JP2001018885A - Ballast water replacing device for ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a ballast water replacing device for a ship diluting and replacing ballast water without adversely affecting an attitude and longitudinal strength of a navigating ship hull, and a prospect for maneuvering the ship. SOLUTION: A ballast water replacing device is provided with hull 2 having a port ballast tank 10 and a starboard ballast tank 11, a filling pipeline 22 filling outboard water as ballast water sucked through a first pump 21 into either of the port or the starboard ballast tank, an introduction pipeline 53 introducing the ballast water filled in one of the ballast tanks to the other ballast tank, and an draining pipeline 24 sucking the ballast water filled in the other ballast tank through a second pump 23 and draining the ballast water outboard.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for replacing ballast water mounted on a ballast tank during a voyage in a ship engaged in an international shipping route.

[0002]

2. Description of the Related Art A tanker for transporting a liquid such as petroleum or liquefied natural gas is equipped with a ballast tank for loading seawater as ballast water. The ballast water is for sinking the hull to the normal operating draft (N, B, D, C: Normal Ballast Draft Condition) when the tanker is not loaded with oil or other liquid. When loading a liquid such as oil at a port, it is discharged overboard.

[0003] According to recent research results, ballast water loaded in ballast tanks and various bacteria, plants and organisms contained in the ballast water have inhabited even after sailing for several months. Has become apparent. Discharging the ballast water containing the bacteria directly into the loading port could have a significant adverse effect on the indigenous ecosystem and port environment in the area, and therefore, some measures to prevent port pollution from ballast water would be required. It is becoming necessary.

In order to prevent biological harbor pollution by the ballast water, it has recently been proposed to replace ballast water loaded in a ballast tank with clean seawater during the voyage of a ship. At present, there are two types of ballast water replacement systems, a complete replacement system and a dilution replacement system. Both replacement systems are recommended to be performed on the high seas at least 200 nautical miles away from land.

[0005]

The complete replacement system is a system in which ballast water in a ballast tank is discharged once, and then fresh seawater is injected into the ballast tank. It can be completely replaced without leaving the ballast water inside.

[0006] However, according to this complete replacement system, ballast water is completely discharged in a state where liquid such as petroleum is not loaded, so that the hull becomes light and draft necessary for the ship to continue navigating is made. It becomes shallow. For this reason, the attitude of the hull during navigation may become unstable, the longitudinal strength of the hull may need to be reexamined, and there is a risk of adversely affecting the visibility in maneuvering. Therefore, it can be said that the method is very disadvantageous even from a practical point of view, and it is difficult to apply the method to a wide variety of ships such as tankers and cargo ships.

[0007] On the other hand, the dilution replacement method injects clean seawater into the ballast tank and discharges the contaminated ballast water in the tank outboard, so that the ballast water level in the ballast tank becomes constant. Maintained, the normal operational draft of the hull does not fluctuate. Therefore, the attitude of the hull during navigation is stabilized, and there is no need to consider the longitudinal strength of the hull, and it is considered that the present invention can be applied regardless of the type of ship.

However, at present, there is no precedent for a ship to which the above-mentioned dilution replacement system is applied, and a specific configuration for realizing this dilution replacement system is demanded.

The present invention has been made in view of such circumstances, and it is an object of the present invention to efficiently replace ballast water without adversely affecting the attitude, longitudinal strength, and visibility of maneuvering a ship. It is an object of the present invention to provide a ballast water replacement device for a ship capable of performing the above.

[0010]

In order to achieve the above object, a ballast water replacement device for a ship according to the present invention comprises: a hull having a port ballast tank and a starboard ballast tank; and one of these left and right ballast tanks. First
An injection line for injecting outboard water sucked through the pump as ballast water; an introduction line for guiding the ballast water injected into the one ballast tank to the other ballast tank; and the other ballast And a discharge pipe for sucking the ballast water injected into the tank through the second pump and discharging the ballast water outboard.

In order to achieve the above object, a ballast water replacement device for a ship according to the present invention comprises: a hull having a port ballast tank and a starboard ballast tank; the left and right ballast tanks being sucked through a first pump. An injection line for injecting outboard water as ballast water; a discharge line for sucking ballast water into the left and right ballast tanks through a second pump and discharging the ballast water outboard; Characterized by having;

Further, in order to achieve the above object, a ballast water replacement device for a ship according to the present invention includes a hull having a port ballast tank and a starboard ballast tank; a ship sucked into these left and right ballast tanks via a pump. An injection pipe for injecting outside water as ballast water; and a drain port disposed inside the left and right ballast tanks and opening at an upper portion in the ballast tanks, and ballast water flowing into the drain ports is subjected to gravity. And at least one discharge line for discharging outboard.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described below with reference to FIGS. 1 to 4 in which the present invention is applied to a tanker for transporting oil.

FIG. 1 discloses a tanker 1 for transporting oil (VLCC: Very Large Crude oil Carrier) as a ship. The hull 2 of the tanker 1 has a double structure of an outer shell 3 and an inner shell 4 as shown in FIGS. The outer shell 3 includes a port outer plate 3a, a starboard outer plate 3b, and an outer bottom plate 3
c. The inner shell 4 is also a port side inner plate 4a,
It has a starboard inner plate 4b and an inner bottom plate 4c. The upper ends of the outer shell 3 and the inner shell 4 are closed by a deck 5.

The space surrounded by the inner shell 4 and the deck 5 is
It constitutes a cargo tank 6 for loading oil.
The cargo tank 6 is arranged from the bow of the hull 2 to the stern.

A port ballast tank 10, a starboard ballast tank 11, and a bow ballast tank 12 are formed between the outer shell 3 and the inner shell 4. These ballast tanks 10 to 12 normally operate the hull 2 when the cargo tank 6 travels in an empty state (N, B, D, C: Normal Ba).
This is for injecting ballast water sinking to the last draft condition, and continuously surrounds the cargo tank 6. Then, due to the capacity of the cargo tank 6 and the ballast tanks 10 to 12, each ballast tank 10 when the hull 2 is submerged to the normal operation draft N, B, D, C.
The ballast water level WL within ~ 12 is the normal operating draft N, B,
It is located above D and C.

The port side ballast tank 10 and the starboard ballast tank 11 are connected to each other at the center of the hull 2 in the width direction.
Are separated from each other via a partition wall 13 of the same. The bow ballast tank 12, the port ballast tank 10, and the starboard ballast tank 11 are separated from each other via a second partition wall 14 at the bow portion of the hull 2.

The interior of the port ballast tank 10 includes a partition 1
5, the first to fifth ballast chambers 10a to 10e
Is divided into These ballast chambers 10a to 10e
Are arranged in a line along the longitudinal direction of the hull 2.
Similarly, the interior of the starboard ballast tank 11 is partitioned into first to fifth ballast chambers 11 a to 11 e by a partition 16. These ballast chambers 11 a to 11 e are arranged in a line along the longitudinal direction of the hull 2. Therefore, the ballast chambers 10a to 10a of the port ballast tank 10
e and the ballast chambers 11a-1 of the starboard ballast tank 11
1e is disposed so as to face each other in the width direction of the hull 2.

