1的喷水口正后方部署安装倒航水斗13。
进一步地，若所述轴流喷推装置1采用以贴体或悬吊装置模式装置于船舶2底部时，其喷水口内部水流型线与船舶前进方向平行但背向，在其喷水口正后方适当距离的船舶底板设置内凹的倒航水斗收纳仓14。
具体地，如图65-69所示，船舶2部署有若干台轴流喷推装置1，在中间多台轴流喷推装置1的喷水口后方部署安装倒航水斗13；船舶2采用倒航装置，可实现倒航动作；
船舶2设有倒航水斗收纳仓14，倒航水斗13通过饺接结构可收起在倒航水斗收纳仓14，避免船舶前进时倒航水斗构成阻力；当要船舶需要倒车时，可通过操动机构12将倒航水斗13从倒航水斗收纳仓14放出。
进一步地，所述倒航水斗13一侧缘被饺装于倒航水斗收纳仓14的远离离心喷推喷口的仓口缘部，倒航水斗内侧与倒航操动机构饺接连接。
进一步地，若所述轴流喷推装置1采用以嵌入装置或内装置模式装置于船舶2底部时，其喷水口内部水流型线与船舶前进方向平行但背向，在其喷水口正后方的船舶尾板上设置倒航水斗饺装结构。
进一步地，所述倒航水斗一侧缘被饺装于该饺装结构之上，倒航水斗不与轴流喷推喷水口相对应的一侧与倒航操动机构饺接连接，倒航操动机构的不与倒航水斗连系的一端饺装于倒航水斗收纳仓沿船舶航进方向反向的船舶底板或船舶艉部板体上。
进一步地，一台倒航水斗13适配部署多台所述轴流喷推装置1。
本发明还提供一种将上述的新型船舶快速高效倒航处理方法应用于船舶的刹车/减速上。
即船舶采用的倒航装置，当倒航水斗14张开和停止轴流喷推的推进工作时，倒航水斗14在船舶2前进时会构成阻力，能够起到一定的刹车作用。或者与减速/刹车/调向装置形成刹车合力，促进船舶的快速减速/刹车。
本发明提供新型船舶快速高效兴波抑制处理方法，船舶两侧侧舷水线以下各部署至少一个兴波进水口，于侧舷内侧部署数量与所部署兴波进水口数量相配的迎水进水模式轴流喷推，迎水进水模式轴流喷推的进水口与兴波进水口对接。
进一步地，所述轴流喷推装置被部署安装于船舶侧舷内侧与底板内侧，所述轴流喷推的喷水口穿越船舶底板与外部连通倾斜朝向船舶艉部。
进一步地，所述轴流喷推装置被部署安装于船舶船舶侧舷内侧与底板外侧，所述轴流喷推的喷水口位于船舶底板外侧，正向朝向或倾斜朝向船舶艉部。
进一步地，各兴波进水口各自部署安装有彼此独立的轴流喷推，或者一个以上兴波进水口经支管和总管结构体合并为一个兴波水流总进水口，部署一台轴流喷推的进水口与兴波水流总进水口连接。
本发明提供新型船舶快速高效兴波抑制处理装置，包括具有迎水进水特征的轴流喷推装置，所述轴流喷推装置的进水口结构至少包括平口进水口结构、外凸平口进水口结构或外凸前倾进水口结构。
进一步地，所述外凸平口进水口结构包括在平口进水口位置设置将平口进水口包围并隆起于侧舷外表面的导流外壳体，所述导流外壳体进水口平面为垂直面结构和与侧舷外表面垂直或构成锐角夹角的后掠面。
进一步地，所述外凸前倾进水口结构包括在平口进水口位置设置将平口进水口包围并隆起于侧舷外表面的导流外壳体，所述导流外壳体进水口平面为朝向船艏前倾面结构和与侧舷表面垂直或构成锐角夹角的后掠面。
进一步地，所述进水口结构的口部还设有加强筋或拦截杂物结构。
本发明体用以下多种应用上述结构的兴波抑制处理装置对本发明的新型船舶快速高效兴波抑制处理方法和新型船舶快速高效兴波抑制处理装置加以说明：
图70是兴波抑制处理装置实施例一的结构示意图，如图70-72所示，在船舶侧舷外侧设置有若干兴波进水口15，兴波进水口15为外凸平口进水口结构；兴波进水口15开口朝向船艏；兴波进水口15的口部设有加强筋151；各兴波进水口15各自与位于船舶内侧的一个轴流喷推装置1的进水口对接，轴流喷推装置1的喷水口位于船舶底板202与外部接通。
