JP2012224108A - Frictional resistance reduction type ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a frictional resistance reduction type ship having a sufficient frictional resistance reduction effect while suppressing the lowering of hull strength.SOLUTION: The frictional resistance reduction type ship 1 includes gas blow-out units 12 which are formed in a hull shell plate 20 on a bottom 5 of the ship 1 and capable of blowing out gas therefrom, and a gas supply device for supplying gas to the gas blow-out units 12. Each gas blow-out unit 12 includes a starboard side gas blow-out unit 12R extending to the starboard stem side from a vicinity of a first point P of the center line C of the hull, and a port side gas blow-out unit 12L extending to the port stem side from a vicinity of the first point P. The starboard gas blow-out unit 12R and the port gas blow-out unit 12L are arranged to be line-symmetric to each other with respect to the center line C in a V-shape or a U-shape.

Description

  The present invention relates to a ship, and more particularly to a frictional resistance reduced ship.

  As a technique for reducing the resistance acting on the hull of a ship, a method is known in which air (bubbles) is blown into water from an air blowing portion and the entire bottom of the ship is covered with bubbles. In the above method, the air blowing portion is provided on the ship bottom or the ship side. FIG. 1 is a schematic bottom view of a ship (friction resistance reduction type ship) incorporating such a resistance reduction technique. In the example of this figure, the ship 111 includes an air blowing part 114 on the flat ship bottom 113 of the hull 112. By providing the air blowing portion 114 on the flat ship bottom 113, the entire ship bottom 113 can be covered with a stable bubble film. Thereby, resistance by seawater acting on the hull 112 can be reduced.

  As a related technique, Japanese Patent Laid-Open No. 2000-128062 (Patent Document 1) discloses a ship frictional resistance reduction device. This apparatus for reducing frictional resistance of a ship has an air blower configured to generate microbubbles by blowing pressurized air from a large number of air outlets into water at least in a region where the frictional resistance of the hull acts greatly. It is characterized in that it is assembled as a C-shaped arrangement directly upstream. The assembly position of the air blower may be a position sandwiching the hull center line of the ship bottom.

JP 2000-128062 A

  In the above-mentioned ship with reduced frictional resistance, it is necessary to provide an opening in the hull outer plate in order to form an air blowing portion. In order for the air blowing section to blow out bubbles for sufficiently covering the entire ship bottom, it is preferable to make one opening as large as possible or provide a plurality of openings (FIG. 1). However, if the size of the opening is increased or the number of openings is increased, the strength of the hull outer plate may be reduced accordingly. A technique that can release sufficient bubbles while suppressing a decrease in ship hull strength is desired.

  An object of the present invention is to provide a frictional resistance reduction ship having a sufficient frictional resistance reduction effect while suppressing a decrease in hull strength. Another object of the present invention is to provide a frictional resistance-reducing ship having an air blowing part capable of discharging sufficient bubbles toward the ship side and the ship bottom while suppressing a decrease in hull strength.

  These objects and other objects and benefits of the present invention can be easily confirmed by the following description and the accompanying drawings.

  Hereinafter, means for solving the problem will be described using the numbers and symbols used in the embodiments for carrying out the invention. These numbers and symbols are added with parentheses in order to clarify the correspondence between the description of the claims and the mode for carrying out the invention. However, these numbers and symbols should not be used for interpreting the technical scope of the invention described in the claims.

  The ship for reducing frictional resistance according to the present invention includes a gas blowing section (12) and a gas supply device (57). The gas blowing section (12) is provided on the hull outer plate (20) of the bottom (5) of the ship (1) and can blow out gas. The gas supply device (57) supplies gas to the gas blowing section (12). The gas blowing section (12) includes a starboard gas blowing section (12R) and a port gas blowing section (12L). The starboard gas blowing section (12R) extends from the vicinity of the first point (P) of the center line (C) of the hull (80) to the starboard bow side. The port gas blowing section (12L) extends from the vicinity of the first point (P) to the port side of the port. The starboard gas blowing part (12R) and the port gas blowing part (12L) are arranged symmetrically with respect to the center line (C) and are V-shaped or U-shaped.

  In the above-mentioned ship with reduced frictional resistance, the starboard gas blowing part (12R) preferably includes a plurality of starboard sub-gas blowing parts (12R-1 to 12R-4) that are continuous toward the bow side of the starboard. It is preferable that the port gas blowing section (12L) includes a plurality of port sub-gas blowing sections (12L-1 to 12L-4) that are continuous toward the bow side of the port.

  In the ship with reduced frictional resistance, the gas blowing section (12) is located near the bow-side first end of the starboard gas blowing section (12R) from the second end portion on the bow side of the port gas blowing section (12L). It is preferable to further include a central gas blowing part (12H) extending to the vicinity. The starboard gas blowing part (12R), the port gas blowing part (12L), and the central gas blowing part (12H) are preferably symmetrically arranged with respect to the center line (C) in a triangular or D shape. .

  In the ship with reduced frictional resistance, the central gas blowing section (12H) has a plurality of central auxiliary gas blowing sections (12H-1 to 12H-8) that are continuous from the vicinity of the first end toward the vicinity of the second end. It is preferable that it contains.