As shown in FIG. 4, the port ballast tank 1
The first ballast chambers 10a to 10e and the ballast chambers 11a to 11e of the starboard ballast tank 11 have a first portion 16 located below the cargo tank 6 and a second portion located on the side of the cargo tank 6. 17 and has an L-shape as a whole.

As shown in FIG. 2, a ballast pipe 20 connected to each of the ballast tanks 10 to 12 is arranged inside the hull 2. The ballast pipe 20 is connected to the first pump 2
1 and an outlet line 24 with a second pump 23.

The injection line 22 has a suction pipe 25 connected to the suction port of the first pump 21 and a port main pipe 26 connected to the discharge port of the first pump 21. The downstream end of the suction pipe 25 is connected to a first sea chest 27, and an outboard valve 28 attached to the first sea chest 27 is kept open.

The suction pipe 25 is connected to the port main pipe 2 via a bypass pipe 29 bypassing the first pump 21.
It is connected to 6. Bypass pipe 29 and suction pipe 2
The connection part with 5 is located downstream of the outboard valve 28, and the remote control valve 30 installed on the bypass pipe 29 is kept closed.

At the upstream end of the port main pipe 26, a remote control valve 31 is provided. Remote control valve 31
Is located upstream of the connection between the bypass pipe 29 and the port main pipe 26 and is kept open.

The port main pipe 26 extends through the ballast chambers 10a to 10e of the port ballast tank 10. The port main pipe 26 is connected to the ballast chamber 10a.
10e, the downstream end of the port main pipe 26 is connected to the bow ballast tank 12
Has been introduced.

A plurality of injection pipes 33 branched from the port main pipe 26 extend toward the ballast chambers 10a to 10e and the bow ballast tank 12. The fourth remote control valve 34 installed on the injection pipe 33 is kept open. And these injection pipes 33
A plurality of inlets 35 are opened at the downstream end of the ballast chambers 10 a to 10 e and the bottom of the bow ballast tank 12. The inlet 35 connected to each of the ballast chambers 10a to 10e is located on the stern side of each of the ballast chambers 10a to 10e.

The discharge line 24 includes a starboard main pipe 36 connected to the suction port of the second pump 23, a drain pipe 37 connected to the discharge port of the second pump 23, and a plurality of drain pipes 37 connected to the starboard main pipe 36. Overflow pipe 38
And

A pair of remote control valves 39 and 40 installed in series at the downstream end of the starboard main pipe 36 are kept open. The starboard main pipe 36 has a branch pipe 41 branched from between the remote control valves 39 and 40. The branch pipe 41 is connected to a second sea chest 42, and an outboard valve 43 attached to the second sea chest 42 is held at a closed position.

The starboard main pipe 36 of the discharge line 24 is
The starboard main pipe 36 is disposed through the ballast chambers 11 a to 11 e of the starboard ballast tank 11.
Are located in the first portion 16 of the ballast chambers 11a to 11e.

A plurality of injection pipes 44 branched from the starboard main pipe 36 extend toward the ballast chambers 11a to 11e. The remote control valve 45 installed on the injection pipe 44 is kept closed, and an injection port 46 connected to the bottom of each of the ballast chambers 11a to 11e is opened at the downstream end of the injection pipe 44. The inlet 46 is located on the stern side of each of the ballast chambers 11a to 11e.
Since the remote control valve 45 is closed, these injection ports 46 are blocked from the starboard main pipe 36.

The upstream end of the drain pipe 37 is connected to the remote control valve 4.
7 is connected to the discharge port of the second pump 23.
The remote control valve 47 is kept open. The downstream end of the drain pipe 37 is connected to a drain port 48 opened in the port outer plate 3a or the starboard outer plate 3b of the hull 2. The drain port 48 is located above the normal operation drafts N, B, D, C of the hull 2.

The drain pipe 37 has a communication pipe 49.
And is connected to the upstream end of the port main pipe 26 through the port. The connection between the communication pipe 49 and the port main pipe 26 is located upstream of the remote control valve 31, and the remote control valve 50 installed in the middle of the communication pipe 49 is held at the closed position. Therefore, the drain pipe 37 and the port main pipe 26 are shut off without communicating with each other.

The overflow pipe 38 is disposed in each of the ballast chambers 11a to 11e of the starboard ballast tank 11 and the bow ballast tank 12. FIG. 3 and FIG. 4
As shown in the figure, the overflow pipe 38 extends upward from the starboard main pipe 36, and the remote control valve 51 installed in the middle of the overflow pipe 38
It is kept open.

The overflow pipe 38 has a drain port 52 at the upper end thereof, which opens above the ballast chambers 11a to 11e and above the bow ballast tank 12.
The drain port 52 is opened at a position corresponding to the level WL of the ballast water when the hull 2 is submerged to the normal operation drafts N, B, D, and C. The drain port 52 has a shape like a funnel whose diameter increases as it proceeds upward so that ballast water can easily flow in.

As shown in FIGS. 2 to 4, each of the ballast chambers 10a to 10e of the port ballast tank 10 and each of the ballast chambers 11a to 11e of the starboard ballast tank 11 are communicated with each other via an introduction pipe 53. ing. The introduction conduit 53 is connected to the second portion 17 of the ballast chambers 10a to 10e.
From the ballast chambers 11a to 11 via the first part 16
1e towards the first part 16. The remote control valve 54 installed in the middle of the introduction conduit 51 is kept open.

The introduction pipe 53 is provided in each of the ballast chambers 10a to 10a.
0e, each ballast chamber 1
And a discharge port 56 opened at the bottom of each of 1a to 11e. The water intake port 55 is opened at a position corresponding to the ballast water level WL when the hull 2 is submerged to the normal operation drafts N, B, D, and C, and is located above the discharge port 56. I have. The water intake port 55 has a shape like a funnel whose diameter increases as the ballast water flows upward so that the ballast water can easily flow in, and the upper part of each of the ballast chambers 10a to 10e farthest from the inlet 35. It is located in.

In the tanker 1 having such a configuration, when the cargo tank 6 travels in an empty state, the hull 2 is normally put into the ballast tanks 10 to 12 of the hull 2 in normal operation drafts N, N.
Ballast water held in B, D and C is injected. This ballast water is replaced with clean seawater on the open sea more than 200 nautical miles from the land during the navigation until the tanker 1 enters the loading port. This replacement of ballast water is performed by forcibly injecting seawater three times the capacity of each ballast tank 10 to 12 into each of the ballast tanks 10 to 12, and removing the initial dirty ballast water in each of the ballast tanks 10 to 12. This is done by discharging while diluting outboard.

In replacing the ballast water, first, the first and second pumps 21 and 23 are simultaneously driven.
Then, seawater outside the boat is sucked into the suction pipe 25 via the first sea chest 27, and this seawater is guided to the port main pipe 26 as clean ballast water. The ballast water is injected into the bottom of each of the ballast chambers 10a to 10e of the port ballast tank 10 and the bottom of the bow ballast chamber 12 through the injection port 35 of the injection pipe 33.

By the ballast water injection, the ballast water level WL in the port ballast tank 10 and the bow ballast tank 12 rises. Then, in the port ballast tank 10, the ballast water level WL
The ballast water flows into the water intake 55 when the water exceeds the water intake 55 of No. 3. This ballast water is guided toward each of the ballast chambers 11a to 11e of the starboard ballast tank 11 through the introduction pipe 53 by gravity, and the discharge port 5
6 is discharged to the bottoms of the ballast chambers 11a to 11e.

