JP2013224145A - Frictional resistance reducing device of ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a frictional resistance reducing device of ship which can stably supply gas from a gas feeding means while preventing water from invading into a route supplying the gas.SOLUTION: A frictional resistance reducing device includes a supercharger for supplying gas gushing near hull under a waterline of ship 1, a gas gushing exit 40 for jetting the gas from the supercharger through a route, and an interrupting valve 27 which is arranged in the route near the gas gushing exit 40 and closes the route at least when the gas is not jetted. The gas is led to the gas gushing exit 40 under the waterline by raising the route over the waterline once, and the interrupting valve 27 is arranged near the gas gushing exit 40.

Description

  The present invention relates to, for example, a ship frictional resistance reduction device, and includes variable means for improving the air supply characteristics of a supercharger, and in particular, controls the gas ejection state and restricts the diffusion of gas in the vicinity of the ship bottom. It is related with the frictional resistance reduction apparatus of the ship restrict | limited by.

  As one of energy-saving technologies, the technical idea of reducing ship resistance by generating bubbles in the vicinity of the hull has appeared in recent years. Such air bubbles are those in which an air supply device such as a blower is mounted on a ship and is driven by separate power. In this case, there is no economic significance unless the energy required for driving the blower or the like is less than or equal to the energy reduction value obtained by resistance reduction. Furthermore, it is necessary as a precondition that the construction and laying of such an air supply device do not require enormous initial costs.

  On the other hand, marine diesel engines, which are the main engines of large vessels, are equipped with a turbocharger that compresses and supplies fuel combustion air. Is largely due to the increased efficiency of the turbocharger.

  Recently, however, the efficiency of turbochargers has become even higher, and some have become more efficient than the engine requires. This means that the engine needs more air than necessary.

  As for research on drag reduction of ships, many results have been obtained for wave resistance, but complex turbulence is related to friction resistance, which is said to account for about 80% of total resistance in large ships. For this reason, no outstanding results have been obtained so far. During the navigation of the ship, a turbulent boundary layer develops along the surface of the hull below the waterline, so that frictional resistance acts on the hull surface and reduces the propulsion performance of the ship. As a means to reduce the frictional resistance of the hull surface, the microbubble type, which is reduced by injecting fine bubbles into the boundary layer along the surface, has recently attracted attention and research as a promising measure for reducing frictional resistance. It is coming. The microbubble type has a remarkable frictional resistance reduction effect, is relatively resistant to pollution, and has no problem of environmental pollution to the ocean or hydrosphere. It is considered a device.

  However, this micro-bubble type requires power because it overcomes the water pressure from the ship side and the bottom of the water surface and generates bubbles of several hundreds of micrometers or less in particle size. Both the friction resistance reduction effect and the bubble generation power are required. Consideration was necessary to increase the net reduction effect considered. In addition, ships navigating oceans and rivers are subject to various disturbances such as waves and currents, and are also affected by the state of cargo and navigation, how to effectively reduce frictional resistance. It was said. In particular, microbubbles having a particle size of several hundred μm or less have a small buoyancy effect acting on bubbles, and are easily diffused due to the influence of disturbance when jetted to the bottom of a ship. In addition, research up to now has mainly been research using laboratory-level or model ships, and has not been a study that takes these disturbances and navigation conditions into account.

Inventors of the present application use a real ship for the current state of such research, equipped with a gas jetting device that can jet bubbles with a particle size of microbubbles or more into this hull, ship conditions, navigation conditions, sea conditions, etc. In a situation close to reality, we have investigated the relationship between bubble ejection and the frictional resistance reduction effect, and have sought to increase the net reduction effect, and have gained a lot of knowledge. Furthermore, the optimization of the bubble particle size so that the gas ejected from the gas ejection device is not diffused in the sea and does not leave the ship bottom, and the shape of the member, the device and the ship bottom are being studied. Furthermore, in the investigation using such an actual ship, it has been clarified that the ejected bubbles are caught in the propeller means, reducing the propeller efficiency and deteriorating the net frictional resistance reduction effect. .

  On the other hand, in the field of patents, in order to improve the supercharger characteristics in such a ship and prevent the ejected bubbles from escaping, for example, measures as shown in Patent Documents 1 to 5 have been taken. .

  Patent Document 1 discloses a technical idea of reducing the frictional resistance by adjusting the fuel adjusting means and the extraction amount adjusting means to reduce the fuel and taking out the exhaust gas from the supercharger and ejecting it into the water as microbubbles. . However, according to the idea disclosed in Patent Document 1, optimum control is not necessarily realized only by controlling the take-out amount so that the amount of fuel supplied to the main engine decreases with respect to a predetermined ship speed. Do not mean.