  In the ship with reduced frictional resistance, the gas blowing section (12) is further provided with a central auxiliary gas blowing section (12H) that is provided in the vicinity of the first point (P) and is symmetrical with respect to the center line (C). It is preferable to provide.

  In the above-described ship for reducing frictional resistance, the central auxiliary gas blowing portion (12H) includes a plurality of central auxiliary auxiliary gas blowing portions (12H-1 to 12H-2) connected in a direction perpendicular to the center line (C). It is preferable.

  According to the present invention, it is possible to provide a frictional resistance reduced ship having a sufficient frictional resistance reducing effect while suppressing a decrease in hull strength. Another object of the present invention is to provide a frictional resistance-reducing ship having an air blowing part capable of discharging sufficient bubbles toward the ship side or the ship bottom while suppressing a decrease in hull strength.

FIG. 1 is a schematic bottom view of a ship incorporating a conventional resistance reduction technique. FIG. 2 is a schematic side view showing an example of the configuration of the frictional resistance reduction type ship according to the first embodiment of the present invention. FIG. 3A is a schematic bottom view showing an example of the configuration of the frictional resistance reduction ship according to the first embodiment of the present invention. FIG. 3B is an enlarged view of the gas blowing portion in FIG. 3A. FIG. 3C is an enlarged view of a modification of the gas blowing portion in FIG. 3A. FIG. 4 is a schematic cross-sectional view showing an example of the configuration of the ship bottom gas blowing section and the gas supply chamber. FIG. 5A is a schematic diagram illustrating a configuration example of a gas blowing unit. FIG. 5B is a schematic diagram illustrating a configuration example of the gas blowing unit. FIG. 5C is a schematic diagram illustrating a configuration example of the gas blowing unit. FIG. 5D is a schematic diagram illustrating a configuration example of a gas blowing unit. FIG. 5E is a schematic diagram illustrating a configuration example of the gas blowing unit. FIG. 5F is a schematic diagram illustrating a configuration example of the gas blowing unit. FIG. 5G is a schematic diagram illustrating a configuration example of a gas blowing unit. FIG. 5H is a schematic diagram illustrating a configuration example of a gas blowing unit. FIG. 6A is a schematic bottom view showing a modified example of the configuration of the frictional resistance reduction ship according to the first embodiment of the present invention. FIG. 6B is a schematic bottom view showing a modified example of the configuration of the frictional resistance reduction ship according to the first embodiment of the present invention. FIG. 6C is a schematic bottom view showing a modified example of the configuration of the frictional resistance reduction ship according to the first embodiment of the present invention. FIG. 7A is a schematic bottom view showing an example of a configuration of a frictional resistance reduction ship according to the second embodiment of the present invention. FIG. 7B is an enlarged view of the gas blowing portion in FIG. 7A. FIG. 7C is an enlarged view of a modification of the gas blowing portion in FIG. 7A. FIG. 8A is a schematic bottom view showing an example of a configuration of a frictional resistance reduction ship according to the second embodiment of the present invention. FIG. 8B is an enlarged view of the gas blowing portion in FIG. 8A. FIG. 8C is an enlarged view of a modification of the gas blowing portion in FIG. 8A. FIG. 9A is a schematic bottom view showing an example of the configuration of a frictional resistance reduction ship according to the second embodiment of the present invention. FIG. 9B is an enlarged view of the gas blowing portion in FIG. 9A. FIG. 9C is an enlarged view of a modification of the gas blowing portion in FIG. 9A. FIG. 10A is a schematic bottom view showing an example of the configuration of a frictional resistance reduction ship according to the third embodiment of the present invention. FIG. 10B is an enlarged view of the gas blowing portion in FIG. 10A. FIG. 10C is an enlarged view of a modified example of the gas blowing portion in FIG. 10A.

  Hereinafter, a frictional resistance reduction type ship according to an embodiment of the present invention will be described with reference to the accompanying drawings.

(First embodiment)
A configuration of the frictional resistance reduction type ship according to the first embodiment of the present invention will be described.
FIG. 2 is a schematic side view showing an example of the configuration of the frictional resistance reduction type ship according to the first embodiment of the present invention. In this figure, the ship length direction (front-rear direction), the ship width direction (left-right direction) of the hull 80 of the frictional resistance reduction type ship 1, and the directions perpendicular to them are shown as the x direction, the y direction, and the z direction, respectively. ing. A line in contact with the water surface of the hull 80 floating on the still water surface is defined as a draft line DL.

  The frictional resistance reduction type ship 1 includes a hull 80 and a gas blowing device 60 provided in the hull 80. The hull 80 includes a bow portion 2 including a tip portion 6, an intermediate portion 8, a stern portion 3, a propeller 81, and a rudder 82. Here, the hull 80 is divided into approximately three equal parts in the direction of the hull center line C (described later), the bow side portion is the bow portion 2, the stern side portion is the stern portion 3, and the portion in between is the intermediate portion 8. Yes.