By discharging the ballast water, the level WL of the ballast water in the starboard ballast tank 11 rises. When the level WL of the ballast water exceeds the drain port 52 of the overflow pipe 38, the ballast water is discharged to the drain port 52. Water flows in. Similarly, in the bow ballast tank 12, as the ballast water level WL rises, the ballast water flows into the drain port 52 at the upper end of the overflow pipe 38. The ballast water is led to the starboard main pipe 36 via the overflow pipe 38, respectively. Then, the ballast water returned to the starboard main pipe 36 is forcibly sucked into the second pump 23, then discharged to the drain pipe 37, and discharged therefrom through the drain port 48 of the hull 2.

This type of ballast water replacement work is performed by injecting seawater, which is clean ballast, in an amount that is three times the capacity of each of the ballast tanks 10 to 12. Depending on the capacity, continuous operation of the ballast pump for several days is required. Therefore, when performing the ballast water replacement work, the opening and closing operations of each valve and the first and second ballast operations are performed using a computer.
Operation of the pumps 21 and 23 and the ballast tank 10
Switching of 12 and the like are automatically performed, and thereby the ballast water replacement work can be performed safely and reliably while reducing the burden on the operator.

According to such a first embodiment of the present invention, ballast water is loaded in each of the ballast tanks 10 to 12 so that the hull 2 can hold the normal operation drafts N, B, D and C. In this state, clean seawater is forcibly injected as ballast water into the port ballast tank 10 and the bow ballast tank 12, and the ballast water overflowing inside the port ballast tank 10 is guided to the starboard ballast tank 11 using gravity. With this starboard ballast tank 1
The ballast water overflowed in the ballast tank 1 and the bow ballast tank 12 is forcibly discharged outboard.

Therefore, even during the replacement of the ballast water, the water level W of the ballast water in each of the ballast tanks 10 to 12 is changed.
Since L is kept constant and the normal operation drafts N, B, D and C of the hull 2 are maintained, there is no adverse effect on the attitude of the hull 2 during navigation, the longitudinal strength of the hull 2 and the visibility of maneuvering. The ballast water dilution and replacement method can be applied regardless of the type of ship.

Further, according to the above configuration, the ballast chambers 10a to 10e of the port ballast tank 10 and the ballast chambers 11a to 11e of the starboard ballast tank 11 are connected to the introduction pipe 5
3, the ballast tanks 10 and 11 on the left and right can be regarded as substantially one tank and the replacement operation of ballast water can be performed. Therefore, without changing the basic ballast pipe 20, it is possible to cope with it simply by adding the overflow pipe 38 and the introduction pipe 53, and it is possible to reduce an extra pipe route as much as possible and to reduce the cost.

Further, the water intake 55 for discharging the ballast water in the port ballast tank 10 is provided in the ballast chambers 10a to 10a-1 farthest from the ballast water injection port 35.
0e, the ballast chambers 10a to 10e
Most of the clean ballast water flowing into the ballast chamber 1
It is possible to solve the problem that the water is directly guided to the water intake port 55 without contributing to the initial ballast dilution in 0a to 10e. Therefore, the replacement of ballast water in the port ballast tank 10 can be performed efficiently.

Further, since it is not necessary to newly add a route for taking in or draining seawater into the hull 2, a new outboard valve requiring high quality like the outer shell 3 of the hull 2 is not required. This also contributes to cost reduction.

The present invention is not limited to the first embodiment, and FIGS. 5 to 7 show the second embodiment of the present invention.
An embodiment will be described.

The second embodiment differs from the first embodiment in that ballast water is injected into the left and right ballast tanks 10 and 11 and the ballast water is discharged from the individual ballast tanks. The other basic configuration of the ballast pipe 20 is the same as that of the first embodiment. Therefore, in the second embodiment, the first
The same components as those of the embodiment are denoted by the same reference numerals, and description thereof will be omitted.

As shown in FIGS. 5 to 7, the port main pipe 26 and the starboard main pipe 36 are provided with ballast chambers 10a to 10e of the left and right ballast tanks 10, 11, respectively.
An injection pipe 61 is provided at a position corresponding to 11a to 11e. The injection pipe 61 is provided in each of the ballast chambers 10a to 10a.
e, are introduced at the bottom of 11a to 11e. The remote control valve 34 installed on the injection pipe 61 on the starboard ballast tank 11 is closed, while the remote control valve 34 installed on the injection pipe 61 on the port ballast tank 10 is closed. Held in position. Injection pipe 6
Each of the ballast chambers 10a to 10e, 11a to
An injection port 62 opening to 11e is formed, and this injection port 62 is located on the stern side.

Each of the ballast chambers 10a and 11a, 10b and 11b, 10c and 11c, 1c facing the width direction of the hull 2
Between 0d and 11d, and 10e and 11e, communication pipes 63 are respectively bridged. The communication pipe 63 is disposed so as to penetrate the first partition wall 13 in a liquid-tight manner.
The hull 2 extends in the width direction. Both ends of the communication pipe 63 are connected to the injection pipe 61, and this connection is located between the remote control valve 34 and the injection port 62. And the remote control valve 64 installed in the middle of the communication pipe 63 is held at the open position.

Therefore, clean ballast water guided from the port main pipe 26 to the injection pipe 61 of the port ballast tank 10 is distributed to the injection pipe 61 of the starboard ballast tank 11 via the communication pipe 63. I have.

As shown in FIG. 5, the port main pipe 26 and the starboard main pipe 36 communicate with each other via a first communication pipe 66. The first communication pipe 66 is located on the bow side of the hull 2. The remote control valve 67 installed in the middle of the first communication pipe 66
It is kept closed.

Each ballast chamber 1 of the port ballast tank 10
The ballast chambers 11 a to 11 e of the starboard ballast tank 11 are communicated with each other via a discharge pipe 69. The discharge pipe 69 includes a horizontal pipe 70 extending between the first portion 16 of each of the ballast chambers 10a to 10e on the port side and the first portion 16 of each of the ballast chambers 11a to 11e on the starboard, and upwards from both ends of the horizontal pipe 70. And a pair of vertical pipes 71a, 71b extending to the front.

The horizontal pipe 70 is connected to the first partition wall 13.
Are arranged in a liquid-tight manner, and extend horizontally along the width direction of the hull 2. The remote control valve 72 installed in the middle of the horizontal pipe 70 is held at the open position. One vertical pipe 71a is connected to each of the port ballast chambers 10a to 10a.
0e is located in the second part 17 and the other vertical pipe 71
b is located in the second portion 17 of each of the ballast chambers 11a to 11e on the starboard side. Therefore, the discharge pipe 69
The left and right ballast tanks 10 and 11 are bent along the cross-sectional shape.

