JP2011131881A - Ballast water circulation processing system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a ballast water circulation processing system improved in installation space and cost without requiring a large capacity sterilization processing device. <P>SOLUTION: Focusing on the flow amount ratio of a ballast pump to a cooling seawater pump in correlations between the loading tonnage of a ship and each of a ballast water amount and a main engine capacity, a cooling seawater pump preliminary machine 4P is used for circulating ballast water filled into tanks at an unloading port after leaving the port and a small capacity sterilization device 5 is also used for processing it in a half or less of one-way navigational days. In structure beams and reinforcing materials for the tanks, lightening holes, welding scallops, air holes and water holes are arranged to form a main meandering flow path and a sub-flow path for preventing drift and stay. The diffusing operation of sterilizing a medical agent with the agitation and vibration of the hull is promoted to make sure ballast water processing. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a sterilization system for ballast water of a ship for transportation.

  In general, transport vessels such as liquid carriers, bulk carriers, and cargo ships have ballast tanks arranged on the bottom shell or on the double shell on the side of the ship, and water is poured into the tanks at the unloading port to keep empty drafts as navigation. It provides stability and drains from the tank at the loading port to provide hull buoyancy at full draft.

  Ballast water is about 40% of the tonnage (hereinafter referred to as DWT, for example, DW5000T), and carries a large amount of seawater containing small organisms and microorganisms in the unloading port area every voyage. It may affect the marine environment including the water quality and ecosystem of the loading port area, and pathogens may cause social damage in the area.

  In order to deal with these global environmental issues, the Ballast Water Management Convention was adopted in 2004 by the International Maritime Organization (IMO), and guidelines related to the convention were codified in 2008. After a certain year (2016 or 2020), both newly constructed and existing ones will be equipped with a ballast water management system, and when draining it will be required to treat the biomass so that it is less than the amount regulated by the Convention.

  In response to these ballast water regulations, the research and development ballast water management system in the relevant industry is planned to operate during ballast water injection, and the ballast water injection / drainage pump is synchronized with the cargo handling speed. A large capacity (1100 t / h in the example of a DW5000T class liquid carrier) is required, and the installation cost and space are large, and there are technical difficulties.

  As a provisional measure, ballast water exchange is permitted in the deep waters off the coast, and 95% of the total ballast water exchange “Sequential Method: Sequential Method” or exchange by injection / discharge of 3 times the amount of water “Flow-through Method: Flow- Two methods of “Through Method” are recognized in the deep sea area and the far sea area, but the former drains and re-injects water into the empty tank one by one for each section of the ballast tank (generally 5 sections on both sides). There is a problem in navigation stability and safety due to changes in trim (hull in the longitudinal direction of the hull) and sloshing in the tank half-filled state during pouring, and the latter requires 3 times the time of ballast pouring. There is a restriction on the implementation area with time.

  The above-mentioned problem in the background art is to solve the problem by focusing on the following ship main points shown in Table 1 as “the capacity of the ballast water management system is large for operation during ballast injection and its installation cost / space and related matters”. To do.

Table 1

  [Outline of Table 1] Generally, in a shipping ship (liquid ship, bulk carrier, cargo ship, etc.), the speed is about 14 to 15 knots, the tonnage and the total amount of ballast water (described above), and the main engine capacity (diesel engine) Since the cooling seawater flow rate that is commensurate with the engine cooling heat amount is almost proportional to the engine capacity including the power generation engine, the flow rate of the cooling seawater pump (one for normal use and one for spare use) is the ballast pump (left and right). About 20% to 30% of the ballast pouring / drainage flow rate by 2 units (2 units in total, simultaneous operation on both sides), and the lift is the same (20-25m).

  Ballast pouring and draining is performed at a large flow rate and in a short time (see the ballast pouring / drainage amount [t / h] column in Table 1) in synchronization with the cargo handling speed, but after leaving the port, a preliminary cooling seawater pump {flow rate [t / h] column If the tanks are circulated and treated sequentially for each tank, the ballast water management system needs only a small capacity. ~ 3 days: The ballast water treatment can be completed in less than half a day of a large ship (see circulation days “day”), that is, a one-way voyage (compare route route comparison).