  Patent Document 2 relates to a microbubble ejection device, in which a fluid guide plate is formed on a front edge portion of a fluid ejection port provided in a hull to guide a bubble water mixed fluid backward, and the bubble mixed water fluid The technical idea of changing the kinetic energy at the time of jetting to the propulsive force of the ship is disclosed. However, in the idea disclosed in Patent Document 2, the direction of the fluid to be ejected cannot be determined in advance, and the fluid guide plate itself may become a resistor that hinders navigation of the ship.

  Patent Document 3 includes a rectifier that ejects air bubbles from an air duct and rectifies a sea current on the upstream side and the downstream side of the air duct, and ensures a friction reduction range by flowing the air bubbles along the sea current. Is disclosed. However, in the idea disclosed in Patent Document 3, the rectifier only serves to rectify the ocean current so that it smoothly flows from the upstream side to the downstream side with respect to the air duct. In addition to the possibility of diffusing at the point of time, the air duct protrudes and may become a resistor that hinders navigation of the ship. Moreover, when carrying in a ship, when the said air duct mounts on support stands, such as a board, it becomes an obstacle on safety | security and work efficiency.

  Patent Document 4 discloses a technical idea in which a restriction member is provided on the bottom of the ship so as to prevent the seawater blown to the bottom of the ship by the jet generating means and the air injected by the air injection means from escaping to the side of the hull. However, in the idea disclosed in Patent Document 4, the restriction member is provided on the ship side, and is fixed so that a part thereof protrudes from the ship bottom. Therefore, when the restriction member hits a support base such as a board at the time of docking due to ship maintenance or the like, not only can the ship not be stably fixed, but the restriction member becomes an obstacle and the work efficiency is lowered. Further, since the regulating member itself is provided on the side of the hull, the contact area with the seawater becomes very large, and it becomes a resistor that impedes the propulsive force of the ship, reducing the net frictional resistance reduction effect by air. Furthermore, since the air is injected from the center in the longitudinal direction of the hull, the effect of reducing frictional resistance is limited.

  In Patent Document 5, in a ship having a structure in which air is sent to the bottom of the ship, the bottom of the ship has a substantially flat structure with respect to the flow, and a plurality of grooves are formed on the bottom of the ship so that the air enters the grooves. The technical idea which made the structure which isolates a ship bottom and water by putting in is disclosed. However, the idea disclosed in Patent Document 5 is a structure in which air is laid on the bottom of the ship and the ship bottom is covered with an air film. Although air is attached to the bottom of the ship, there is no member for holding the air, such as waves and flows. As a result of the disturbance, the air is diffused toward the lower water pressure due to the inclination of the ship, the amount of air accompanying the ship bottom is reduced, and the effect of reducing the frictional resistance is unavoidable.

JP 2001-097276 A JP-A-8-243368 JP 2003-160091 A Japanese Patent Laid-Open No. 5-116672 JP-A-6-191396

  As described above, the idea of using exhaust gas from a main engine directly or indirectly, or taking out air from a supercharger and using it for reducing the resistance of a ship is disclosed in various ways including the above-mentioned patent documents. ing. However, all of these problems have various problems in practical use, or leave behind problems that occur in practice.

For example, the gas passing through the turbocharger turbine is an important gas that guarantees performance and reliability for the main engine, and the amount thereof must be ensured appropriately. Control that simply minimizes fuel costs is not sufficient to maintain and efficiently do not adversely affect the main engine. Regardless of whether air is supplied to the main engine from the supercharger or exhausted from the main engine, it must be controlled under appropriate conditions according to the operating state of the main engine. The exhaust from the main engine and beyond must be controlled under strictly controlled conditions.

The gas that can be taken out from the vicinity of the turbocharger includes “supply air” that can be taken out from the front of the cooler after the compressor of the supercharger, “scavenging” that can be taken out from between the cooler and the main unit, and after the main unit. There is “exhaust” that can be removed from between the turbocharger turbines. By taking these out, the pressure, flow rate, temperature, etc. of the air supplied to the main engine will differ, and whether the main engine can operate under appropriate conditions or whether the main engine can operate under allowable conditions. It becomes a problem. Next, it becomes a problem whether the extracted air supply, scavenging, and exhausting are the conditions that lead to an appropriate reduction in frictional resistance of the ship. All of these differ in temperature, flow rate, and pressure, and the locations to be taken out differ, so when using a combination of not only a single unit but also a plurality, it is a problem how to determine the optimum value for extraction or mixing of extraction. It becomes. Furthermore, in the case of exhaust gas, an environmental problem that exhaust may directly pollute the sea is assumed, and it is assumed that there is an unusable sea area. In the sea area where exhaust gas cannot be used, supply gas or scavenging gas is used. Further, depending on the draft state of the ship and the operating conditions, there may occur a situation where gas cannot be discharged from the bypass pipe, and the engine must be designed so that seawater does not enter and damage the engine when the operation is stopped.