  The gas blowing device 60 is a gas (for example, air) from at least a gas blowing portion provided on the bottom 5 (the hull outer plate 20) of the bow 2 so as to cover the bottom 5 of the hull 80 with bubbles during navigation. , Exhaust gas from the main engine, etc.). The gas blowing device 60 includes a ship bottom gas blowing unit 12, a gas supply unit 57, and a gas supply chamber 51. The ship bottom gas blowing section 12 is provided on the hull outer plate 20 of the ship bottom 5 in the bow section 2 and can blow out air into the water. The gas supply unit 57 includes a compressor or a blower. The gas supply unit 57 supplies gas to the gas supply chamber 51 provided in the ship bottom gas blowing unit 12 via the pipe 56. The gas supply chamber 51 is provided in each ship bottom gas blowing section 12. The gas supply chamber 51 blows out the gas supplied from each ship bottom gas blowing section 12 through the pipe 56 into the water. In order to increase the frictional resistance reduction effect, the hull skin 20 on the ship side 4 may have another gas blowing portion.

  FIG. 3A is a schematic bottom view showing an example of the configuration of the frictional resistance reduction ship according to the first embodiment of the present invention, and FIG. 3B is an enlarged view of the gas blowing section 12 in FIG. 3A. The x direction, the y direction, and the z direction are the same as those in FIG. The center line from the bow side to the stern side in the hull 80 is a hull center line C.

  The gas blowing unit 12 includes a starboard gas blowing unit 12R and a port gas blowing unit 12L. The starboard gas blowing portion 12R extends from the vicinity of the first point P of the hull center line C to the starboard bow side. The port gas blowing portion 12L extends from the vicinity of the first point P toward the port side of the port. The first point P is set at the bow 2. In the example of this figure, the starboard gas blowing portion 12R and the port gas blowing portion 12L are combined and integrated at the first point P, but may be separated from each other. The starboard gas blowing portion 12R and the portside gas blowing portion 12L are axisymmetric with respect to the hull center line C and are arranged in a V shape. The starboard gas blowing part 12R and the portside gas blowing part 12L are arranged so that the width in the y direction occupied by them is smaller than the maximum width of the hull 80.

  The starboard gas blowing portion 12R and the port gas blowing portion 12L both have a horizontally long shape (a shape extending in one direction), for example, a band shape (rectangular shape). The end may be rounded or the whole may be rounded. As will be described later, the starboard gas blowing portion 12R and the portside gas blowing portion 12L are not only provided with a band-shaped gas blowing port, but also a plurality of gas blowing ports arranged in a single row or in a plurality of rows. As a result, the case where the band-shaped region is occupied is included. For example, in the example of FIG. 3B, a plurality of gas outlets are arranged in a line and occupy a band-shaped region.

  FIG. 3C is an enlarged view of a modified example of the gas blowing section 12 in FIG. 3A. As shown in FIG. 3C, the starboard gas blowing section 12R may include a plurality of starboard sub-gas blowing sections 12R-1 to 12R-n that are continuous toward the starboard bow side. In the example of this figure, n = 4. Similarly, the port gas blowing unit 12L may include a plurality of port side sub-gas blowing units 12L-1 to 12L-n that are continuous toward the bow side of the port. In the example of this figure, n = 4.

  Thus, in this Embodiment, the V-shaped ship bottom gas blowing part 12 is provided in the ship bottom 5 of the bow part 2. As shown in FIG. The starboard gas blowing portion 12R and the portside gas blowing portion 12L of the ship bottom gas blowing portion 12 are arranged so that the width in the y direction occupied by them is smaller than the maximum width of the hull 80. This is because a decrease in strength of the hull outer plate 20 can be suppressed by making it smaller than the maximum width of the hull 80. Further, it is assumed that a force on the longitudinal section such as sagging and hogging acts on the hull 80, which is an oblique arrangement and advantageous in hull strength as compared with the conventional method arranged on one section.

  At this time, whether or not the bubbles can sufficiently cover the ship bottom 5 becomes a problem. However, in the flat part of the bottom 5, a flow F spreading toward the ship side 4 is generated. By disposing the bottom gas blowing section 12 in a V shape at a position in the middle of the flow F, air bubbles are placed on the flow F and supplied not only to the stern section 3 side but also to the ship side 4. Can do. As a result, even if the ship bottom gas blowing section 12 is arranged to be smaller than the maximum width of the hull 80, the bubbles can be spread over a wide range of the ship bottom 5. That is, the bubbles can sufficiently cover the ship bottom 5. As a result, a sufficient frictional resistance reduction effect can be obtained. In the flow F, the streamline may be sparse particularly on the hull center line C. Even in that case, since the ship bottom gas blowing portion 12 is also present in the vicinity of the hull center C, it is possible to prevent the streamlines from becoming sparse.

  Here, the starboard gas blowing part 12R and the port gas blowing part 12L are representative streamlines of the flow F passing over them (example: streamline at the center of the starboard gas blowing part 12R and the portside gas blowing part 12L) and It is preferable to intersect at an angle close to vertical. As a result, the starboard gas blowing portion 12R and the portside gas blowing portion 12L can cover the area assumed on the ship side 4 and the ship bottom 5 with bubbles while minimizing the length at the position.