Means to solve the problem

  [Circulation treatment system] A cooling seawater pump spare unit is applied to ballast water circulation by switching the valve, a circulation suction valve is attached to the ballast main pipe, and a T-type check valve (designed “renew registration 2010” mounted on the discharge port of the pump). -3161757: T-type check valve and pump unit "are connected to the circulation water supply valve respectively, connected to the ballast water circulation main pipe through the sterilizing chemical generator / injector, and the ballast main pipe is used for suction, and the ballast circulation treatment system Configure.

  The ballast main pipe and the circulation main pipe are connected to the respective ballast tanks via branch valves.

  The sterilizing drug generator / injector may be installed on the suction side of the preparatory cooling seawater pump as shown in the existing invention “Japanese Patent Application No. 2009-138942: Ship Bilge / Ballast Pipe Device”. It is convenient from the standpoint of engine room arrangement that it is arranged separately and a drug injection pipe is attached to the suction pipe or water supply pipe of the pump.

  The ballast water circulation main pipe and the ballast main pipe are each equipped with a sterilizing drug concentration sensor, the former measures the injection mixture concentration, the latter measures the post-circulation concentration, and manages the ballast water treatment state.

  In the case of emergency suction or drainage with the regular machine, such as when the regular machine of the cooling seawater pump fails or the engine room is inundated, a semi-throttle valve is installed on the discharge side of the nearby ballast pump in order to apply the spare machine to the cooling seawater supply of the main application. The ballast pump can be backed up by connecting to the circulation delivery pipe.

  If the capacity of the sterilizing agent generator / injector can be increased to the flow rate of a single ballast pump, the half-throttle valve can be replaced with a full valve, and the ballast pump can circulate both tanks at the same time. Processing days can be shortened (halved).

  The ballast water treatment system will be chemically sterilized with chemicals such as chloric acid, and the effectiveness will be reduced while avoiding regrowth of aquatic organisms in the remaining days of voyage after circulation treatment. To do.

  Chemical sterilization is advantageous because it involves light diffusion of the ballast water by wave motion and vibration (including engine and propeller vibration) caused by wave and wave formation during voyage to the diffusion action due to the molecular motion of the drug itself, and it promotes diffusion. is there.

  [Drug generation method] The sterile drug generator can be expected to be an in-board electrolysis method like the already developed and standardized marine organism adhesion prevention device (MGPS example: sodium hypochlorite) by the capacity saving according to the present invention. .

  [Pipe / tank flow path] The circulation main pipe / branch valve has a high flow velocity (generally about 3 m / s), so the chemical concentration in the pipe is uniform, and the tank has a low flow rate. Avoid uneven drug concentration due to the flow and prevention of stagnant flow associated with the structure.

  The ballast water circulation main pipe is arranged at the top (generally just below the upper deck) of the side of the ballast tank (hereinafter referred to as the side tank), and is injected by a circulation branch valve for each tank, and the circulation return path is at the bottom of the ballast tank (Bottom A ballast main pipe having an inlet / outlet branch valve of “Tank: hereinafter referred to as a bottom tank” is used.

  [Meandering main flow path] The horizontal tank side horizontal girder (Horizontal Girder) and the bottom tank axial direction girder (Longitudinal Girder) are respectively provided with large diameter light holes in the bow and tail alternately. Light holes are provided in the vertical girder (vertical girders) in the cross section direction of the bottom tank (that is, the direction perpendicular to the hull axis) and the lateral girder in the cross section direction of the bottom tank (circular girder). A meandering main flow path is formed from the branch valve to the bell-mouth below the pouring / draining branch valve of the bottom tank.

  Generally, in the hull structure, the vertical girder and the horizontal girder are arranged every 3 to 4 FS (Frame Space: rib spacing), and in the side tank, the inner and outer shell plates are separated by ribs (hereinafter referred to as small bones) every 1 FS. Reinforced, in the bottom tank, the stringers are arranged every 4-5 LS (longitudinal stiffener space), and double bottom shells with longitudinal bones (hereinafter referred to as longitudinal small bones) every 1 LS The board is reinforced.

  [Descent sub-flow channel] A small hole row is made in the center line of the horizontal girder, and a descent sub-flow channel of the side tank is formed together with a scallop (Scalop) at the welding corner with the small bone penetration part and the vertical girder. And prevent drift in the main flow path.

  [Transverse sub-channel] A small hole row is arranged in the center line of the vertical girder, and along with the vertical small bone, a small water hole and a pore are arranged every 1 to 2 FS in contact with the welding with the double bottom shell plate, and the bottom part. A transverse sub-flow channel of the tank is formed to prevent corner accumulation and drift of the main flow channel.