One of the vertical pipes 71a has a first drain port 73a at the upper end thereof, which opens at an upper part of each of the ballast chambers 10a to 10e on the port side. Similarly, the other vertical pipe 71
b has a second drain port 73b that opens at the top of each of the ballast chambers 11a to 11e on the starboard side. First and second
The drain ports 73a and 73b of the hull 2 have drafts N, B,
The ballast water is opened at the position corresponding to the water level WL when it is submerged to D and C. Each of the first and second drain ports 73a and 73b has a shape like a funnel whose diameter is increased as the ballast water flows upward so that the ballast water can easily flow in, and is farthest from the inlet 62. Are located above the ballast chambers 10a to 10e and 11a to 11e.

As shown in FIG. 5 and FIG.
The port end of port 0 and the port main pipe 26 are connected via a first connection pipe 74a. The remote control valve 75 installed in the middle of the first connection pipe 74a is
It is kept closed. Similarly, the starboard side end of the horizontal pipe 70 and the starboard main pipe 36 are connected to the second connecting pipe 7.
4b. This second connecting pipe 7
The remote control valve 76 installed in the middle of 4b is held at the open position. Therefore, the horizontal pipe 7 of the discharge pipe 69
0 is connected to the starboard main pipe 36 via the second connection pipe 74b.

A discharge pipe 78 is arranged in the bow ballast tank 12. The discharge pipe 78 is connected to the downstream end of the port main pipe 26. The discharge pipe 78 has a drain port 79 opened at the top of the bow ballast tank 12. This drain port 79 is connected to the hull 2
Is open at the position corresponding to the ballast water level WL when submerged to the normal operation draft N, B, D, C,
It has a funnel-like shape whose diameter increases as the ballast water moves upward so as to easily flow in.

A pair of remote control valves 81 and 82 are arranged on the discharge pipe 78. One remote control valve 81 near the connection between the port main pipe 26 and the discharge pipe 78
Are held in the closed position. The other operation valve 82 near the drain port 79 is held at the open position. Discharge pipe 7
Reference numeral 8 is connected to the first communication pipe 66 via a second communication pipe 83. This second communication pipe 83
And the discharge pipe 78 are connected to the other remote control valve 82.
And the second communication pipe 8
3 is connected to the first communication pipe 66 by the remote control valve 6.
7 is located downstream. The remote control valve 84 installed on the second communication pipe 83 is held at the open position. Therefore, the drain port 79 of the discharge pipe 78 is
It is connected to the starboard main pipe 36 via the second communication pipe 83.

In such a configuration, the seawater sucked into the first pump 21 from the first sea chest 27 is
It is led to the port main pipe 26 as clean ballast water. This ballast water is supplied to the injection port 6 of the injection pipe 61.
2 each ballast chamber 10 of the port ballast tank 10
a to 10e, and the injection pipe 3
3 is injected into the bottom of the ballast tank 12 through the inlet 35. A part of the ballast water guided to the injection pipe 61 is distributed to the starboard-side injection pipe 61 through the communication pipe 63, and the injection port 62 of the injection pipe 61 is provided.
Ballast chamber 11a of starboard ballast tank 11 through
~ 11e.

By the ballast water injection, the ballast water level WL in the left and right ballast tanks 10 and 11 and the bow ballast tank 12 rises. Then, in the left and right ballast tanks 10 and 11, the ballast water level
When the WL exceeds the first and second drain ports 73a and 73b of the vertical pipes 71a and 71b, ballast water flows into the first and second drain ports 73a and 73b. The ballast water is guided from the vertical pipes 71a and 71b to the horizontal pipe 70, and then from the horizontal pipe 70 via the second connection pipe 74b to the starboard main pipe 3 of the discharge line 24.
It is led to 6.

Further, in the bow ballast tank 12, the ballast water flows into the drain port 79 with the rise of the ballast water level WL, and the ballast water is discharged to the discharge pipe 78, the second communication pipe 83 and the second communication pipe 83. 1 communicating pipe 6
6 to the starboard main pipe 36.

The ballast water guided from each of the ballast tanks 10 to 12 to the starboard main pipe 36 is forcibly sucked into the second pump 23 and then discharged to the drain pipe 37, from which the hull 2 Is discharged out of the ship through the drain port 48.

According to the second embodiment of the present invention, the ballast water is loaded in each of the ballast tanks 10 to 12 so that the hull 2 can hold the normal operation drafts N, B, D, and C. In this state, clean seawater is forcibly injected into each of the ballast tanks 10 to 12 individually as ballast water, and the ballast water overflowed in each of the ballast tanks 10 to 12 is forcibly discharged to the outside of the ship. Has adopted.

Therefore, the ballast water level in each of the ballast tanks 10 to 12 is kept constant even during the replacement of the ballast water, and the normal operation drafts N, B, D, and C of the hull 2 are maintained. Therefore, similarly to the first embodiment, the attitude of the hull 2 during sailing, the longitudinal strength of the hull 2 and the visibility of maneuvering are not adversely affected, and the ballast water is irrespective of the type of ship. Can be applied.

The first and second drain ports 73 for discharging ballast water in the left and right ballast tanks 10 and 11 are also provided.
a and 73b are ballast chambers 10a to 10e and 11a to 1a farthest from the ballast water inlet 62.
1e, so that the ballast chambers 10a to 10a
e, it is possible to solve the problem that the ballast water flowing into the first and second drain ports 73a and 73b is directly guided to the first and second drain ports 73a and 73b without contributing to the dilution replacement with the initial ballast water. Therefore, the left and right ballast tanks 1
The replacement of ballast water in 0 and 11 can be performed efficiently.

Further, since it is not necessary to newly add a seawater path to the hull 2 or to add a drainage route, a new outboard valve requiring high quality is not required as in the case of the outer shell 3 of the hull 3. Thus, there is an advantage that the cost can be reduced.

FIG. 8 to FIG. 10 disclose a third embodiment of the present invention.

The third embodiment is different from the first embodiment mainly in a ballast water draining path from each of the ballast tanks 10 to 12, and the other ballast pipes 20 are different from the first embodiment. The basic configuration is the same as in the first embodiment. For this reason, in the third embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and description thereof will be omitted.

As shown in FIG. 8, the port main pipe 26
Is connected to the starboard main pipe 36 via an inflow pipe 90. The inflow pipe 90 is provided between the left and right ballast tanks 10, 11 and the first and second pumps 21, 23.
, And a remote control valve 91 installed in the middle of the inflow pipe 90 is kept open.

Recirculation pipes 92 and 93 are disposed inside the port ballast tank 10 and the starboard ballast tank 11, respectively. The return pipes 92 and 93 are arranged horizontally from the bow to the stern of the hull 2, and pass through the ballast chambers 10 a to 10 e of the port ballast tank 10 and the ballast chambers 11 a to 11 e of the starboard ballast tank 11. I have. These return pipes 92 and 93 are provided in each of the ballast chambers 10a to 10e and 11a to 11e
The hull 2 is disposed at a position higher than the normal navigation drafts N, B, D, and C. And the downstream ends of the return pipes 92 and 93 are
They are connected to each other via a junction pipe 94.

The downstream end of the port side return pipe 92 and the port side main pipe 26 are connected via a first connection pipe 96a. The remote control valve 97 installed in the middle of the first connection pipe 96a is kept closed. The downstream end of the return pipe 93 on the starboard side and the starboard main pipe 36 are connected via a second connection pipe 96b. The remote control valve 98 installed in the middle of the second connection pipe 96b is kept open.
Therefore, the merging pipe 9 connected to the reflux pipes 92 and 93
4 is connected to the starboard main pipe 36 via the second connection pipe 96b.