  In other words, in order to reduce the frictional resistance of the ship by actually using the bypass gas from the turbocharger and realize energy saving, there are various problems in terms of control, function, safety, and energy saving design. Exists. However, including the above-mentioned patent documents, the above problem can be solved practically by simply taking out and ejecting the surplus gas for energy saving or by controlling the fuel to be minimized. It is not intended to be in good operating condition. In other words, the above-mentioned patent document does not give a specific solution to these.

  In addition, the technology of the exhaust structure of an internal combustion engine so far aims to suppress the discharge of hydrocarbons (HC) and nitrogen oxides (NOx) by controlling the displacement of the turbocharger with a variable nozzle or the like. Some have attempted to improve fuel efficiency by controlling the closed loop system using EGR (Exhaust Gas Recirculation), but none of them has focused on the efficiency of the supercharger characteristics.

  In addition, the technology for ejecting bubbles from the hull to reduce the frictional resistance during navigation of the ship cannot control the ejection state such as the direction of the ejected gas and the amount of ejection in accordance with the navigation status of the ship. For this reason, control as a gas outlet was not able to be performed with respect to the inclination of a ship etc. which arises when a ship receives disturbances, such as a wave and a flow, or turns.

In addition, the method of guiding the ejected gas with an external element is because the external element itself causes an increase in frictional resistance and the structure is fixed. In general, it is also referred to as “when docked”.) When placing on a support base such as a wooden board, stress concentration occurred due to the support base coming under the external element.

In addition, depending on the structure and dimensions of the external element, when entering the dock, the worker may take the external element into consideration to guide the ship to a support stand such as a wooden board, or maintain the hull (for example, check for damage, Including repair of damaged parts and painting), there was a problem because the external element would be an obstacle. Furthermore, the fact that an external element that protrudes from the bottom of the ship operation is attached to the person in charge of ship operation has been a concern from the viewpoint of safety and maneuverability.

  The present invention solves the above-described problems of the prior art, and in generating pressurized air bubbles from the vicinity of the supercharger, maintaining high efficiency without adversely affecting the operation of the main engine. It is possible to prevent a reduction in engine driving efficiency.

  An object of the present invention is to provide a ship frictional resistance reducing device capable of controlling the gas ejection state, for example, the ejection amount and the ejection direction when gas is ejected.

  The present invention also minimizes, for example, resistance to navigation on the ship and / or obstruction when entering the dock, and ships that are generated when the ship is subjected to disturbances such as waves and flows or when turning. The diffusion of gas can be limited even with respect to the inclination of.

  Furthermore, the present invention is capable of stably supplying gas from the air supply means while preventing water from entering the gas supply path.

  In order to solve this problem, in order to reduce the frictional resistance of the ship by blowing out gas near the hull below the waterline of the ship, it is blown out from the vicinity of the turbocharger that supplies pressurized gas to the main engine. When the gas is taken out, the variable means for improving the air supply characteristics of the supercharger is controlled according to at least the taking-out situation to maintain the main engine efficiency within a predetermined range and / or when the gas is ejected. And / or limiting the diffusion of the jetted gas with a form-variable limiting means to improve the overall efficiency of the ship.

  Friction resistance can be reduced by jetting gas near the hull from below the waterline of the ship (for example, a gas outlet at the bottom of the ship) and interposing bubbles between the hull and the surrounding water. . At this time, as the gas, for example, the supply gas, the scavenging gas, or the exhaust gas as the surplus gas of the main engine taken out from the periphery of the supercharger via the supply bypass, the scavenging bypass, or the exhaust bypass is regenerated as bubbles. By utilizing this to reduce the frictional resistance of the hull, it is possible to reduce the frictional resistance without separately using energy for generating bubbles, thereby reducing energy consumption.

  On the other hand, the exhaust gas is mainly supplied also to the turbine of the supercharger, and the driving efficiency of the supercharger changes according to the flow rate of the exhaust gas. In other words, the driving efficiency of the supercharger depends on the amount of exhaust gas bypassed as surplus gas. Therefore, it is necessary to maintain a suitable driving efficiency of the supercharger regardless of the bypass amount taken out, that is, to improve the air supply characteristic of the supercharger in accordance with the takeout situation.

  Here, the “variable means for improving the air supply characteristics of the supercharger” means that when a gas containing air or exhaust gas is supplied to the supercharger, it preferably flows into the supercharger. Indicates what to do. For example, in order not to reduce the driving efficiency of the turbocharger even if the inflow gas fluctuates, the path through which the gas passes can be made variable to reduce the area of the path, or the inflow direction of the inflow gas to the exhaust turbine or compressor can be changed. It is something to control. That is, the variable means has a position where the inflow state of the exhaust gas can be controlled before the exhaust gas flows into the exhaust turbine related to the supercharger and / or the air flows from the atmosphere into the compressor related to the supercharger. It is provided at a position where the inflow state of air can be controlled before, and the inflow gas preferably acts on the exhaust turbine or the compressor even if the inflow gas fluctuates.