  [Prevention of drift / stagnation] The scallops at the welded corners of the transverse girder of the transverse girder and the girder prevent the drift and corner retention of the main channel of the bottom tank.

  The vertical girder of the ship bottom bilge shell plate (Bilge Strake) has a large light hole every 1FS to make a common flow path with the ship bottom tank, and a medium diameter hole and a corner scallop on the reinforcing plate arranged for each 1FS. To prevent retention.

  Scallops and water holes in the bottom tank stringers / crossers and vertical bones form a sufficient flow path for collecting water around the bellmouth at the end of ballast drainage (water level is below the vertical bone height).

  In the bottom tank, lighter holes can be made alternately at the end of the cross beam at the center and side of the hull, and a meandering main channel in the cross-sectional direction can be added.

  If the top tank and bottom-side tank have a large trapezoidal cross section, such as a bulk carrier, the end of each of the circulation branch pipe and the connecting pipe between the two tanks is shown in the cross section of the tank. A rotating spiral flow is applied to each tank in the direction to prevent drift and retention.

  If the circulating water flow rate of the connecting pipe that matches the ballast injection / drainage flow rate is insufficient, a circulation branch pipe to the bottom tank is added to give the flow velocity with the minimum pipe diameter, and the rotating spiral flow of the tank is reduced. Complement.

  In both tanks, scallops such as light holes and vertical small bone penetrations, and small holes and water holes in the small skeleton of the shell plate are arranged in the circumferential girder of the tank shell plate (placed every 3 to 4 FS as in the case of the horizontal girder of the bottom tank). Prevents drift and retention.

  The light holes in each girder that form the main flow path in the ballast tank limit the flow path loss (especially important for pump suction) during ballast pouring and drainage, and cleaning the tank during maintenance and repairs in harbors and harbors. Design in consideration of worker access during repairs.

  [Water change system] The tank is filled with a ballast pump, and the valve is switched to drain outside the tank via the circulation main pipe. Both water tanks can be changed simultaneously by flow-through in the near water area, corresponding to the water quality (turbid water, etc.) of the unloading port.

  [Cleaning of the seawater system in the ship] Opening (filter hole) of the filter of the mud box (Mad-box) installed in the strainer (Strainer) and the bilge well (Bilge Well) that are aggregated on each left and starboard The standard diameter of 8 mm (diameter) is reduced (for example, 4 mm) to prevent intrusion from the outside of the ship and suction of solid matter generated in the ship, and keep the ship's seawater system pipeline and tank always clean.

  The intensive strainer is a check valve attached to all the pumps in the seawater system in the seawater intake box (Sea Chest), which gives filtered water from the rebound side ballast pump operation in the reverse flow direction, and can be backwashed.異物 Prevent foreign matter from entering due to reverse flow of seawater.

The invention's effect

  The structure of the sterilization circulation system of the present invention has the following effects.

  The sterilizing agent generator / injector requires a small volume of 20-30% of the ballast pouring drainage flow rate, and the chloric acid generator can be reduced in cost and space, making it suitable for narrow engine rooms of small and medium-sized ships. It can be installed sufficiently.

  The cooling seawater pump spare machine used for sterilization circulation has high power efficiency and power capacity that can be operated with a regular machine with one generator during steady voyage, because of the low head (20-25m) similar to the ballast pump The internal pressure strength of the ballast tank is safe.

  The above-mentioned cooling seawater pump spare machine is used in combination with the laterally double suction port type pump of the existing invention "Japanese Patent Application No. 2009-165327: spiral pump and pump unit" and the T type check valve of the existing invention "Joto 3161757". It is accompanied by a simple and space-saving pump unit configuration that can be used for other purposes.

  The circulation of ballast water is a simple uncontrolled quantitative operation for both pump pressure and flow rate. (Sterilization during ballast injection involves fluctuations in the pump flow rate due to changes in the draft and tank water level due to simultaneous operation with cargo handling. Note), the return pipe uses a large diameter, low-loss head ballast main pipe, so the tank internal pressure is low, and there is no change in the tank water volume.