图73是兴波抑制处理装置实施例二的结构示意图，如图73-76所示，在船舶侧舷外侧设置有若干兴波进水口15，兴波进水口15为外凸平口进水口结构；兴波进水口15开口朝向船艏；兴波进水口15的口部设有加强筋151；各兴波进水口15各自与位于船舶内侧的一个轴流喷推装置1的进水口对接，轴流喷推装置1的喷水口下缘超出侧舷的下缘。
图77为兴波抑制处理装置实施例三的结构示意图，如图77-80所示，在船舶侧舷外侧设置有若干兴波进水口15，兴波进水口15为外凸平口进水口结构；兴波进水口15开口朝向船艏；兴波进水口15的口部设有加强筋151；各兴波进水口15各自与位于船舶底板202下方的一个喷推装置1的进水口对接，轴流喷推装置1的喷水口下缘未超出侧舷的下缘。
图81为兴波抑制处理装置实施例四与融合式侧舷艉舵(处在收纳状态时艉舵板阻力面与船舶侧舷表面融合)的实施例示意图，如图81-84所示，在船舶侧舷外侧设置有若干兴波进水口15，兴波进水口15为外凸前倾进水口结构；兴波进水口15开口朝向船艏；兴波进水口15的口部设有加强筋151；各兴波进水口15各自与位于船舶底板202下方的一个轴流喷推装置1的进水口对接。船舶2尾部设有侧舷艉舵收纳仓16，侧舷艉舵置于侧舷艉舵收纳仓16内。
图85为兴波抑制处理装置实施例五的结构示意图，图85为位于迎水进水前方三个等距部署外凸平口进水口各自通过支管与设于船舶侧舷内侧和船舶底板内侧或外侧的总管联系，由总管的出水口与单一兴波抑制轴流喷推进水口连接，由抑制轴流喷推吸入兴波水流；后部孤置外凸平口进水口通过支管与波抑制轴流喷推进水口连接通过负压吸入兴波水流的兴波抑制处理装置实施例五示意图。如图85-88所示，在船舶侧舷外侧设置有若干由多个兴波进水口15经支管和总管结构体合并为一个兴波水流总进水口，它是经与各兴波进水口15联系的支管联系总管，将各兴波进水口15的兴波水流在总管汇集，由总管的出水口——即：总出水口向与总出水口连接的轴流喷推(单一，或称总轴流喷推)输水，构成单个轴流喷推与多个兴波进水口联系的结构。
位于迎水进水前方三个等距部署外凸平口进水口各自通过支管与设于船舶侧舷内侧和船舶底板内侧或外侧的总管联系，由总管的出水口与单一兴波抑制轴流喷推进水口连接，由抑制轴流喷推吸入兴波水流；后部孤置外凸平口进水口通过支管与波抑制轴流喷推进水口连接通过负压吸入兴波水流的兴波抑制处理装置。
图89为兴波抑制处理装置实施例六的结构示意图，如图89-92所示，在船舶侧舷外侧设置有若干兴波进水口15，兴波进水口15为外凸前倾进水口结构；兴波进水口15开口朝向船艏；兴波进水口15的口部设有加强筋151；各兴波进水口15各自在位于船舶内侧的设有一个兴波水流接口152，该各兴波水流接口152可以与一个共用排水管连接或者分别连接轴流喷推装置的进水口。
图93为为兴波抑制处理装置实施例七与后延式侧舷艉舵(处在非减速/刹车/调向状态的艉舵板阻力面与船舶侧舷表面共面)的实施例示意图，如图93-97所示，在船舶侧舷外侧设置有若干兴波进水口15，兴波进水口15为外凸前倾进水口结构；兴波进水口15开口朝向船艏；兴波进水口15的口部设有加强筋151；各兴波进水口15各自与位于船舶底板下方的一个轴流喷推装置1的进水口对接。
如图93～97所示，船舶艉部设置有后延式艉舵，船舶艉部部署有后延式艉舵板17；后延式艉舵舵轴通过饺接结构与船舶艉部水线以下侧舷饺接连接；后延式艉舵操动臂18与后延式艉舵舵轴连接，艉舵操动臂18与操动机构传动连接；图97所示为从船舶内侧看，后延式艉舵板17处设有归位限位结构19。后延式艉舵板17的归位限位结构19为保证后延式艉舵板17在归位状态，归位状态的后延式艉舵外表面与船舶侧舷外表面共面。
图93所示后延式艉舵处在归位状态，归位状态的后延式艉舵外表面与船舶侧舷外表面共面。
图94、95所示后延式艉舵处在全开调向状态。
图96所示后延式艉舵处在部分张开的调向状态。