Next, the relationship between the ship bottom gas blowing section 12 and the gas supply chamber 51 will be further described.
FIG. 4 is a schematic sectional view showing an example of the configuration of the ship bottom gas blowing section 12 (each of the starboard gas blowing section 12R and the portside gas blowing section 12L) and the gas supply chamber 51. The gas supply chamber 51 is coupled to the hull outer plate 20 of the ship bottom 5 in the hull 80. The gas supply chamber 51 is supplied with gas via a pipe 56. The gas supply chamber 51 diffuses gas throughout the inner chamber 52, and gas is supplied from the gas outlet 12a of the ship bottom gas outlet 12 (each of the starboard gas outlet 12R and the portside gas outlet 12L) provided on the bottom plate 51a. Blow out. The bottom plate 51a of the gas supply chamber 51 may be the same as the hull outer plate 20 of the ship bottom 5 (in the case of FIG. 4). In this case, the outer frame 51 b of the gas supply chamber 51 is coupled to the hull outer plate 20. Alternatively, the bottom plate 51a of the gas supply chamber 51 may overlap the hull outer plate 20 of the ship bottom 5 (not shown). In this case, the outer frame 51 b and the bottom plate 51 a of the gas supply chamber 51 are coupled to the hull outer plate 20. Alternatively, the bottom plate 51a of the gas supply chamber 51 may be separated from the hull outer plate 20 of the ship bottom 5 (not shown). In this case, the bottom plate 51a of the gas supply chamber 51 is coupled to the hull outer plate 20 via piping or the like (not shown).

  Next, the ship bottom gas blowing unit 12 will be further described. Each of the starboard gas blowing portion 12R and the port gas blowing portion 12L includes one or a plurality of gas blowing ports 12a. The ship bottom gas blowing part 12 is formed in a band shape (rectangular shape) on the surface of the ship bottom 5 of the bow part 2. When the gas supply chamber 51 is coupled to the hull outer plate 20 on the inner side of the hull outer plate 20, the band shape corresponds to the shape of the coupling portion between the outer frame 51 b and the hull outer plate 20. When the joint portion between the outer frame 51b and the hull outer plate 20 has another shape (example: circle, ellipse, polygon), the shape may be the shape of the ship bottom gas blowing portion 12. In addition, even if there is another gas supply chamber 51 in the vicinity of the gas supply chamber 51, it is considered that the gas supply chamber 51 has substantially the same action, and therefore it can be regarded as one ship bottom gas blowing portion 12 together. However, the vicinity of the gas supply chamber 51 is the circumference of the gas supply chamber 51 and means the longest side, the diameter, or the length of the long axis of the shape of the gas supply chamber 51. However, in the present embodiment, in any case described above, the ship bottom gas blowing portion 12 has an elongated shape.

  FIG. 5A to FIG. 5H are schematic diagrams illustrating a configuration example of the ship bottom gas blowing unit 12 (each of the starboard gas blowing unit 12R and the portside gas blowing unit 12L). These configurations are common to the starboard gas blowing portion 12R and the portside gas blowing portion 12L. In the case of the ship bottom gas blowing portion 12 of FIG. 5A, the gas blowing port 12a has a slit shape. The slit shape is a rectangular shape extending in the direction CL. The ship bottom gas blowing unit 12 may include a plurality of gas blowing ports 12a arranged in the direction. In the case of the ship bottom gas blowing portion 12 of FIG. 5B, the gas blowing port 12a has a circular hole shape. The ship bottom gas blowing unit 12 includes a plurality of gas blowing ports 12a arranged in the direction CL. 5C is the same as the ship bottom gas blowing unit 12 shown in FIG. 5B except that the circular hole of the gas blowing port 12a is replaced with an elliptical hole shape or an oblong hole. However, the long axis is parallel to the direction CL. 5D is the same as the ship bottom gas blowing portion 12 shown in FIG. 5C except that the elliptical hole or the oblong hole of the gas blowing port 12a has a short axis parallel to the direction CL. . 5E is the same as the ship bottom gas blowing portion 12 shown in FIG. 5C except that the elliptical hole or the oblong hole of the gas blowing port 12a is in the direction of the streamline.

  In the case of the ship bottom gas blowing portion 12 of FIG. 5F, the gas blowing port 12a has a circular hole shape. The ship bottom gas blowing portion 12 includes gas blowing ports 12a along two parallel straight lines CL1 and CL2 extending along the direction CL. The positions of the circular holes arranged along the straight line CL1 and the circular holes arranged along the straight line CL2 are shifted in the direction CL. 5G is the same as the ship bottom gas blowing unit 12 shown in FIG. 5F except that the circular hole of the gas blowing port 12a is replaced with an elliptical hole or an oblong hole. The major axis of each elliptical hole or oval hole is perpendicular to the straight lines CL1 and CL2. 5H is the same as the ship bottom gas blowing unit 12 shown in FIG. 5F except that the circular hole of the gas blowing port 12a is replaced with a slit. The longitudinal direction of each slit is parallel to the straight lines CL1 and CL2.

  As described above, in FIGS. 5A to 5H, the gas supply chamber 51 is provided inside the hull 80 of the ship bottom gas blowing section 12. However, the gas recovery chamber 51 may be provided for each gas outlet 12a, or may be provided for each of the plurality of gas outlets 12a. At this time, the plurality of gas outlets 12a are provided in the vicinity of each other. That is, the gas supply chamber 51 is close in the range of the longest side, the diameter, and the length of the long axis.