  Current hull structure (horizontal / vertical girders, vertical / horizontal girders and intermediate ossicles) can be used for the main flow path of the meander in the tank and the sub-flow path of descending / traversing / rotating, preventing drift / stagnation or localized Enables effective ballast water sterilization treatment by diffusion and promotion of diffusion by ship motion and vibration.

  Using the above-mentioned sterilization circulation pipes and flow paths in the opposite direction, the water flow is changed by restricting the drift and stagnation in the tank by simultaneous flow-through on both sides of one ballast pump, and dredging in the ballast drainage system (under the empty draft line) Can drain outside.

  Pipe system diagram showing the ballast water treatment system of the present invention   BRIEF DESCRIPTION OF THE DRAWINGS It is a hull cross-sectional view which shows the ballast tank which concerns on the ballast water treatment system of this invention, (a) shows the example of a liquid carrier, (b) shows the example of a bulk carrier.   The hull structure figure which shows the flow path in the bottom tank which concerns on the ballast water treatment system of this invention.   The hull structure figure which shows the flow path in the side tank which concerns on the ballast water treatment system of this invention.   The hull structure figure which shows the meandering flow path addition of the bottom part tank concerning the ballast water treatment system of this invention.

  Referring to the drawings, a system and a tank structure related to sterilization circulation will be described as an example of a ballast water treatment system of the present invention. Is necessary, an attached code (S: Starboard, P: Portside, etc.) is added to the code.

  [Circulation System] In FIG. 1, if Example 1 related to the circulation system is shown, a cooling seawater pump spare machine branches off from the starboard ballast main pipe 2S of the ballast pump unit 1 and passes through the circulation suction valve V1C of the cooling seawater pump unit 3. 4P supplies water to the sterilizer 5 through the circulation water supply valve V2C coupled to the T-type check valve VT, injects a sterilizing agent with the sterilizer 5, passes the valve VS2 to the starboard side circulation main pipe 6S, and further connects the communication valve V6C. Then, water is supplied to the port side circulation main pipe 6P.

  The cooling seawater pump regular machine 4S of the cooling seawater pump unit 3 is sucked from the seawater intake system 7P (port side) and / or 7S (right side) via the intake branch valve VIB together with the spare machine 4P through the cooling suction valve V1. Cooling seawater is supplied to the engine cooling system via a cooling water supply valve V2 coupled to the T-type check valve VT, and is replaced with a spare machine 4P in preparation for failure of the regular machine 4S by switching the valve (hereinafter referred to as backup: Back-up). The spare machine 4P is also used for the ballast water circulation process of the present invention.

  The ballast pump 8S sucks from the ballast main pipe 2S through the suction valve V2S, supplies water to the sterilizer 5 through the throttle valve VS1, and backs up the cooling seawater pump preliminary machine 4P used for sterilization circulation.

  The sterilizing drug concentration sensors 11 and 12 are attached to the outlet of the sterilizer 5 and the junction of the ballast main pipe 2P and the connecting valve V6 2S, respectively.

  [Related Systems] Seawater intake systems 7P (port) and 7S (starboard) each have a seawater box 9, sea intake main valve VIM, and strainer 10, and water intake valves V1P (port) and V1S (starboard), respectively. Then, it is sucked into the ballast pumps 8P (port side) and 8S (starboard) from the ballast main pipe 2P (port side) and 2S (starboard) through the drainage suction valves V2P (portside) and V2S (starboard), respectively, and the throttle valve V5P (portside) ), V5S (starboard), injection valve V3P (starboard), V3S (starboard), and water is supplied to the ballast main pipe 2P (starboard) and 2S (starboard), and check valves V4P (starboard), V4S (starboard) and outside It is discharged outside the drain via a drain valve VO.

  The strainers 7P and 7S have a small opening (filter hole diameter) (for example, 4 mm) to limit the size and number of foreign matter in the seawater intake and contribute to ballast water management. Prevent clogging.

  On the opposite side (for example, the port side ballast pump 8P is operated and the filtered water that has passed through the port side strainer 10 flows back to the starboard side strainer 10 through the valves V1P, V5P, V3P, V6, V2S, and V1S. The left side strainer 10 and the seawater box 9 are agitated with compressed air that has passed through the air valve VA, and both are backwashed.

  This backwashing should be carried out at the offshore clean water area at the unloading port every time the ballast water is injected, and during the voyage, it is a strainer with a wide opening due to the low debt of continuous intake of cooling seawater and intermittent inboard bilge suction / drainage. Clogging is infrequent.