需要说明的是，由图81所示船舶的融合式艉舵与图93所示船舶的后延式艉舵可以兼作减速/刹车结构。
需要说明的是，船舶优选前倾进水口结构，前倾进水口结构由于其覆盖舷长距离大，兴波更难形成，属于兴波水流入口的优选入口结构。
本发明提供的新型船舶快速高效兴波抑制处理方法，侧舷底部设不连贯支承棱条。
进一步地，在不连贯支承棱的间隔断口处设置抑制兴波轴流喷推的喷水口。
具体地，如图98-103所示，船舶2在侧线底部设有不连贯支撑棱条6；将不连贯支承棱的间隔断口设为兴波水流入口，兴波水流入口设有轴流喷推装置1；轴流喷推装置1的进水口朝向不连贯支承棱的间隔断口。船舶2采用该设计实现兴波抑制。
进一步地，于船舶艏部或近艏部的两侧舷与近底板的船舱内部，以对称方式各部署有轴心线与船舶航进方向斜交和喷水口穿越底板，兼顾兴波抑制与调向功能的轴流喷推装置。
具体地，如图104-106所示，船舶2内设有兼具兴波抑制与调向功能的双侧对称部署轴流喷推装置1。船舶2在船舶艏部或近艏部的两侧舷设有兴波兼调向进水口154，兴波兼调向进水口154与该轴流喷推装置1对接，船舶在船板底部设有兴波兼调向出水口155，兴波兼调向出水口155与该轴流喷推装置1的喷水口对接。
本发明的船舶高效兴波抑制处理方法的原理：于船舶侧舷水线以下设置开口朝向船舶航进方向的兴波进水口(或者允许兴波进水口有部分设于水线以上)，兴波进水口的出口位于船舷内侧与轴流喷推装置连通，船舶航进时于侧舷产生的兴波水流由轴流喷推装置经兴波进水口吸入后转由船舶尾部喷出，使船舶侧舷兴波水流失去形成条件，而且将原兴波水流转变成推动并拉动船舶前行的推进力，以及将兴波水流转变为船舶推进水流，可消减一定的船舶底部因船舶经过的真空形成，可降低粘压阻力的产生，从三个方面(喷推、降阻和兴波水流拉力)促进船舶航速提高。与单纯船舶艉部推进获得速度提高唯一必须依赖消耗燃料比较，可以用较低能耗获得船舶速度的提高。
具体实施时，在船舶艏部或包括侧舷垂直部署多层兴波进水口。
进一步地，在船舶垂直方向的艏部或侧舷部署多层兴波进水口时，至少有一层被部署于船舶底板外侧。
进一步地，在船舶垂直方向的艏部或侧舷部署多层兴波进水口时，在船舶侧舷外侧设置有若干由多个兴波进水口经支管和总管结构体合并为一个兴波水流总进水口，它是经与各兴波进水口联系的支管联系总管，将各兴波进水口的兴波水流在总管汇集，由总管的出水口即总出水口向与总出水口连接的直吸喷推输水，构成单个直吸喷推与多个兴波进水口联系的结构。
本发明还提供一种上述任一项所述的船舶新型兴波抑消结构装置和船舶新型兴波抑消方法在船舶水升翼升力的应用，在船舶底部设有内凹结构，内凹结构的前端为凹槽进水部，直吸喷推装置的进水口朝向凹槽进水部，船舶底部安装有水升翼，水升翼位于凹槽进水部下方；水流经过水升翼从凹槽进水部流入直吸喷推装置。
需要说明的是，设置兴波抑制处理装置的其它功用还在于：当船舶高航速航进情况下，由于有兴波抑制处理装置将兴波水流转移至船舶艉部，使得船舶不会形成大的兴波波浪对相邻船舶构成冲击；当船舶行驶在较为狭窄的内河航道情况，能避免高速行进船舶产生大的兴波波浪对航道两侧构成冲击。
本发明提供的新型船舶水升翼升力方法，于船舶底部设有固定或可收纳水升翼结构体，特别是于船舶底部所设轴流喷推进水口之前设置水升翼结构。利用船舶高速航行时水对水升翼的升力抬升船舶，减少船舶吃水深度，降低船舶航行阻力，使船舶航速提高。
具体地，如图107-108所示，船舶底部设有内凹结构8，内凹结构8的前端为凹槽进水部801，轴流喷推装置1的进水口朝向凹槽进水部801，船舶底部安装有水升翼20，水升翼20位于凹槽进水部801下方；水流经过水升翼20从凹槽进水部801流入轴流喷推装置1。水升翼原理与飞机机翼获得升力原理同。