6A to 6C are schematic bottom views showing modifications of the configuration of the frictional resistance reduction type ship according to the first embodiment of the present invention.
FIG. 6A is different from the case of FIG. 3A in that this embodiment is applied to a slim type ship having a small area of the flat portion of the bottom 5. Also in this case, the starboard gas blowing unit 12R and the port gas blowing unit 12L may be integrated or separated as in FIG. 3B. Similarly to FIG. 3C, the starboard gas blowing section 12R and the port gas blowing section 12L include a plurality of starboard sub-gas blowing sections 12R-1 to 12R-n and a plurality of port side sub-gas blowing sections 12L-1 to 12L-n. You can leave. 6B is different from the case of FIG. 3A in that the starboard gas blowing portion 12R and the portside gas blowing portion 12L are arranged symmetrically with respect to the hull center line C and are U-shaped. Yes. However, the bent portion of the U shape may be a curved shape or a polygonal arc shape. Also in this case, the starboard gas blowing unit 12R and the port gas blowing unit 12L may be integrated or separated as in FIG. 3B. Similarly to FIG. 3C, the starboard gas blowing section 12R and the port gas blowing section 12L include a plurality of starboard sub-gas blowing sections 12R-1 to 12R-n and a plurality of port side sub-gas blowing sections 12L-1 to 12L-n. You can leave. Furthermore, the U-shaped curved portion may be a polygonal arc. FIG. 6C is different from the case of FIG. 6B in that this embodiment is applied to a slim type ship with a small area of the flat portion of the bottom 5. In any case (even in the case of a U-shape), the same effect as in the case of FIGS. 3A to 3C can be obtained. In addition, as a thin type ship, it is a ship with a comparatively small square manure coefficient Cb (Cb approximate value: 0.50-0.75)), and a ferry, a passenger ship, a container ship, and an LNG ship are illustrated. (same as below).

  As described above, in the present embodiment, at the bow, the bottom gas blowing portion 12 (starboard gas blowing portion 12R and portside gas blowing portion 12L) is narrower than the maximum width of the hull 80, and the hull centerline C Are arranged in a V-shape or U-shape with line symmetry. Therefore, it is advantageous in hull strength as compared with the conventional method. In addition, by the flow F spreading toward the ship side 4, bubbles can be widely supplied not only to the stern part 3 side but also to the ship side 4 by being put on the flow F. Thereby, it becomes possible to spread the bubbles over a wide range of the ship bottom 5. As a result, a sufficient frictional resistance reduction effect can be obtained. In the flow F, the streamline may be sparse particularly on the hull center line C. Even in that case, since the ship bottom gas blowing portion 12 is also present in the vicinity of the hull center C, it is possible to suppress sparse flow lines.

(Second Embodiment)
A configuration of the frictional resistance reduction type ship according to the second embodiment of the present invention will be described.
The frictional resistance reducing ship 1 according to the present embodiment is different from the frictional resistance reducing ship 1 (FIGS. 3A to 3C) in the first embodiment in the configuration of the gas blowing part 12. In the following, differences from the first embodiment will be mainly described.

  FIG. 7A is a schematic bottom view showing an example of the configuration of the frictional resistance reduction type ship according to the second embodiment of the present invention, and FIG. 7B is an enlarged view of the gas blowing section 12 in FIG. 7A. The x direction, the y direction, and the z direction are the same as those in FIG.

  The gas blowing unit 12 includes a starboard gas blowing unit 12R, a port gas blowing unit 12L, and a central gas blowing unit 12H. The starboard gas blowing part 12R and the port gas blowing part 12L are the same as those in the first embodiment.

  The central gas blowing part 12H extends from the vicinity of the bow side (+ x side) end of the starboard gas blowing part 12R to the vicinity of the bow side end of the port gas blowing part 12L. That is, the center gas blowing portion 12H extends in a direction perpendicular to the hull center line C, and is provided on the bow side of the starboard gas blowing portion 12R and the port gas blowing portion 12L. In the example of this figure, the center gas blowing part 12H is in contact with the ends of the starboard gas blowing part 12R and the port gas blowing part 12L, respectively, but may be separated. The central gas blowing portion 12H is arranged line-symmetrically with respect to the hull center line C. The starboard gas blowing section 12R, the port gas blowing section 12L, and the central gas blowing section 12H are arranged in a triangle with line symmetry with respect to the center line C. The central gas blowing section 12H is arranged so that the width in the y direction occupied by it is smaller than the maximum width of the hull 80.

  The central gas blowing portion 12H has a horizontally long shape (a shape extending in one direction), for example, a band shape (rectangular shape). The end may be rounded or the whole may be rounded. Similarly to the case of the starboard gas blowing portion 12R and the portside gas blowing portion 12L (FIGS. 5A to 5H), the central gas blowing portion 12H is not only provided with a belt-shaped gas blowing port, but also includes a plurality of gas blowing ports. This includes the case where the gas outlets are arranged in a line or a plurality of lines and as a result occupy a band-shaped region. For example, in the example of FIG. 7B, a plurality of gas outlets are arranged in a line and occupy a band-shaped region.