  During this backwashing, the cooling seawater pump unit 3 can close the intake branch valve VIB of the seawater intake system 7S on the backwash side and take water through the intake branch valve VIB on the opposite side (left port), and can operate continuously without holiday. It is.

  [Ballast Water Exchange System] For example, the ballast pump 8S (starboard) is operated from the seawater intake system 7S via the intake suction valve V1S, the valves V5S and V3S of the ballast water injection system are passed to the ballast main pipe 2S (starboard) and the communication valve V6. Water is fed to the ballast main pipe 2P (left side port) to push up the ballast water for each pair of tanks, and is drained outside the port to the port side through the circulation main pipes 6P and 6S on both sides, the connecting valve V6C and the check valve V4C. The ballast water exchange by flow-through can be performed, and the ballast water injection system by the seawater intake system 7P and the ballast pump 8P on the opposite side can be similarly implemented.

  In the normal ballast drainage and the above-described ballast exchange water, when the ballast pumps 8P and 8S are stopped due to an unexpected power failure, the check valves V4P, V4S and V4C prevent foreign matter from entering due to the reverse flow of the outside seawater, Keep the system clean at all times.

  A circulation flow path in the ballast tank will be described as a second embodiment with reference to FIG.

  [Summary of Tank Structure] FIG. 2 (a) shows a cross section of the loading section of a cargo ship (Oil / Chemical Tank) as an example, and a ballast tank with a double shell structure on the bottom and sides. The inner shell is a loading tank (Cargo Tank) 101, divided into five in the direction of the axis by the horizontal bulkhead 102, divided into left and right ridges by the central bulkhead 103, and each is constituted by a corrugated bulkhead. .

  The double bottom portion of the ballast tank is the bottom tank 104 (Bottom Tank), the double shell portion of the side is the side tank 105 (Wing Tank), FIG. 3 is a structural plan view of the bottom tank 104, and FIG. The structural side view of the tank 105 is shown.

  The bottom tank 104 divides the ballast tank into left and right eaves with a vertical partition wall 107, and divides the ballast tank into five at the stern with a horizontal partition wall 106. Each bottom tank 104 has a vertical girder 108 (Longitudinal Guarder) and 3 to 3 parts. A double girder 109 (Lateral Girder) is provided every 4FS, and a plurality of (four in FIG. 3) longitudinal reinforcing members 110 (Longitudinal Stiffener: hereinafter referred to as longitudinal ossicles) in parallel with the vertical girder 108. These are arranged on the plates 111 and 112, respectively.

  The side tank 105 is divided into a plurality of (two in FIG. 4) horizontal girders 113, and has a vertical girder 114 at the position of the above-mentioned horizontal girder 109, and a rib 115 (hereinafter referred to as a small bone) every 1FS in the middle. ) Is arranged on the inner and outer shell plates 116 and 117, and the top of the tank is the upper deck 118.

  The curved portion on the heel side of the bottom tank 104 has a bilge shell plate 119, a bilge keel 120 on the outside, and a reinforcing plate 121 on each 1FS.

  [Pipe] A small gap (20 to 30 mm) is arranged in the outer shell plate 112 of the bottom tank 104, a bell mouth 131 is arranged, and the ballast main pipe 2P is passed through a branch valve 132 (opening and closing operation with the upper deck 118 on the extension shaft). (2S on the starboard side) is connected (a pipe parallel to the ballast main pipe 2P indicates a residual liquid discharge pipe after unloading of the liquid).

  The circulation main pipe 6P (2S on the starboard side) and the circulation branch valve 133 are arranged at the top of the side tank 105, and the pipe end 134 thereof is arranged at the flow path starting point 135 of the tank 105.

  [Meandering main flow path] Light holes 141 are alternately arranged at the bow and tail ends of the horizontal girder 113 of the side tank 105 and the vertical girder 107 of the bottom tank 104, and the meandering main flow path extending from the circulation branch pipe end 134 to the bell mouth 131 Form.

  A plurality of light holes 142 are arranged in the vertical girders 114, a plurality of light holes 143 are arranged in the horizontal girders 109, and scallops 145 are respectively provided at the intersections of the horizontal girders 113 and the vertical girders 108 and through the longitudinal small bones. The flow velocity is distributed over the entire height and width of the meandering main flow path.