As shown in FIG. 8, the port main pipe 26
Above the connection of the inflow pipe 90 and the first connection pipe 9
A remote control valve 100 is installed between the connection portion 6a and the connection portion 6a. The remote control valve 100 is kept open. Similarly, on the starboard main pipe 36, a remote control valve 101 is provided between the connection part of the inflow pipe 90 and the connection part of the second connection pipe 96b. The remote control valve 101 is held in a closed state.

For this reason, the starboard main pipe 36 has a water injection part 36a and a drainage part 36b at the position of the remote control valve 101.
The inflow pipe 90 is connected to the downstream end of the water injection portion 36a, and the second connection pipe 96b is connected to the upstream end of the drainage portion 36b.

The plurality of overflow pipes 103 branched from the port return pipe 92 are introduced into the ballast chambers 10 a to 10 e of the port ballast tank 10 and the bow ballast tank 12. Overflow pipe 1
Numeral 03 extends upward from the return pipe 92, and at the upper end of the overflow pipe 103, a drain port 104 opening to the upper part of each of the ballast chambers 10 a to 10 e and the upper part of the bow ballast tank 12 is formed. Also,
In the middle of each overflow pipe 103, an outboard valve 10
5 are installed. The outboard valve 105 is kept open, and the normal navigation drafts N, B, D, C
It is located at a higher position.

A plurality of overflow pipes 106 branched from the starboard return pipe 93 are introduced into the ballast chambers 11 a to 11 e of the starboard ballast tank 11.
The overflow pipe 106 extends upward from the reflux pipe 93, and at the upper end of the overflow pipe 106, a drain port 107 opening to the upper part of each of the ballast chambers 11a to 11e is formed. An outboard valve 108 is provided in the middle of each overflow pipe 106. The outboard valve 108 is kept open, and is disposed at a position higher than the normal navigation drafts N, B, D, and C of the hull 2.

The drain ports 104 and 107 at the upper ends of the overflow pipes 103 and 106 are opened at positions corresponding to the ballast water level WL when the hull 2 is submerged to the normal operation drafts N, B, D and C, respectively. ing. And these drains 1
04 and 107 have a funnel-like shape whose diameter increases as the ballast water flows upward so as to easily flow in.

In such a configuration, the seawater sucked into the first pump 21 from the first sea chest 27 is
It is led to the port main pipe 26 as clean ballast water. This ballast water is supplied to the inlet 3 of the injection pipe 33.
5 each ballast chamber 10 of the port ballast tank 10
a to 10e and the bottom of the bow ballast tank 12.

Further, a part of the clean ballast water flowing through the port main pipe 26 is guided to the injection portion 36 a of the starboard main pipe 36 through the inflow pipe 90, and then through the injection port 46 of the injection pipe 44. It is injected into the bottom of each of the ballast chambers 11a to 11e of the tank 11.

By the ballast water injection, the ballast water level WL in each of the ballast tanks 10 to 12 rises. The ballast water level WL is
When the position exceeds the opening positions of the drain ports 104 and 107 in 12,
Ballast water flows into these drains 104 and 107.

At this time, the ballast water that has flowed into the drain ports 104 of the port ballast tank 10 and the bow ballast tank 12 is guided from the overflow pipe 103 to the merging pipe 94 via the return pipe 92, and from there the second connection It is led to the drainage portion 36b of the starboard main pipe 36 via the pipe 96b. Further, the ballast water flowing into each drain port 107 of the starboard ballast tank 11 flows into the return pipe 93 from the overflow pipe 106, and is then guided to the drain portion 36b of the starboard main pipe 36 via the second connection pipe 96b. .

The ballast water guided from each of the ballast tanks 10 to 12 to the drainage portion 36b of the starboard main pipe 36 is forcibly sucked into the second pump 23 and then discharged to the drainage pipe 37. Drainage port 4 of hull 2
It is discharged outboard through 8.

According to the third embodiment of the present invention, ballast water is loaded in each of the ballast tanks 10 to 12 so that the hull 2 can hold the normal operation drafts N, B, D, and C. In this state, clean seawater is forcibly injected into each of the ballast tanks 10 to 12 individually as ballast water, and the ballast water overflowed in each of the ballast tanks 10 to 12 is forcibly discharged to the outside of the ship. Has adopted.

Therefore, the ballast water level in each of the ballast tanks 10 to 12 is kept constant even during the replacement of the ballast water, and the normal operation drafts N, B, D, and C of the hull 2 are maintained. Therefore, similarly to the first embodiment, the attitude of the hull 2 during sailing, the longitudinal strength of the hull 2 and the visibility of maneuvering are not adversely affected, and the ballast water is irrespective of the type of ship. Can be applied.

Further, according to the above configuration, it is not necessary to newly provide a route for taking in or draining seawater into the hull 2, so that the outboard valves 105, 108 are capable of preventing overflow in each of the ballast tanks 10-12. Pipe 103, 10
6 only needs to be installed. For this reason, similarly to the outer shell 3 of the hull 2, it is possible to suppress an increase in the outboard valves 105 and 108 that require high quality, which is advantageous in terms of cost.

FIG. 11 to FIG. 13 disclose a fourth embodiment of the present invention.

The fourth embodiment mainly uses the second pump 23 for injecting ballast water, and the ballast water injected into each of the ballast tanks 10 to 12 is directly outboard by gravity. The point of discharge is different from that of the third embodiment, and the other basic configuration of the ballast pipe 20 is the same as that of the third embodiment. Therefore, the fourth
In this embodiment, the same components as those of the third embodiment are denoted by the same reference numerals, and the description thereof will be omitted.

As shown in FIG. 11, the starboard main pipe 3
6 is connected to the discharge port of the second pump 23. A remote control valve 111 is disposed at an upstream end of the starboard main pipe 36, and the remote control valve 111 is held in an open state. The suction port of the second pump 23 is connected to the suction pipe 1
12 is connected to the second sea chest 42.
Outboard valve 113 attached to second sea chest 42
Are held open.

The suction pipe 112 is connected to the starboard main pipe 36 via a bypass pipe 114 bypassing the second pump 23. The connection between the bypass pipe 114 and the suction pipe 112 is located downstream of the outboard valve 113, and the remote control valve 115 installed on the bypass pipe 114 is kept closed. Drain pipe 3
Reference numeral 7 is connected to a downstream end of the starboard main pipe 36 via a remote control valve 47. This remote control valve 47 is held in a closed state. Therefore, when the second pump 23 is driven, seawater outside the boat is sucked into the suction pipe 112 via the second sea chest 42, and this seawater is supplied to the starboard main pipe 36 as clean ballast water. It has become.

As shown in FIGS. 11 to 13, inside each of the ballast tanks 10 to 12, an overflow pipe 117 as a discharge pipe is arranged. The overflow pipe 117 is arranged vertically in the up-down direction, and an intake port 118 is opened at an upper end of the overflow pipe 117. The intake port 118 is opened at a position corresponding to the level WL of the ballast water when the hull 2 is submerged to the normal operation draft N, B, D, C. The intake port 118 is located at the upper part of the bow side of each of the ballast chambers 10a to 10e and 11a to 11e farthest from the inlets 35 and 46, and has a diameter as it goes upward so that ballast water can easily flow in. Is shaped like an expanded funnel.