  FIG. 7C is an enlarged view of a modification of the gas blowing section 12 in FIG. 7A. As shown in FIG. 7C, the starboard gas blowing section 12R and the port gas blowing section 12L are similar to the case of FIG. 3C, with a plurality of starboard subgas blowing sections 12R-1 to 12R-n and a plurality of portside gas blowing sections. 12L-1 to 12L-n may be included. In the example of this figure, n = 4. Further, the central gas blowing section 12H includes a plurality of central auxiliary gas blowing sections 12H-1 to 12H-m that are continuous from the vicinity of the end of the starboard gas blowing section 12R to the vicinity of the end of the port gas blowing section 12L. Also good. In the example of this figure, m = 8.

  Thus, in the present embodiment, a triangular ship bottom gas blowing section 12 is provided on the ship bottom 5 of the bow section 2. In this case, the same effect as that of the first embodiment can be obtained. In addition, the following effects can also be obtained. In the flat part of the ship bottom 5, a flow spreading toward the ship side 4 occurs, and the streamline may be sparse particularly on the hull center line C. By arranging the air blowing portions in a triangle with respect to such a flow, since there are many gas blowing portions (gas blowing ports) on the hull center line C, more air bubbles on the hull center line C. Air bubbles can be supplied. Thereby, it is possible to more surely prevent the streamline from becoming sparse on the hull center line C, and to obtain a sufficient frictional resistance reduction effect.

  Regarding the relationship between the ship bottom gas blowing section 12 (each of the starboard gas blowing section 12R, the portside gas blowing section 12L, and the central gas blowing section 12H) and the gas supply chamber 51, the case of the first embodiment (FIG. 4 and the like) It is the same. In addition, the configuration example of the ship bottom gas blowing unit 12 (each of the starboard gas blowing unit 12R, the portside gas blowing unit 12L, and the central gas blowing unit 12H) is the same as in the case of the first embodiment (FIGS. 5A to 5H). It is the same.

8A to 8C are schematic bottom views showing modifications of the configuration of the frictional resistance reduction ship according to the second embodiment of the present invention.
FIG. 8A is different from the case of FIG. 7A in that this embodiment is applied to a slim type ship having a small area of the flat portion of the bottom 5. Also in this case, the starboard gas blowing portion 12R, the port gas blowing portion 12L, and the central gas blowing portion 12H may be integrated or separated as in FIG. 7B. In addition, as in FIG. 7C, the starboard gas blowing unit 12R, the port gas blowing unit 12L, and the central gas blowing unit 12H include a plurality of starboard sub-gas blowing units 12R-1 to 12R-n and a plurality of port side gas blowing units 12L-1. To 12L-n and a plurality of central auxiliary gas blowing portions 12H-1 to 12H-m may be included. 8B, the starboard gas blowing portion 12R, the portside gas blowing portion 12L, and the central gas blowing portion 12H are arranged in a D-shape with line symmetry with respect to the hull center line C, as compared with the case of FIG. 7A. Is different in that. However, the bent portion of the D shape may be a curved shape or a polygonal arc shape. Also in this case, the starboard gas blowing portion 12R, the port gas blowing portion 12L, and the central gas blowing portion 12H may be integrated or separated as in FIG. 7B. In addition, as in FIG. 7C, the starboard gas blowing unit 12R, the port gas blowing unit 12L, and the central gas blowing unit 12H include a plurality of starboard sub-gas blowing units 12R-1 to 12R-n and a plurality of port side gas blowing units 12L-1. To 12L-n and a plurality of central auxiliary gas blowing portions 12H-1 to 12H-m may be included. Furthermore, the curved portion of the D shape may be a polygonal arc. FIG. 8C is different from the case of FIG. 8B in that the present embodiment is applied to a slim type ship having a small area of the flat portion of the ship bottom 5. In any case (even in the case of the D shape), the same effect as in the case of FIGS. 7A to 7C can be obtained.

  The central gas blowing part 12H may be arranged somewhat apart from the starboard gas blowing part 12R and the port gas blowing part 12L.

  As described above, in the present embodiment, the bottom 5 of the bow 2 is provided with the triangular or D-shaped bottom gas blowing portion 12. In this case, the same effect as that of the first embodiment can be obtained. In addition, the following effects can also be obtained. In the flat part of the ship bottom 5, a flow spreading toward the ship side 4 occurs, and the streamline may be sparse particularly on the hull center line C. With respect to such a flow, by arranging the air blowing portions in a triangle or D shape, the hull center line C has many gas blowing portions (gas blowing ports) on the hull center line C. It becomes possible to supply more bubbles above. Thereby, it is possible to more surely prevent the streamline from becoming sparse on the hull center line C, and to obtain a sufficient frictional resistance reduction effect.

(Third embodiment)
A configuration of a frictional resistance reduction type ship according to the third embodiment of the present invention will be described.
Compared with the frictional resistance reduction ship 1 (FIGS. 7A to 7C and FIGS. 8A to 8C) in the case of the second embodiment, the frictional resistance reduction ship 1 of the present embodiment has a configuration of the gas blowing part 12. Is different. In the following, differences from the second embodiment will be mainly described.

  FIG. 9A is a schematic bottom view showing an example of the configuration of the frictional resistance reduction type ship according to the third embodiment of the present invention, and FIG. 9B is an enlarged view of the gas blowing section 12 in FIG. 9A. The x direction, the y direction, and the z direction are the same as those in FIG.