  The variable means is a fixed amount of variable (for example, physical quantity related to the heat load of the main engine, scavenging pressure, exhaust temperature, supercharger characteristics, supercharger efficiency, pressurized gas pressure, exhaust pressure, ship The output value and operation (for example, the opening and angle of the variable portion related to the variable means, etc.) are controlled to change over time based on the draft, etc., open loop system and / or closed loop Control in any of the systems can be performed.

  On the other hand, when gas is ejected, for example, the direction in which the bubbles flow after the ejection or the situation where the bubbles are present in the vicinity of the hull changes depending on the navigational state of the ship, sea conditions, weather, or other external factors. Thus, effective frictional resistance reduction can be realized by controlling the ejection state including the amount, direction, speed, etc. of the gas.

  Further, it is desirable that the restricting means for allowing the jetted gas to flow while keeping the bubbles in the water in the vicinity of the ship bottom without being affected by the navigational state of the ship or the like is variable in form so that it can operate according to the situation. It is preferable that the restricting means can freely protrude and be stored when navigating or docking in accordance with human operation, automatic operation, or natural law.

  With such a configuration, having the variable means for improving the air supply characteristics of the turbocharger allows the variable means to be controlled by a constant variable according to the increase or decrease of the exhaust amount of the bypassed exhaust gas. The amount of exhaust gas supplied to the machine can also be suitably controlled. Therefore, since the pressurized gas can be suitably supplied to the main engine without reducing the supercharger efficiency, the main engine efficiency can be maintained in a predetermined range as a whole. In addition, by controlling the gas ejection state, the range in which gas can flow while holding the gas near the bottom of the ship is expanded, and the direction of ejection is determined so as to minimize the influence of the navigational state of the ship. Thus, the frictional resistance can be suitably reduced. Furthermore, by restricting the diffusion of the ejected gas with the form-variable restricting means, it is possible to extend the time during which the gas can be held near the bottom of the ship without the restricting means becoming a resistor in navigation. Therefore, the frictional resistance can be suitably reduced.

  In the configuration described above or below, the variable means is a variable nozzle, and a part of the pressurized gas and / or exhaust gas is extracted from between the supercharger and the main engine, and at least according to the extraction situation, the variable means The nozzle may be controlled.

  Here, the “variable nozzle” indicates, for example, a vane type in which a plurality of blades are arranged and the angle and direction of the blades can be changed. Specifically, the pressure of the pressurized gas that is changed according to the driving efficiency of the supercharger and / or the amount of exhaust gas that is supplied to the supercharger according to the displacement of the bypassed exhaust gas is suitably maintained. Thus, the opening area of the nozzle formed by the blades and the degree of restriction of the flow path are arbitrarily changed. The number and shape of the blades are not limited, but may be anything that does not hinder gas ventilation.

  By providing such a configuration, it is possible to control the pressure of the pressurized gas and / or the inflow state of the exhaust gas flowing into the supercharger by the variable nozzle, so that only the variable nozzle is attached to the existing supercharger. A highly efficient supercharger can be driven, and as a result, the main engine efficiency can be maintained within a predetermined range.

  In the above configuration, the gas ejection state may be controlled according to the navigational state of the ship.

  The navigational state of a ship is a physical quantity that changes according to the navigation of the ship due to the influence of waves, tidal currents, wind direction, wind power, ship drafts, etc., and includes the relative speed between water and the hull, and the draft of the ship. The total includes the size, the inclination of the hull, the shearing force acting on the hull, the water depth of the navigation area (which can be detected by, for example, a sounding instrument), and the like.

  Therefore, it is preferable to detect the navigation state and control the gas ejection state (gas ejection flow rate, flow velocity, direction of the ejection port, etc.) according to the situation where the ship is placed. The control may be performed in either an open loop system based on the base and / or a closed loop system directly using the detected value.

  By providing such a configuration, it is possible to control the direction of gas ejection and the ejection state including the flow velocity depending on the navigation state of the ship, so that the range, amount, or time of the gas ejected near the ship bottom is more suitable. It can be.

  In the above or the following configuration, the restriction unit may be stored.

  “Restrictable means can be accommodated” means that the restricting means can be stored or stored from the protruding state.

  Here, the state of protruding the restricting means indicates a state where the restricting means can prevent the diffusion of the ejected gas, a state where the diffusion of bubbles in the vicinity of the ship bottom caused by the inclination of the ship during navigation can be suppressed, etc. This includes a state in which a part of the limiting means (a tip or the like) protrudes.

  On the other hand, the state in which the restricting means is accommodated means, for example, that all or a necessary part of the restricting means is accommodated in the ship bottom and there is no portion protruding in all or a necessary part (hereinafter also referred to as “a state in which the restricting means is stored”). ), Folding the limiting means from the boundary surface between the limiting means and the ship bottom (hereinafter also referred to as “a state in which the limiting means is refracted”).