The lower end of the overflow pipe 117 is connected to a plurality of drain ports 119 opened in the left outer plate 3a and the right outer plate 3b of the hull 2. These drains 119
Is located above the normal operation drafts N, B, D, C of the hull 2, specifically, 1 m above the normal operation drafts N, B, D, C of the hull 2.

In the middle of the overflow pipe 117,
An outboard valve 120 is provided for each. These outboard valves 12
Numeral 0 is opened when the ballast water is replaced, and is located above the normal operation drafts N, B, D and C of the hull 2, respectively.

In such a configuration, when replacing the ballast water, the first and second pumps 2 are used.
1 and 23 are driven simultaneously, and seawater is taken into the suction pipes 25 and 112 via the first and second sea chests 27 and 42. This seawater is supplied as clean ballast water to the port main pipe 26 and the starboard main pipe 36, and from there, the inlets 35, of the injection pipes 33, 44.
Injected into the bottom of each ballast tank 10-12 via 46.

By the ballast water injection, the ballast water level WL in each of the ballast tanks 10 to 12 rises,
The ballast water level WL is adjusted to ballast tanks 10 to 12
The ballast water flows into these intake ports 118 at a point in time when the opening position of the intake ports 118 is exceeded. The ballast water flows downward in the overflow pipe 117 due to gravity, and is naturally discharged to the outside of the hull 2 through the drain port 119.

According to such a fourth embodiment of the present invention, ballast water is loaded in each of the ballast tanks 10 to 12 so that the hull 2 can hold the normal operation drafts N, B, D, and C. In this state, clean seawater is forcibly and individually injected into each of the ballast tanks 10 to 12 as ballast water, and the ballast water overflowing in each of the ballast tanks 10 to 12 is naturally discharged out of the ship by gravity. Is adopted.

Therefore, the ballast water level in each of the ballast tanks 10 to 12 is kept constant even during the replacement of the ballast water, and the normal operation drafts N, B, D, and C of the hull 2 are maintained. Therefore, as in the above embodiments, the attitude of the hull 2 during navigation, the longitudinal strength of the hull 2 and the visibility of maneuvering are not adversely affected, and the ballast water dilution is performed irrespective of the type of ship. The replacement method can be applied.

In addition, according to the above configuration, both the first and second pumps 21 and 23 can be used for injecting ballast water, so that the ballast water can be efficiently injected into each of the ballast tanks 10 to 12. And the time required for replacement of ballast water can be reduced. Ballast water can be replaced by only one of the first and second pumps 21 and 23.

The overflow pipe 117 for discharging the ballast water in each of the ballast tanks 10 to 12 is directly connected to the drain 119 of the hull 2 without being connected to the port main pipe 26 or the starboard main pipe 36.
For this reason, the discharge path of the ballast water inside the hull 2 is simplified, and the cost for realizing the dilution replacement method can be reduced.

In addition, the ballast water in each of the ballast tanks 10 to 12 is naturally discharged out of the ship by gravity. There is an advantage that it can be easily performed.

FIG. 14 to FIG. 17 disclose a fifth embodiment of the present invention.

The fifth embodiment is different from the fourth embodiment mainly in the discharge path of ballast water from the left and right ballast tanks 10 and 11. The basic configuration is the same as that of the fourth embodiment. Therefore, in the fifth embodiment, the same components as those of the fourth embodiment are denoted by the same reference numerals, and the description thereof will be omitted.

As shown in FIGS. 14 and 15, the inner surface of the left outer plate 3a facing the port ballast tank 10 and the inner surface of the right outer plate 3b facing the starboard ballast tank 11 have left and right ballast tanks 10, 11, respectively. A number of side longitudinals (ship-side longitudinal ribs) 130 projecting toward are formed. This type of side longge 130 extends in the front-rear direction of the hull 2 and is arranged parallel to each other with an interval in the longitudinal direction. In the drawing, one of the upper parts of the left and right ballast tanks 10 is provided. Only representatives are shown.

As shown representatively on the port ballast tank 10 side in FIG.
The horizontal wall 131 extends substantially horizontally from the left outer plate 3a into the port ballast tank 10 and a vertical wall 132 connected to the tip of the horizontal wall 131. Vertical wall 132
Faces the inner surface of the left outer plate 3a with the horizontal wall 131 interposed therebetween.

[0102] In the side longge 130 located near the ballast water level WL when the hull 2 is submerged to the normal operation drafts N, B, D, and C, the upper surface of the side wall 131 is formed by the left outer plate 3a. A ballast water inflow passage 133 is formed in cooperation with the inner surface and the vertical wall 132, and the inflow passage 133 is provided in each ballast chamber 10 of the port ballast tank 10.
In the upper part of a to 10e, the hull 2 extends along the front-rear direction. At this time, the upper edge of the vertical wall 132 serving as the upper end of the inflow passage 133 is installed at a position corresponding to the level WL of the ballast water in which the hull 2 can hold the normal operation drafts N, B, D, and C.

As shown representatively of the port ballast tank 10 in FIG. 14, the ballast chambers 10a to 10e and 11a to 11e of the left and right ballast tanks 10 and 11 have insides.
First and second overflow pipes 135a and 135b as discharge pipes are arranged.

The first overflow pipe 135a is
On the bow side of each of the ballast chambers 10a to 10e, 11a to 11e, the ballast chambers are arranged vertically along the vertical direction.
The second overflow pipe 135b is disposed vertically along the vertical direction on the stern side of each of the ballast chambers 10a to 10e and 11a to 11e. Water intake ports 136 are formed at the upper ends of the first and second overflow pipes 135a and 135b, respectively. Intake 136
Are opened at the side walls 131 of the side longs 130 serving as the bottoms of the inflow passages 133, and each has a shape like a funnel whose diameter is widened as it goes upward so that ballast water can easily flow in.

Overflow pipes 135a, 135b
The lower end of each is connected to a plurality of drain ports 119 of the hull 2, and an outboard valve 120 is provided in the middle of each of the overflow pipes 135a and 135b.

In such a configuration, when the level WL of the ballast water in each of the ballast tanks 10 to 12 rises,
When the level WL of the ballast water exceeds the upper edge of the vertical wall 132 of the side flange 130, the ballast water flows into the inflow passage 133. This ballast water is supplied to the inflow passage 133
After flowing into the water intake 136 of the overflow pipes 135a and 135b opening downward, the water flows downward in the overflow pipes 135a and 135b, and
The gas is naturally discharged to the outside of the hull 2 through 9.

According to the fifth embodiment of the present invention, ballast water is loaded in each of the ballast tanks 10 to 12 so that the hull 2 can hold the normal operation drafts N, B, D, and C. In this state, clean seawater is forcibly and individually injected into each of the ballast tanks 10 to 12 as ballast water, and the ballast water overflowing in each of the ballast tanks 10 to 12 is naturally discharged out of the ship by gravity. Is adopted.