  The gas blowing unit 12 includes a starboard gas blowing unit 12R, a port gas blowing unit 12L, and a central gas blowing unit 12H. The starboard gas blowing unit 12R and the port gas blowing unit 12L are the same as those in the second embodiment.

  The central gas blowing portion 12H extends in a direction perpendicular to the hull center line C, as in the second embodiment. However, the length in the ship side direction (y direction) of the central gas blowing part 12H is the length of the line segment from the bow side end of the starboard gas blowing part 12R to the bow side end of the port gas blowing part 12L ( Shorter than in the case of the second embodiment). Further, the distance from the central gas blowing portion 12H to the first point P of the hull center line C is from the line segment from the bow-side end of the starboard gas blowing portion 12R to the bow-side end of the port gas blowing portion 12L. It is shorter than the distance to the one point P (in the case of the second embodiment). That is, the center gas blowing part 12H is provided inside the V-shape in the starboard gas blowing part 12R and the port gas blowing part 12L arranged in a V shape. At this time, the central gas blowing portion 12H is provided in the vicinity of the first point P of the hull center line C and is symmetrical with respect to the hull center line C. In the example of this figure, the center gas blowing portion 12H has both ends in the vicinity of the end portions of the starboard gas blowing portion 12R and the port gas blowing portion 12L, respectively, but may be in contact with each other, or conversely further apart. May be.

  The central gas blowing portion 12H has a horizontally long shape (a shape extending in one direction), for example, a band shape (rectangular shape). The end may be rounded or the whole may be rounded. Similarly to the case of the starboard gas blowing portion 12R and the portside gas blowing portion 12L (FIGS. 5A to 5H), the central gas blowing portion 12H is not only provided with a belt-shaped gas blowing port, but also includes a plurality of gas blowing ports. This includes the case where the gas outlets are arranged in a line or a plurality of lines and as a result occupy a band-shaped region. For example, in the example of FIG. 9B, a plurality of gas outlets are arranged in a line and occupy a band-shaped region.

  FIG. 9C is an enlarged view of a modification of the gas blowing section 12 in FIG. 9A. As shown in FIG. 9C, the starboard gas blowing section 12R and the port gas blowing section 12L are similar to the case of FIG. 7C, with a plurality of starboard sub-gas blowing sections 12R-1 to 12R-n and a plurality of port sub-gas blowing sections. 12L-1 to 12L-n may be included. In the example of this figure, n = 4. Further, the central gas blowing section 12H may include a plurality of central auxiliary gas blowing sections 12H-1 to 12H-m that are continuous along the ship width direction (y direction). In the example of this figure, m = 2.

  As described above, in the present embodiment, the V-shaped gas blowing portions 12R and 12L and the gas blowing portion 12H on the hull center line C are provided on the bottom 5 of the bow portion 2. In this case, the same effect as that of the second embodiment can be obtained. In addition, the following effects can also be obtained. With the arrangement of the triangular and D-shaped gas blowing portions 12 in the second embodiment, there is a possibility that gas (bubbles) may be excessively supplied to a location where gas is sufficiently supplied. However, in the present embodiment, by shortening the central gas blowing portion 12H, it is possible to more reliably prevent the streamline from becoming sparse on the hull center line C, and to appropriately correspond to each portion of the ship bottom 5. Gas (bubbles) can be supplied in an amount. Thereby, a sufficient frictional resistance reduction effect can be obtained efficiently.

  The relationship between the ship bottom gas blowing portion 12 (each of the starboard gas blowing portion 12R, the portside gas blowing portion 12L, and the central gas blowing portion 12H) and the gas supply chamber 51 is the same as that in the second embodiment. In addition, the configuration example of the ship bottom gas blowing unit 12 (each of the starboard gas blowing unit 12R, the portside gas blowing unit 12L, and the central gas blowing unit 12H) is the same as that of the second embodiment.

10A to 10C are schematic bottom views showing modifications of the configuration of the frictional resistance reduction type ship according to the third embodiment of the present invention.
FIG. 10A is different from the case of FIG. 9A in that this embodiment is applied to a slim type ship having a small area of the flat portion of the bottom 5. Also in this case, the starboard gas blowing part 12R, the port gas blowing part 12L, and the central gas blowing part 12H may be integrated or separated as in FIG. 9B. Similarly to FIG. 9C, the starboard gas blowing section 12R, the port gas blowing section 12L, and the central gas blowing section 12H include a plurality of starboard sub-gas blowing sections 12R-1 to 12R-n and a plurality of port-side gas blowing sections 12L-1. To 12L-n and a plurality of central auxiliary gas blowing portions 12H-1 to 12H-m may be included. Further, in FIG. 10B, the starboard gas blowing portion 12R and the portside gas blowing portion 12L are symmetrical with respect to the hull center line C in a U shape, and the central gas blowing portion 12H is compared with the case of FIG. 9A. The difference is that they are arranged inside the U-shape. However, the bent portion of the U shape may be a curved shape or a polygonal arc shape. Also in this case, the starboard gas blowing part 12R, the port gas blowing part 12L, and the central gas blowing part 12H may be integrated or separated as in FIG. 9B. Similarly to FIG. 9C, the starboard gas blowing section 12R, the port gas blowing section 12L, and the central gas blowing section 12H include a plurality of starboard sub-gas blowing sections 12R-1 to 12R-n and a plurality of port-side gas blowing sections 12L-1. To 12L-n and a plurality of central auxiliary gas blowing portions 12H-1 to 12H-m may be included. Furthermore, the U-shaped curved portion may be a polygonal arc. FIG. 10C is different from the case of FIG. 10B in that this embodiment is applied to a slim type ship having a small area of the flat portion of the bottom 5. In any case (even in the case of a U-shape), the same effect as in the case of FIGS. 9A to 9C can be obtained.