  By having such a configuration, when the ship is navigating shallow waters or entering a port, gas blowing is not performed and the restricting means can be a resistance element during navigation, or when the dock enters the dock, the hull is fixed to the board, etc. It can be stored when the restricting means becomes an obstacle depending on the situation and causes a work burden.

  In order to solve the above problems, a main engine of a ship, a supercharger driven by exhaust of the main engine and supplying pressurized gas to the main engine, and an air supply characteristic of the supercharger are improved. Pressurized gas and / or exhaust gas is extracted from between the variable nozzle and the main engine and the turbocharger, and the pressurized gas and / or exhaust gas is ejected near the hull below the waterline. A control means for controlling the variable nozzle in accordance with a bypass and / or an exhaust bypass, a physical quantity related to the amount of extraction of the pressurized gas and / or exhaust, a heat load of the main engine, and a supercharger characteristic; Composed.

  “The main engine of a ship” refers to an engine driven by liquid fuel or gas fuel, a gas turbine driven by gas fuel, or the like.

The “supercharger that supplies pressurized gas to the main engine” is, for example, an apparatus that passes an exhaust gas and rotates an exhaust turbine to operate a compressor or the like to supply the pressurized gas to the main engine. . The amount of exhaust gas that passes through the exhaust turbine of the supercharger is an important physical quantity that guarantees performance and reliability for the main engine, and its value must be secured appropriately. Also, the amount of air supplied from the turbocharger to the main engine must be controlled to an appropriate condition according to the operating state of the main engine, so that the gas from the supercharger and the exhaust from the main engine and beyond can be extracted. In doing so, it must be controlled under strictly controlled conditions.

  “Variable nozzle for improving the air supply characteristics of the supercharger” means, for example, a blade of the nozzle part so as to suitably flow into the supercharger when gas including air or exhaust gas is supplied to the supercharger. (Vanes) that can be adjusted in direction and angle. Specifically, the path area is reduced or the inflow direction is controlled so as not to reduce the driving efficiency of the supercharger. That is, the variable nozzle has a position where the inflow state of the exhaust gas can be controlled before the exhaust gas flows into the exhaust turbine related to the supercharger and / or before the air flows from the atmosphere into the compressor related to the supercharger. It is provided at a position where the inflow state of the air can be controlled, and the inflowing gas preferably acts on the exhaust turbine or the compressor even if the inflowing gas fluctuates.

  The “physical quantity related to the heat load of the main engine” is a physical property value measured and detected in relation to the heat load of the main engine. For example, scavenging air pressure and exhaust temperature (or exhaust pipe temperature or the same as these) Or ambient temperature having a unique correspondence with these), flow rate, turbocharger rotation speed (circumferential speed), and the like. Further, as the supercharger characteristics, properties / characteristic values such as supercharger efficiency and the degree of matching (compatibility) between the supercharger and the engine can be adopted. Sensors that can detect each physical property value can be used to acquire physical quantities.

  By providing such a configuration, the inflow state of the exhaust gas supplied to the supercharger can be optimized by controlling the degree of opening and closing of the vane and the degree of throttling of the variable nozzle by a certain variable. Therefore, by controlling the variable nozzle according to the pressurized gas bypass and / or the exhaust bypass, and the physical quantity related to the amount of the extracted pressurized gas and / or exhaust and the heat load of the main engine, The pressurized gas can be suitably supplied to the main engine without improving the air supply characteristics, that is, without reducing the supercharger efficiency. Further, the variable nozzle may be controlled so as to follow the optimum supercharger efficiency based on a predetermined variable related to the supercharger characteristic.

  In the above configuration, the frictional resistance reduction device according to the present application uses the scavenging pressure and the exhaust temperature as the physical quantities related to the heat load of the main engine, and the supercharger characteristics are based on the supercharger efficiency. be able to.

  By providing such a configuration, in particular, the scavenging air pressure and the exhaust gas temperature are taken out as physical quantities and used as constant variables, so that the inflow state of the gas that preferably flows into the supercharger can be formed, so that the vane related to the variable nozzle can be formed. The degree of opening and closing and the degree of squeezing can be controlled. That is, by using these variables, it is possible to suitably supply pressurized gas to the main engine without improving the air supply characteristics of the higher efficiency turbocharger, that is, without reducing the supercharger efficiency. Therefore, since the predetermined variable related to the supercharger characteristic obtained in this way is also closer to the ideal value, by controlling the variable nozzle based on the supercharger characteristic, a very optimum supercharger efficiency can be obtained without any disturbance. Can be output.

  Moreover, in order to solve the said subject, the frictional resistance reduction apparatus which concerns on this application is the gas-feeding means which supplies the gas injected to the vicinity of the ship body below the waterline of a ship, the gas jet nozzle which ejects the said gas, and the said ship A navigation state detection means for detecting the navigation state of the vehicle and an ejection state control means for controlling the ejection state of the gas supplied from the air supply means according to the detection result of the navigation state detection means. Can do.