  [Descent / Transverse Sub-Flow Channel] A small hole row 144 is provided at the center line of the horizontal girder 113 of the side tank 105, and the scallop 145 at each of the edge of the horizontal girder 113 through the small bone 115 and the intersection with the vertical girder 114. Forming a descending secondary flow path of the full width flow velocity distribution of the side tank 105, applying a small hole row 144 to the center line of the stringer 108 of the bottom tank 104, and the inner and outer shell plates 111 of the edge of the stringer 108 and the longitudinal small bone 110, A traverse sub-flow path of the total high flow velocity distribution of the bottom tank 104 is formed together with a plurality of (every 1-2 FS) air holes 147 and water holes 148 opened in contact with 112 to prevent drifting and staying in both tanks.

  [Bilge part] The bottom side part of the bottom tank 104 is surrounded by a bilge shell plate 119, a horizontal girder 113 (an extension of the bottom tank inner shell plate 111) and a vertical girder 108, and a replenishment plate 121 is provided for each 1FS. Further, a medium-diameter light hole 122 is arranged in the reinforcing plate 121 and a large-diameter light hole 123 is arranged in the stringer 108 every 1FS to limit the stay in the vicinity of the bilge shell plate 119.

  [Addition of meandering main flow path] As shown in FIG. 5, the meandering main flow path by the vertical girder 108 of the bottom tank 104 is further meandered in the horizontal direction by arranging light holes 141 having large diameters alternately at the ends of the horizontal girder 109. A small hole row 146 is arranged in the center line of the cross beam 109, and a longitudinal subchannel is formed together with the penetrating scallop 145 of the vertical ossicle 110 to prevent drift and stay.

  [Diffusion of sterilized drug] As described above, we have devised to prevent drift and retention in the circulation in the tank as much as possible. The acceleration of ballast water due to the vibrations of the engine and propeller) promotes the diffusion of the drug and fulfills the sterilization function.

  Referring to FIG. 2 (b), the flow path inside a ballast tank of a bulk carrier will be described as a third embodiment. A cargo ridge (Cargo Hold) forms a hopper shape on the heel side of the ballast tank. A top-side tank 105T having a trapezoidal cross section on both sides of the top, a bottom-side tank 104B having a trapezoidal cross section on both sides of the bottom, and a bottom tank having a rectangular section following the bottom-side tank (Bottom Tank). ) 104B constitutes a ballast tank, and the top side tank 105T and the bottom side tank 104W are connected by a connecting pipe 136.

  A fuel tank 124 is disposed at the center of the bottom of the hull, and the sum of the cross-sectional areas of the bottom side tank 104W and the bottom tank 104B is generally substantially equal to that of the top side tank 105T.

  The cross girder 109 of the top side tank 105T and the bottom side tank 104W has a T-shaped cross girder applied to the inner and outer shell plates (116, 117, 118, 119, 112), and the center of both tanks forms a large cavity. The bottom tank 104B is the same as the bottom tank 104 of FIG.

  Circulation main pipes 6P and 6S, a circulation branch valve 133 (not shown) on the top side tank 105T, ballast main pipes 2P and 2S, a ballast branch valve 132 (not shown), and a bell mouth 131 on the bottom tank 104B, FIG. That is, they are arranged in the same manner as in the second embodiment.

  In the top side tank 105T, the pipe end 134 of the circulation branch is directed in the lateral direction along the tank shell plates 116, 117 and the upper deck 118, and a rotational spiral flow is given into the tank 105 by the jetting to limit the drift / stagnation. To do.

  In the bottom side tank 104W, the pipe end 137 of the connecting pipe 136 from the top side tank 105T is directed along the outer shell plate 117 in the vertical direction, and the jet flow gives a rotational flow to the tank 104W. However, if the jet flow velocity is insufficient due to the reduction of pipe loss during ballast drainage, a jet pipe 138 having a minimum diameter from the circulation branch may be installed in parallel with the connecting pipe 136 to obtain the jet flow velocity. .

  The structure related to the drift / retention localities such as light holes, small holes, scallops, air holes, water holes in the girders and small bones inside the tanks 105T, 104W, and 104B is the same as that shown in FIG. 2A (Example 2). It is the same.