需要说明的是，当船舶高速航行时，升翼升力作用才能显现，船舶低速航行，必然是阻力为主，针对这点，考虑将升翼设置成可收纳结构，只在船舶高速航行时才放下使用；其次，再借用升翼的阻力作用，进一步可将升翼设置成可翻转结构，遇船舶需要急速刹车情况，放出并翻转升翼，使其提供刹车功效。
本发明还提供一种电传航控技术应用于船舶上。
电传航控的定义：基于全电推进，卫星导航，雷达测距、测深、测速、测障，航向设定(如陀螺仪)，航向测向等的部分或全部技术手段；以及基于远程遥控，数据链，大数据、云数据库、云计算、物联网、AI、数字传输等数字技术；并以船舶部署/装置的轴流喷推(优选：离心喷推)、减速/刹车/变向板、倒车装置(包括设有收纳仓情况的减速/刹车/变向板和倒车装置的收纳操作机构)，设有升翼板情况的升翼板装置等为执行终端的部分或全部实施的针对船舶航行速度、方向、减速/刹车/变向/倒车，航行增效等诸要素的人控，自控或人与自控自由切换的操控模式，操控内容，及其支持的软硬件设备与装置的总和。
本发明还提供一种新型船舶快速高效安全操控方法，所述轴流喷推(水工质/空气工质)的工作起、停和具有可旋转功能的旋转角度操作；减速/刹车/调向装置根据船舶航行需要选择具体执行对象、执行模式、执行要求的选择、执行操作；倒航装置执行的倒车操作或减速/刹车操作；升翼操控；以及凡涉及轴流喷推、减速/刹车/调向装置、倒航装置、升翼等的放出与收纳操控等，通过船舶所设电传航控实施。
进一步地，本发明上述涉及的轴流喷推装置优选采用离心轴流喷推装置。所述离心轴流喷推装置可以采用如图109所示的结构，包括：导流结构体106，流体入口结构107和驱动支承结构108；导流结构体106取为由若干导流条围构成的直筒结构；流体入口结构107取为适配离心叶轮流体输入的结构设于直筒结构的流体入端，构成流体离心贯流作用结构体的流体入口；直筒结构的流体出端构成流体离心贯流作用结构体的流体出口；导流条内侧悬置端围构空间构成离心叶轮的装置空间；所述驱动支承结构108设置在所述导流条内侧的悬置端上并位于装置离心叶轮的空间之后。所述轴流喷推装置的详细结构图可以参考中国专利201811448075.0(一种流体离心贯流作用装置及应用)、中国专利201911207678.6(一种流体离心贯流作用结构体)公开的流体离心贯流结构体图、201911205948X(一种离心贯流水航体推进装置及应用)。
进一步地，离心轴流喷推装置还可以设置有扩流进水口104。
为了实现离心喷推装置获得更强大推进力，如图110所示，离心轴流喷推装置1还包括流体增压输出结构体109；所述流体增压输出结构体109为轴流叶轮，轴流叶轮部署于直筒结构内且位于且位于导流结构体的流体输出端之后。离心喷推装置设置的流体增压输出结构体可以是多级结构。
本发明提供的技术价值作用及意义：
1、本发明独创发明了船舶底部部署安装群组式轴流喷推，和将轴流喷推取为可多重赋能，或者还包括扩流结构的可小型化离心贯流喷推，以及创造发明了双工质推进模式，可以充分发挥船舶动力系统潜能，为船舶高航速创造了必要超强推进力技术条件。
2、本发明独创发明了船舶底部部署安装的轴流喷推的迎水进水、船舶无球鼻艏高效兴波抑制、船舶无艉舵高效调向技术模式，为大幅消减船舶航行的迎水航行阻力，兴波阻力，粘压阻力，艉舵阻力，球鼻艏阻力等，并且还获得船舶航行从未有过的航进拉力，为高航速船舶创造了同时取得高效能技术条件，其推广应用可促进全球水运业大幅提升节能减排能力，为应对和改善全球气候恶化作出有益贡献。
3.本发明独创发明了利用水/风阻实施船舶航行减速/刹车/调向技术，调向手段丰富，调向力矩大，调向响应快，调向能力强和高效灵活，支持实现零转弯半径的船舶调向，具备强力船舶降速/刹车能力，具备应对高航速大体量船舶浪涌威胁的有效技术手段，满足普遍高航速时代的船舶快捷和灵敏调向要求，为普遍高航速时代到来创造了必要高安全提供保障技术条件。