  In addition, the center gas blowing part 12H may be arranged further away from the starboard gas blowing part 12R and the port gas blowing part 12L.

  As described above, in the present embodiment, the V-shaped or U-shaped gas blowing portions 12R and 12L and the gas blowing portion 12H on the hull center line C are provided on the bottom 5 of the bow portion 2. In this case, the same effect as that of the second embodiment can be obtained. In addition, the following effects can also be obtained. With the arrangement of the triangular and D-shaped gas blowing portions 12, there is a possibility that gas (bubbles) may be excessively supplied to a location where the gas is sufficiently supplied. However, in the present embodiment, by shortening the central gas blowing portion 12H, it is possible to more reliably prevent the streamline from becoming sparse on the hull center line C, and to appropriately correspond to each portion of the ship bottom 5. Gas (bubbles) can be supplied in an amount. Thereby, a sufficient frictional resistance reduction effect can be obtained efficiently.

  The techniques of the above embodiments can be used in appropriate combination in order to enhance the effect. For example, in the second embodiment, a V-shaped or U-shaped gas blowing portion in which the central portion in the first embodiment is separated may be used instead of the central gas blowing portion 12H. You may combine and use both the long center gas blowing part 12H and the short center gas blowing part for a V-shaped or U-shaped gas blowing part.

  In each of the above embodiments, the V-shaped and U-shaped gas blowing portions (first embodiment) opened in the bow direction (+ x direction) are basically used as the gas blowing portions in the ship width direction. Are described (second and third embodiments). However, conversely, depending on the application, a V-shaped or U-shaped gas blowing section opened in the stern direction (−x direction) can also be used. In this case, the amount of air bubbles in the vicinity of the hull center line C decreases because the bubbles flow along the stream line away from the hull center line C along the inverted V-shaped or reverse U-shaped gas blowing portion. To do. This is considered preferable in the case where a measuring device that dislikes bubbles such as sonar is provided at the center of the ship bottom.

  The present invention is not limited to the embodiments described above, and it is obvious that the embodiments can be appropriately modified or changed within the scope of the technical idea of the present invention.

DESCRIPTION OF SYMBOLS 1 Friction resistance reduction type ship 2 Bow part 3 Stern part 4 Ship side 5 Ship bottom 6 Tip part 8 Middle part 12 Ship bottom gas blowing part 12R Starboard gas blowing part 12L Port side gas blowing part 12H Central gas blowing part 12a Gas blowing port 12R-1 12R-4, 12R-n starboard sub-gas blowing part 12L-1 to 12L-4, 12L-n port side sub-gas blowing part 12H-1 to 12H-8, 12H-m central sub-gas blowing part 20 hull outer plate 51 gas Supply chamber 51a Bottom plate 51b Outer frame 56 Piping 60 Gas blowing device 80 Hull 81 Propeller 82 Rudder 111 Ship 112 Ship hull 113 Ship bottom 114 Air blowing part P First point

Claims (6)

A gas blowing part provided on the hull outer plate of the bottom of the ship, and capable of blowing gas;
A gas supply device for supplying the gas to the gas blowing section;
The gas blowing part is
A starboard gas blowing section extending from the vicinity of the first point of the center line of the hull to the bow side of the starboard;
A port gas blowing section extending from the vicinity of the first point to the bow side of the port side, and
The starboard gas blowing portion and the port gas blowing portion are arranged symmetrically with respect to the center line and arranged in a V-shape or a U-shape. In the frictional resistance reduction ship according to claim 1,
The starboard gas blowing portion includes a plurality of starboard sub-gas blowing portions that are continuous toward the bow side of the starboard,
The port gas blowing section includes a plurality of port side auxiliary gas blowing sections that are continuous toward the bow side of the port side. In the frictional resistance reduction ship according to claim 1 or 2,
The gas blowing part is
A central gas blowing section extending from the vicinity of the bow-side first end of the starboard gas blowing section to the vicinity of the bow-side second end of the port gas blowing section;
The starboard gas blowing portion, the port gas blowing portion, and the central gas blowing portion are arranged symmetrically with respect to the center line in a triangular shape or a D-shape. In the frictional resistance reduction ship according to claim 3,
The central gas blowing portion includes a plurality of central sub-gas blowing portions that are continuous from the vicinity of the first end portion toward the vicinity of the second end portion. In the frictional resistance reduction ship according to claim 1 or 2,
The gas blowing part is
A frictional resistance-reducing ship, further comprising a central auxiliary gas blowing portion provided in the vicinity of the first point and symmetrical with respect to the center line. In the frictional resistance reduction ship according to claim 5,
The central auxiliary gas blowing portion includes a plurality of central auxiliary auxiliary gas blowing portions continuous in a direction perpendicular to the center line.

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