For this reason, even when the ballast water is being replaced, the ballast water level W
L is kept constant, and the normal operation drafts N, B, D, C of the hull 2 are maintained. Therefore, as in the above embodiments, the attitude of the hull 2 during navigation, the longitudinal strength of the hull 2 and the visibility of maneuvering are not adversely affected, and the ballast water dilution is performed irrespective of the type of ship. The replacement method can be applied.

In addition, according to the above configuration, the inflow passage 13 is provided by utilizing the side flanges 130 located above the port ballast tank 10 and the starboard ballast tank 11.
3 and the ballast water flowing over the vertical wall 132 of the side flange 130 and flowing into the inflow passage 133 is discharged outboard via the first and second overflow pipes 135a and 135b. WL
Ballast water can be reliably drained even when tilted.

That is, as shown in FIG. 17, the intake ports 136 of the first and second overflow pipes 135a and 135b are open to the inflow passage 133 at two locations on the bow side and the stern side. When the hull 2 is inclined such that the stern is positioned below the bow, the ballast chambers 10a to 10e and 11a to 11e are provided.
On the stern side, the ballast water level WL is located above the upper edge of the vertical wall 132 of the side longge 130. Therefore, on the stern side of each of the ballast chambers 10a to 10e, 11a to 11e, the ballast water overflows the vertical wall 132 and overflows into the inflow passage 133, and is discharged outboard through the second overflow pipe 135b on the stern side. Is done.

If the hull 2 is tilted such that the bow is located below the stern during navigation, the ballast chambers 10a to 10e and 11a to 11e are conversely mounted on the ballast. Water overflows the vertical wall 132 and overflows into the inflow passage 133, and is discharged outboard via the first overflow pipe 135a on the bow side.

Therefore, the ballast water in the left and right ballast tanks 10 and 11 can be discharged outboard from the ship without being influenced by the attitude of the hull 2 during navigation, and the replacement of ballast water can be performed efficiently and reliably. It can be carried out.

FIG. 18 discloses a sixth embodiment of the present invention.

The sixth embodiment is a further development of the fourth embodiment, and includes a ballast pipe 2
The basic configuration of 0 is the same as that of the fourth embodiment.

As representatively shown in FIG. 18 of the port ballast tank 10, the port main pipe 26 has a plurality of auxiliary injection pipes 140 at positions corresponding to the ballast chambers 10a to 10e. The auxiliary injection pipe 140
From the port main pipe 26 to each ballast room 10a to 10e
And these auxiliary injection pipes 140
An auxiliary injection port 141 connected to the bottom of each of the ballast chambers 10a to 10e is opened at the downstream end of the ballast chamber. Auxiliary inlet 141
Is located closer to the bow than the injection port 35 and is installed substantially right next to the drain port 118 of the overflow pipe 117.

A remote control valve 143 is provided on the auxiliary injection pipe 140. The remote control valve 143 is opened after the clean ballast water corresponding to the full capacity of the port ballast tank 10 is injected into the port ballast tank 10 from the water inlet 36.

The auxiliary injection pipe 140 is also installed on the starboard main pipe 36. The auxiliary injection port 141 of the auxiliary injection pipe 140 has an opening at the bottom of each of the ballast chambers 11a to 11e of the starboard ballast tank 11. Have been.

In such a configuration, clean ballast water is supplied to each of the ballast chambers 10a to 10e and 11a to 11e.
e, the ballast chambers 1 through the water inlets 35, 46 on the stern side.
0a to 10e and 11a to 11e.
The so-called stagnation region R where the replacement of ballast water is poor, as shown by a broken line in FIG. 18, may occur in the bow-side portions of 10e and 11a to 11e.

According to the above structure, however, clean ballast water is forcibly injected into the ballast chambers 10a to 10e and 11a to 11e via the auxiliary inlet 141 into the bow side. The ballast water is stirred in the stagnation area on the side, and the stagnation of the ballast water is eliminated.

In addition, the timing for injecting the clean ballast water from the auxiliary inlet 141 is set after the filling of the ballast water for the full capacity of the left and right ballast tanks 10 and 11 via the inlets 35 and 46 is completed. Has been
When stagnation has occurred in the bow-side portion, clean ballast water can be injected into the stagnation portion. Therefore, the clean ballast water from the auxiliary inlet 141 does not agitate the stagnation and the drain port 1 of the overflow pipe 117
18 can be eliminated, and the effect of replacing ballast water in the left and right ballast tanks 10 and 11 can be enhanced.

The ballast water replacement device according to the present invention is not limited to a tanker for transporting oil (VLCC), but may be, for example, a ship for transporting natural gas (LNGC: Liquefied).
Natural Gas Carrier) can be similarly applied.

[0122]

According to the present invention described in detail above, in a state where ballast water is loaded in the left and right ballast tanks so that the hull can hold a normal operation draft, clean ballasts outside the outboard are placed in these ballast tanks. Water is forcibly injected through a pump, and the ballast water overflowed in the ballast tank is forcibly discharged outboard by the pump, or is directly discharged out of the ballast tank using gravity. As a result, the ballast water levels in the left and right ballast tanks are kept constant even during the replacement of the ballast water, so that the normal hull draft of the hull is maintained. For this reason, there is no adverse effect on the attitude of the hull during navigation, the longitudinal strength of the hull, and the visibility of maneuvering,
It becomes possible to realize a ballast water dilution and replacement system regardless of the type of ship.

At this time, the ballast water overflowed in one of the left and right ballast tanks is introduced into the other ballast tank using gravity, and the ballast water overflowed in the other ballast tank is discharged outboard. If the configuration is adopted, the ballast tank replacement work can be performed by regarding the left and right ballast tanks as effectively one tank. Therefore, it is not necessary to drastically change the piping for basic ballast water injection and drainage, it is possible to minimize extra piping, and it is not necessary to add a new outboard valve that requires high quality. Accordingly, the cost for realizing the dilution replacement method can be reduced.

Further, if a configuration is employed in which the ballast water in the ballast tank is directly discharged outboard using gravity, the discharge path of the ballast water inside the hull can be simplified, and the dilution replacement method can be used. Can be reduced. At the same time, there is an advantage that the operation of discharging ballast water can be easily performed as compared with the method of forcibly discharging the water using a pump.

[Brief description of the drawings]

FIG. 1A is a side view of an oil transport tanker according to the present invention. (B) is a top view which shows roughly the positional relationship of the cargo tank, the port side ballast tank, the starboard ballast tank, and the bow ballast tank of the oil transport tanker.

FIG. 2 is a piping route diagram showing a ballast water injection / drainage route according to the first embodiment of the present invention.

FIG. 3 is a perspective view schematically showing a water injection / drainage path of ballast water in each ballast chamber.

FIG. 4 is a cross-sectional view schematically showing a ballast water injection / drainage path in each ballast chamber.

FIG. 5 is a piping route diagram showing a ballast water injection / drainage route according to a second embodiment of the present invention.

FIG. 6 is a perspective view schematically showing a ballast water injection / drainage path in each ballast chamber.

FIG. 7 is a cross-sectional view schematically showing a ballast water injection / drainage path in each ballast chamber.

FIG. 8 is a piping route diagram showing a ballast water injection / drainage route according to a third embodiment of the present invention.

FIG. 9 is a perspective view schematically showing a ballast water injection / drainage path in each ballast chamber.