4、与大型、超大型螺旋桨比较，可显著降低空泡现象，减少空泡对舰船动力性能的负面影响与对推进器的空泡损伤；
5、与螺旋桨推进方式比较，可超大幅度简化舰船推进器动力输送系统结构，支持释放舰船动力输送占位，显著提升舰船有效仓容；
6、与装备大型，特别是超大型螺旋桨的船舶比较，可以显著降低船舶自重，大吨位船舶可降低对港口的深度要求。
7、与螺旋桨推进方式比较，可显著降低推进系统装置的机械噪音；
8、与螺旋桨推进方式比较，可显著减少推进装置对各类水生生物的机械伤害；
9、与螺旋桨推进方式比较，可大幅降低推进装置被异物缠绕风险；
10、与大型、超大型螺旋桨比较，支持显著降低舰船推进装置制造难度与制造成本；
11、与大型、超大型螺旋桨比较，离心贯流喷射推进装置的整体安装较螺旋桨简易；
12、离心贯流喷射推进装置高度响应和支持船舶全电推进；
13、与大型、超大型螺旋桨和其它喷水推进技术比较，由于依靠电推驱动并取管道结构的离心贯流喷射推进装置具有装置与运行独立性，不受舰船动力舱布局约束，机位设置可以灵活多变，支持方便调整以求得舰船推进动力的理想布局；
14.与泵喷推进比较，浅水航行吸入砂砾碎石，导致推进装置水道机械损伤几率大幅降低，支持浅水航行。
15、适合配置现代化智控电传操作技术应用，使舰船操控更灵活；
16、离心贯流喷射推进装置的直筒结构方便为推进装置避免有害海洋生物附着性损害构建保护结构。
本发明提供的上述任意一项装置和方法均可以在水面航行船舶、潜航装置和两栖行驶装置上进行应用。
在本发明的描述中，需要说明的是，术语“中心”、“纵向”、“横向”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”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。此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性。
最后应说明的是：以上各实施例仅用以说明本发明的技术方案，而非对其限制；尽管参照前述各实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分或者全部技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的范围。

Claims (23)

  1. 一种船舶新型兴波抑消方法，其特征在于，船舶不设抑制兴波的球鼻艏，改在船舶水线以下的艏部和两侧舷部部署消抑兴波的兴波进水口和与之相配合的吸波喷推装置。
  2. 根据权利要求1所述的船舶新型兴波抑消方法，其特征在于，船舶水线以下艏部和两侧舷部部署设置有若干兴波进水口，所述兴波进水口与水线下船舶内侧所设兼具推进与吸波的直吸喷推装置进水口关联，以使船舶航进时由喷推装置将船舶艏部和两侧侧舷外侧水流吸入经喷推装置喷水口由船舶艉部或艉后部喷出成为推进水流，使船舶不设球鼻艏情况下，航进船舶艏部和侧舷失去兴波形成条件，消抑了航进船舶的兴波阻力，助力船舶航行能效的提升。
  3. 根据权利要求1所述的船舶新型兴波抑消方法，其特征在于，一个兴波进水口对应配置一台兼具推进与吸波喷推装置，或多个兴波进水口合用一台兼具推进与吸波喷推装置。
  4. 根据权利要求2所述的船舶新型兴波抑消方法，其特征在于，所述直吸喷推装置被部署安装于船舶侧舷内侧与底板内侧，所述直吸喷推装置的喷水口穿越船舶底板与外部连通倾斜朝向船舶艉部。
  5. 根据权利要求2所述的船舶新型兴波抑消方法，其特征在于，所述直吸喷推装置被部署安装于船舶船舶侧舷内侧与底板外侧，所述直吸喷推的喷水口位于船舶底板外侧，正向朝向或倾斜朝向船舶艉部。
  6. 根据权利要求1所述的船舶新型兴波抑消方法，其特征在于，所述喷推装置取为直吸喷推装置。