  The air supply means is a blower or turbine-driven compressor that can secure an effective amount of air generation for generating bubbles, a pneumatic supply source that is pre-equipped on the ship, an engine exhaust gas that has been pressurized, This refers to pressurized gas, exhaust, etc., partially taken out from between the machine and the main engine, and in particular, even if the discharge side pressure fluctuates, it is preferable that the fluctuation of the air supply amount is small. The gas supplied from the air supply means is ejected through the gas ejection port.

  The navigation state detection means is a relative speed detector that detects the relative speed between water and the hull, which is a physical quantity that changes according to the navigation of the ship, a draft detector that detects the magnitude of the draft of the ship, and the inclination of the hull. Inclination detectors that detect water, shear force sensors that detect shear forces acting on the hull, and sounding instruments that measure water depth in the navigation area.

  The ejection state control means controls the ejection state by adjusting at least one of the ejection amount, flow velocity, direction, timing, and the like when ejecting the supplied gas. Therefore, the control means here includes systems and structures for realizing them, and those that are electrically controlled. Besides the electric control circuit, the control means achieves a control purpose, an algorithm, and an electronic device storing these. This is a concept that includes computer and / or magnetic medium, and a computer for executing programs and algorithms. In addition to an electric control system, it is controlled by a pneumatic system, a hydraulic system, or structurally controlled by an object And all combinations thereof.

  By providing such a configuration, based on the detection results in various navigation states detected by the navigation state detection means, before the gas supplied from the air supply means is jetted out of the ship through the gas outlet, The ejection state can be controlled while assuming the bubble state after ejection. For example, the state at the time of gas ejection and / or after the gas ejection can be controlled so that the gas ejected in consideration of the state of the ship does not diffuse or delays the diffusion time. It is possible to realize gas ejection close to.

  Moreover, in the said structure, the said ejection state control means can be set as the structure which adjusted the ejection direction of gas at the gas ejection port while adjusting the amount of ejection of gas according to a navigation state.

  The navigational state of a ship changes according to the relative speed between water and the hull, which is a physical quantity that changes according to the navigation of the ship, the magnitude of the draft of the ship, the inclination of the hull, the shearing force acting on the hull, the depth of water in the navigation area, etc. To do.

In addition, the navigation status indicates the ship's prescribed circumstances (total loading capacity including people and cargo, when no gas is required to be blown out, during energy saving activities, etc.), the location of navigation immediately after departure from a port, etc. It can be changed by changing at least one of weather and tide. Therefore, the gas ejection state needs to be adjusted in various situations according to the navigation state, and it is necessary to adjust the gas ejection amount and the ejection direction in order to obtain a desired frictional resistance reduction effect.

  The amount of gas ejection can be adjusted by, for example, drive control of the air supply means, the amount of gas generated, and the like. It can also be adjusted by changing the opening of the jet outlet immediately before jetting. On the other hand, the gas ejection direction can be adjusted by providing a flow rectifying plate at the ejection port and adjusting the angle, changing the direction by using the ejection port as a nozzle configuration, utilizing a fluid element, and the like.

  By providing such a configuration, even if the supply amount is accurately controlled by the gas supply means for generating gas, it is effective when a desired frictional resistance reduction effect cannot be obtained due to the navigation state of the ship. For example, bubbles tend to diffuse due to buoyancy depending on the navigational conditions that change due to the relative speed between water and hull, the size of the draft of the ship, the inclination of the hull, the shearing force acting on the hull, the depth of water in the navigation area, etc. is there. In such a case, if the gas ejection direction can be adjusted in advance, the loss of the frictional resistance reduction effect can be stopped, but the above configuration realizes this.

  Moreover, the said structure WHEREIN: The said gas jet nozzle can be set as the structure which does not protrude from the surface of a ship bottom.

  Examples of the configuration that does not protrude from the surface of the ship bottom include, for example, a configuration in which a portion for providing the gas outlet is recessed from the surface of the vessel bottom, a configuration in which the gas outlet is provided substantially on the same surface as the surface of the ship bottom, etc. There is no limitation on the dimensions.

  By providing such a configuration, it is possible to prevent the gas outlet from becoming a resistor during navigation of the ship. Moreover, since it does not protrude, it does not become a work burden when entering the dock. In other words, it is not necessary to consider the protruding part of the gas jetting port when placing it on a support board such as a wooden board that anchors the hull, and it does not require any consideration because it constitutes the same surface with approximately the same height as the ship bottom. is there. Furthermore, since the ship can be repaired at the bottom of the ship in the same manner as other parts, the work efficiency is not impaired.

  Moreover, in the said structure, it can be set as the structure which had the gas baffle plate in the said gas jet nozzle.

  The “rectifier plate” is provided, for example, on the bottom of the ship substantially on the same plane and directs the flow path roughly before the bubbles are affected by the tidal current or the inclination of the ship. Moreover, although there is no limitation in a shape, Preferably it is a planar structure and consists of one or more. Although the thickness varies depending on the amount of gas ejection, it is preferably smooth and corrosion resistant to water.