1 Ballast pump unit 2P Ballast main pipe (left side) 2S Ballast main pipe (right side)
3 Cooling Seawater Pump Unit 4P Cooling Seawater Pump Preliminary Machine 4S Cooling Seawater Pump Regular Machine V1C Circulating Suction Valve VT T Type Check Valve V2C Circulating Water Feed Valve V1 Cooling Suction Valve V2 Cooling Water Feed Valve 5 Sterilizer 6P Circulation Main Pipe (Side Port) 6S Circulation Main line (Starboard)
7P Seawater intake system (Port side) 7S Seawater intake system (Starboard)
8P ballast pump (left side) 8S ballast pump (right side)
V1P Water intake suction valve (left side) V1S Water intake suction valve (right side)
V2P Drainage suction valve (left side) V2S Drainage suction valve (right side)
V3P injection valve (left port) V3S injection valve (right port)
V4P Drainage check valve (left side) V4S Drainage check valve (right side)
V5P Throttle valve (left side) V5S Throttle valve (right side)
V6, V6C Communication valve V5C Half-throttle valve 9 Seawater box VIM Intake main valve 10 Strainer VIB Intake branch valve 11, 12 Concentration sensor 101 Load tank, loading tank 102 Load tank horizontal partition wall 103 Load tank vertical partition wall 104 Bottom tank 105 Side tank 106 Tank horizontal partition 104W Bottom side tank 104B Bottom tank 105T Top side tank 107 Tank vertical partition 108 Vertical girder 109 Horizontal girder 110 Vertical small bone 111 Double bottom inner shell plate 112 Double bottom outer shell plate 113 Horizontal girder 114 Vertical Girder 115 Rib (Small) 116 Bone Inner Shell Plate 117 Bone Outer Shell Plate 118 Upper Deck 119 Bilge Shell Plate 120 Bilge Keel 121 Reinforcement Plate 122, 123 Light Hole 124 Fuel Tank 131 Bellmouth 132 Ballast Branch Valve 133 Circulation Branch Valve 134, 137 Pipe end 135 Flow path start point 136 Connecting pipe 141 Light Hole 142 Light hole 143 Light hole 144 Small hole 145 Scallop 146 Small hole 147 Air hole 148 Water hole

Claims (6)

  Switch from the cooling seawater system to the ballast water circulation system with two pairs of suction valve and water supply valve installed in the cooling seawater pump spare machine, or switch to the circulation system by adding a switching valve to one ballast pump adjacent to the pump, A ship ballast water circulation processing system configured to send water to a ballast tank through a circulatory line through a sterilizer, suck the return water through a ballast injection / drain pipe, and circulate the ballast water in each ballast tank for sterilization.   Light holes are placed at the bow and tail alternate ends of each structural girder in the axial direction of the ballast tank, and the light holes and vertical ossicles of the inner and outer shell plates are located at the edges of the structural girder on each structural girder in the transverse direction. A ballast water circulation treatment system for a ship that constitutes a meandering main flow path from the end of the circulation injection pipe at the top of the side tank to the bell mouth at the end of the ballast pouring / draining pipe of the bottom tank together with the penetrating scallop.   The ballast water circulation treatment of a ship in which light holes are alternately arranged in the meandering main flow path of the bottom tank at the end of each transverse girder of the bottom tank alternately on both sides of the hull center and the shore side, and the meandering flow path is also added in the cross-sectional direction. system.   A small hole row is arranged at the center line of each structural girder in the axial direction of the ballast tank, and a row of air holes and a water hole row are arranged in contact with the weld line between the structural girder and the inner and outer shell plates of the vertical small bone, respectively. A ship ballast water circulation treatment system in which a sub-flow path in a cross-sectional direction is formed so as to prevent a drift and stagnation in the tank together with a scallop at an intersection with each structural girder in a direction.   In the top side tank and bottom side tank that have a large trapezoidal cross section on the heel side of the ballast tank, the pipe end of the top circulation injection pipe and both tank connecting pipes are directed along the tank shell plate in the tank cross section direction. A ship ballast water circulation treatment system configured to prevent a drift or stagnation by giving a rotating subflow to the tank.   An outside drainage valve is added to the ballast water circulation system of claim 1, and the meandering main channel in the ballast tank of claim 2 and the meandering main channel in the ballast tank of claim 2 are used in the reverse direction, and the ballast pump passes through the ballast injection / drainage channel. A ballast water circulation treatment system with a ballast water exchange function that is configured to inject water and drain outside the waterline.

Images