  7. 根据权利要求1所述的船舶新型兴波抑消方法，其特征在于，所述喷推装置采取水平部署或倾斜部署，所述倾斜部署包括喷水口朝向船舶斜后方或喷水口朝向船舶斜后和方和船舶内侧方向部署。
  8. 根据权利要求6所述的船舶新型兴波抑消方法，其特征在于，所述直吸喷推装置为离心贯流喷推装置。
  9. 一种船舶新型兴波抑消结构装置，其特征在于，直吸喷推装置的兴波进水口结构至少包括平口进水口结构、外凸平口进水口结构或外凸前倾进水口结构中的一种。
  10. 根据权利要求9所述的船舶新型兴波抑消结构装置，其特征在于，所述外凸平口进水口结构包括在平口进水口位置设置将平口进水口包围并隆起于侧舷外表面的导流外壳体，所述导流外壳体进水口平面为垂直面结构和与侧舷外表面垂直或构成锐角夹角的后掠面。
  11. 根据权利要求9所述的船舶新型兴波抑消结构装置，其特征在于，所述外凸前倾进水口结构包括在平口进水口位置设置将平口进水口包围并隆起于侧舷外表面的导流外壳体，所述导流外壳体进水口平面为朝向船艏前倾面结构和与侧舷表面垂直或构成锐角夹角的后掠面。
  12. 根据权利要求9所述的船舶新型兴波抑消结构装置，其特征在于，在船舶侧舷外侧设置有若干兴波进水口，兴波进水口为外凸平口进水口结构；兴波进水口开口朝向船艏。
  13. 根据权利要求9-12任一项所述的船舶新型兴波抑消结构装置，其特征在于，所述兴波进水口的口部还设有加强筋或拦截杂物结构。
  14. 根据权利要求12所述的船舶新型兴波抑消结构装置，其特征在于，各兴波进水口各自与位于船舶内侧的一个直吸喷推装置的进水口对接，直吸喷推装置的喷水口位于船舶底板与外部接通。
  15. 根据权利要求12所述的船舶新型兴波抑消结构装置，其特征在于，各兴波进水口经一个汇流导管与位于船舶底板下方的一个直吸喷推装置的进水口联系，各兴波进水口分别与汇流导管连通，汇流导管的出水口与直吸喷推装置的进水口相连接。
  16. 根据权利要求12所述的船舶新型兴波抑消结构装置，其特征在于，各兴波进水口各自与位于船舶底板下方的一个直吸喷推装置的进水口对接。
  17. 根据权利要求12所述的船舶新型兴波抑消结构装置，其特征在于，在船舶侧舷外侧设置有若干兴波进水口，兴波进水口为外凸前倾进水口结构；兴波进水口开口朝向船艏。
  18. 根据权利要求12所述的船舶新型兴波抑消结构装置，其特征在于，多个或一组兴波进水口通过一共用汇流管与一个吸波直吸喷推装置进水口连接。
  19. 根据权利要求12所述的船舶新型兴波抑消结构装置，其特征在于，各兴波进水口各自与位于船舶底板下方的一个直吸喷推装置的进水口对接。
  20. 根据权利要求12所述的船舶新型兴波抑消结构装置，其特征在于，在船舶所设位于或靠近侧舷底部所设不连贯支承棱条的间隔断口用作抑制兴波直吸喷推的引水口与抑制兴波的直吸喷推的进水口直连；或者抑制兴波的直吸喷推进水口靠近和朝向支承棱条的间隔断口，但不与支承棱条的间隔断口相连接。
  21. 根据权利要求12所述的船舶新型兴波抑消结构装置，其特征在于，在船舶艏部或包括侧舷垂直部署多层兴波进水口。
  22. 根据权利要求21所述的船舶新型兴波抑消结构装置，其特征在于，在船舶垂直方向的艏部或侧舷部署多层兴波进水口时，至少有一层被部署于船舶底板外侧。
  23. 根据权利要求12所述的船舶新型兴波抑消结构装置，其特征在于，在船舶垂直方向的艏部或侧舷部署多层兴波进水口时，在船舶侧舷外侧设置有若干由多个兴波进水口经支管和总管结构体合并为一个兴波水流总进水口，它是经与各兴波进水口联系的支管联系总管，将各兴波进水口的兴波水流在总管汇集，由总管的出水口即总出水口向与总出水口连接的直吸喷推输水，构成单个直吸喷推与多个兴波进水口联系的结构。
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