  By providing such a configuration, the flow path of the bubbles is determined in advance by the rectifying plate, so that the frictional resistance can be more preferably reduced. Moreover, the said baffle plate can also be made into the structure of a ship, and in that case, since it does not protrude from a ship bottom, it does not become the burden on the work at the time of docking.

  Moreover, in order to solve the said subject, the gas outlet provided in the ship bottom of a ship, the gas supply means which supplies gas to this gas outlet, and the storage which restrict | limits the spreading | diffusion of the gas injected from the said gas outlet Possible diffusion limiting means.

  Here, the diffusion limiting means suppresses the diffusion of bubbles in the vicinity of the bottom of the ship caused by, for example, normal navigation (including straight travel and turning) and sudden tilt of the ship due to the influence of waves and wind power. A plate, a rib structure (for example, a rib structure having a Δ cross section), a mound structure, a fin structure, and the like are shown.

  Specifically, the diffusion limiting means is a plate-like or streamlined structure formed from a material such as iron, steel and a metal material including steel, or FRP, and all or a part thereof protrudes from the hull. The material is preferably a material that is rigid and does not easily induce rust due to the influence of water or the like. It is also preferable to paint the surface of the material for rust prevention. There is no limitation on the shape and size of the diffusion limiting means.

  Accordingly, the “accommodable diffusion limiting means” indicates that the diffusion limiting means can be brought into a state of protruding from the ship main body such as the ship bottom or the bow or stored.

  Here, the state in which the diffusion limiting means protrudes means that the bottom of the ship is caused by rolling of the normal movement (including straight travel and turning) by the diffusion limiting means and sudden inclination of the hull due to the influence of waves, wind power, etc. It indicates that it is possible to prevent the nearby bubbles from being diffused, that the diffusion limiting means can affect a predetermined operation when entering the dock, and includes that a part of the end plate (tip, etc.) protrudes.

  On the other hand, the state in which the diffusion limiting means is accommodated means that, for example, the surplus space provided in the ship main body such as the bottom of the ship or the bow portion has no part of the diffusion limiting means and there is no protruding part, or a part of the diffusion limiting means is accommodated. It shows that one part protrudes or the said diffusion restriction means is folded from the interface of a diffusion restriction means and a ship main body. Note that the restriction means described above can also function as a diffusion restriction means.

  As a configuration for realizing the protrusion / storage of the diffusion limiting means, there is a structure in which the diffusion limiting means is variably driven by a driving mechanism. The drive mechanism is a power source such as a hydraulic, hydraulic or pneumatic actuator or motor that can be connected to the diffusion limiting means, and can be installed in an extra space provided in the ship body such as the ship bottom or the bow. preferable. In this case, the diffusion limiting means can be protruded and stored by driving the drive mechanism. The operation of the drive mechanism may be a human operation or an automatic operation controlled based on a predetermined condition at the time of navigation.

  The drive mechanism may be a link mechanism configured by a combination with a joint or the like. Thereby, the linear motion of the drive mechanism can be converted into rotational motion by the link mechanism or the like.

  On the other hand, the diffusion limiting means can be stored by receiving gravity and projecting by its own weight and / or urging from an attached elastic member such as a spring and receiving a compression load from below. That is, the state of protruding the diffusion limiting means is maintained unless it receives a compressive load from below that is greater than the weight of the diffusion limiting means or the elastic force of the elastic member. The state in which the diffusion limiting means is stored is maintained. In particular, in order to refract the diffusion limiting means, it is preferable to provide a predetermined inclination so that the diffusion limiting means is easily refracted so as to receive the compression load without being caught by the diffusion limiting means. It is also possible to adopt a configuration in which the variable operation by the drive mechanism or the link mechanism and the weight of the diffusion limiting unit or the operation by the elastic member attached to the diffusion limiting unit are combined to project and house. That is, the self-weight may be used when the diffusion limiting means is protruded, and may be performed at an arbitrary timing by a drive mechanism or the like when stored.

  By providing such a configuration, it is possible to restrict the diffusion of the gas supplied from the air supply means at the time of navigation and ejected from the gas outlet by the diffusion restriction means, and to flow while keeping the vicinity of the ship bottom. In addition, with a structure that can be stored, when there is no need to reduce frictional resistance due to air bubbles when entering a port or sailing in shallow water, the diffusion limiting means is stored so that it does not become a resistor / obstacle. Also, it will not be a work burden when entering the dock.

  In the above configuration, the diffusion limiting means may be configured not to protrude from the ship bottom when stored.

  “A configuration that does not protrude from the bottom of the ship during storage” indicates that the diffusion limiting means provided on the bottom of the ship is stored or refracted when the ship is navigating and / or docked. In addition, in the state which refracts a diffusion limiting means, the state which has the part protruded from the ship bottom by the thickness of the said diffusion limiting means (part projected from the ship bottom) is also included.