FIG. 10 is a cross-sectional view schematically showing a ballast water injection / drainage path in each ballast chamber.

FIG. 11 is a piping diagram showing a ballast water injection / drainage route according to a fourth embodiment of the present invention.

FIG. 12 is a perspective view schematically showing a ballast water injection / drainage path in each ballast chamber.

FIG. 13 is a cross-sectional view schematically showing a ballast water injection / drainage path in each ballast chamber.

FIG. 14 is a perspective view schematically showing a ballast water injection / drainage path in each ballast chamber in the fifth embodiment of the present invention.

FIG. 15 is a cross-sectional view schematically showing a ballast water injection / drainage path in each ballast chamber.

FIG. 16 is an enlarged cross-sectional view showing a portion A in FIG. 15;

FIG. 17 is a side view schematically showing the positional relationship between the ballast water level and the drain ports of the first and second overflow pipes.

FIG. 18 is a perspective view schematically showing a ballast water injection / drainage path in each ballast chamber in the sixth embodiment of the present invention.

[Explanation of symbols]

 2 ... Hull 10 ... Port ballast tank 11 ... Starboard ballast tank 21 ... First pump 22 ... Injection line 23 ... Second pump 24, 103 ... Discharge line (overflow pipe) 53 ... Inlet line

Claims (17)

[Claims] 1. A hull having a port ballast tank and a starboard ballast tank; and an injection line for injecting outboard water sucked through a first pump into one of the left and right ballast tanks as ballast water. And an introduction conduit for guiding the ballast water injected into the one ballast tank to the other ballast tank; and sucking the ballast water injected into the other ballast tank via the second pump, A ballast water replacement device for a ship, comprising: 2. The intake line according to claim 1, wherein the introduction conduit has an intake opening opening in an upper part of one ballast tank, and a discharge opening opening in the other ballast tank at a position lower than the intake opening. A ballast water replacement device for a ship, wherein ballast water in one ballast tank flowing into the intake port is guided to the other ballast tank by gravity. 3. The discharge line according to claim 2, wherein the discharge pipe has an overflow pipe led to an upper part in the other ballast tank, and an upper end of the overflow pipe is provided with ballast water in the other ballast tank. A ballast water replacement device for a ship, wherein a drain port into which the water flows is opened. 4. The ballast tank according to claim 2, wherein the injection pipe has an injection port opened at the bottom of one of the ballast tanks, and the water intake of the introduction pipe is the one of the ballast tanks. A ballast water replacement device for a ship, wherein the ballast water replacement device is located at an upper part of a tank farthest from the inlet in the inside. 5. The ballast water in the ballast tank according to claim 3, wherein the water intake port and the water discharge port are provided when the hull is submerged to a normal operation draft by injecting ballast water into left and right ballast tanks. A ballast water replacement device for a ship, characterized in that it is opened at a position corresponding to the water level of the ship. 6. A hull having a port ballast tank and a starboard ballast tank; an injection line for injecting outboard water sucked into these left and right ballast tanks through a first pump as ballast water; A ballast water replacement device for a ship, wherein the ballast water is injected into the ballast tank through a second pump, and the ballast water is discharged outboard. 7. The port according to claim 6, wherein the inlet pipe includes a first inlet port opened at the bottom of the port ballast tank, and a second inlet port opened at the bottom of the starboard ballast tank. The discharge conduit has a first intake port opened at an upper portion in a port ballast tank, and a second intake port opened at an upper portion in a starboard ballast tank. And the second intake port is opened at a position corresponding to the level of ballast water in the ballast tank when the hull is submerged to the normal operation draft by injecting ballast water into the left and right ballast tanks. A ballast water replacement device for ships. 8. A pair of return pipes according to claim 6, wherein the discharge line is connected to the second pump, and a pair of return pipes respectively inserted in the left and right ballast tanks in the front-rear direction of the hull. An overflow pipe extending upward from these return pipes and having an intake opening at the upper end into which ballast water flows is provided, and the intake of the overflow pipe is provided with the above-mentioned hull by injecting ballast water into the left and right ballast tanks. A ballast water replacement device for a ship, wherein the ballast water replacement device is opened at a position corresponding to the level of the ballast water in the ballast tank when the ship is submerged to normal operation draft. 9. The left and right ballast tanks according to claim 8, wherein the injection pipe has an inlet opening at the bottom of the left and right ballast tanks, and the intake of the overflow pipe is inside the left and right ballast tanks. 3. The ballast water replacement device for a ship according to claim 1, wherein the ballast water replacement devices are located above tanks farthest from the inlet. 10. A hull having a port ballast tank and a starboard ballast tank; an injection line for injecting outboard water sucked into these left and right ballast tanks via a pump as ballast water; and the left and right ballast tanks. And at least one discharge line for discharging the ballast water flowing into the water intake to the outside of the ship by gravity. A ballast water replacement device for ships. 11. The left and right ballast tanks according to claim 10, wherein the injection line has an inlet opening at the bottom of the left and right ballast tanks, and the water intake of the discharge line is the left and right ballast tanks. The ballast water in the ballast tank is located at the top of the tank farthest from the inlet, and when the hull is submerged to the normal operation draft by injecting ballast water into the left and right ballast tanks. A ballast water replacement device for a ship, wherein the device is opened at a position corresponding to the water level. 12. The intake port according to claim 11, wherein the intake port and the intake port are arranged apart from each other in the front-rear direction of the hull, and the injection conduit is provided at the intake port more than the intake port. A ballast water replacement device for a ship, having auxiliary inlets connected to left and right ballast tanks at positions shifted in the direction of. 13. The method according to claim 12, wherein the timing of starting the injection of the ballast water by the auxiliary injection port is set after the filling of the ballast water of the full capacity of the ballast tank through the injection port is completed. Characteristic ballast water replacement device for ships. 14. The hull according to claim 10, wherein the hull has, on the inner surface facing the upper part of the left and right ballast tanks, side longitudinals projecting into the ballast tanks, and the side longitudinals are substantially separated from the inner surface of the hull. A horizontal wall extending horizontally and a vertical wall connected to the tip of the horizontal wall, and the upper surfaces of the horizontal walls cooperate with the inner side surface and the vertical wall of the hull, and ballast water flows into the upper portions of the left and right ballast tanks. An inflow passage is formed, the inflow passage extends in the front-rear direction of the hull, and a water intake opening of the discharge pipeline is opened in a side wall of the side flange serving as a bottom of the inflow passage. Ballast water replacement device for ships. 15. The ballast according to claim 14, wherein an upper edge of the vertical wall constituting the inflow passage is provided with the ballast when the hull is submerged to a normal operation draft by injecting ballast water into left and right ballast tanks. A ballast water replacement device for a ship, wherein the ballast water replacement device is set at a position corresponding to the level of ballast water in a tank. 16. The discharge line according to claim 15, wherein a pair of the discharge lines is provided for each of the left and right ballast tanks, and the discharge lines are arranged apart from each other in a longitudinal direction of the inflow passage. A ballast water replacement device for ships. 17. The method according to claim 15, wherein
The ballast water replacement device for a ship, wherein the discharge pipe has a drain port opened to the outside of the boat, and the drain port is located above a normal operation draft of the hull.