  The structure which does not protrude can be configured by, for example, an automatic operation for controlling a driving mechanism connected to the diffusion limiting means based on a human operation or a predetermined condition at the time of navigation. In addition, in the diffusion limiting means that is provided with an elastic member or a diffusion limiting means that protrudes under its own weight under the influence of gravity, as long as it continues to receive a downward compressive load that is greater than its own weight or the elastic force of the elastic member, the diffusion limiting means The means can be kept stored.

  By providing such a configuration, a state in which a part of the diffusion limiting means (the tip or the like) does not protrude is caused, so that the diffusion limiting means does not become an obstacle when entering the dock, and the ship can be fixed. Further, the diffusion limiting means becomes an obstacle and does not affect the work such as repair of the ship bottom.

  In the above configuration, the diffusion limiting unit can be configured to be foldable.

  “Foldable configuration” indicates that the diffusion limiting means can be bent, for example, and the direction of bending includes the inside or the outside with respect to the ship bottom. At this time, in a state of being refracted inward, it is preferable that the side surface of the diffusion limiting means is converged or closed on the ship bottom in order to prevent resistance. In addition, in a state of being refracted to the outside of the bottom of the ship, the diffusion limiting means is provided at the arc part of the ship side end (hereinafter also referred to as “bilge circle”), so that the height difference (edge) from the ship bottom when folded. The state where the plate is convex) can be eliminated.

  In order to make the diffusion limiting means refracted, for example, a drive mechanism is a hydraulic, hydraulic or pneumatic actuator, a link mechanism configured in combination with a joint or the like is provided, and the linear motion of the drive mechanism is rotated by the link mechanism. This can be realized by converting to The operation of the drive mechanism may be a human operation or an automatic operation controlled based on a predetermined condition at the time of navigation.

  Further, the diffusion limiting means can be attached to the hull via a rotating part such as a hinge or an elastic member such as a spring, and can maintain a state of protruding due to the weight of the diffusion limiting means and / or the urging of the elastic member, The elastic member is deformed by the weight of the hull, such as when placed on the board at the time of maintenance, and the state where the diffusion limiting means is stored can be maintained.

  With this configuration, the diffusion limiting means can be folded, so that the diffusion limiting means does not become a resistor / obstacle at low speeds such as shallow water, and the folded state of the diffusion limiting means is released during cruising. This can prevent bubbles from spreading near the bottom caused by rolls caused by normal navigation (including straight and turning), sudden tilting of the hull due to the effects of waves, wind power, etc. Can be stabilized. On the other hand, if folded when entering the dock, the diffusion limiting means does not become an obstacle, and the ship can be fixed on a support stand such as a wooden board, and the work such as repair of the ship bottom is not affected.

  In the above configuration, the diffusion limiting unit may be configured to be extendable and retractable.

  “Extensible and retractable configuration” indicates that the diffusion limiting unit is in a state of being stored. For example, a power source such as a hydraulic, hydraulic or pneumatic actuator or motor is used as a drive mechanism, and the drive mechanism is installed in an extra space provided in the hull near the ship bottom. Then, with the pressure change of each actuator and the rotation of the motor, the diffusion limiting means can be protruded and stored in the surplus space. The operation of the drive mechanism may be a human operation or an automatic operation controlled based on a predetermined condition at the time of navigation. The diffusion limiting means may be extendable / contractible by human power using a pulley or the like.

  In addition, when sailing, it is possible to maintain a state of protruding due to the weight of the diffusion limiting means, such as when placed on the board at the time of maintenance, as long as it continues to receive a downward load greater than the weight of the diffusion limiting means, It is possible to maintain the state of overcoming the dead weight and storing the diffusion limiting means in the surplus space. Alternatively, it is provided with a stopper or the like that keeps the diffusion limiting means that is in the storage state due to the limited applied load in the storage state instead of continuously applying the load, and the storage state is released by releasing this stopper. It may be. A configuration in which the variable operation by the driving mechanism and the operation by the weight of the diffusion limiting means are combined to project and store may be adopted.

  With this configuration, if the diffusion limiting means can be retractably stored, the diffusion limiting means is stored in the surplus space, so that the diffusion limiting means becomes a resistor / obstacle at low speeds such as shallow water. There is no. In addition, if the diffusion limiting means protrudes during cruise, diffusion of bubbles near the bottom of the ship caused by abrupt tilting of the hull due to rolling, waves, wind, etc. caused by normal navigation (including straight travel and turning) Can be prevented and the hull can be stabilized. On the other hand, if the diffusion limiting means can be expanded and contracted when entering the dock and stored in the surplus space, the diffusion limiting means will not become an obstacle at all, and the ship can be fixed on a support stand such as a wooden board, repairing the bottom of the ship, etc. It will no longer affect your work.

  Further, in the above configuration, the diffusion limiting means may be configured to be suspended from the ship bottom by gravity or to be urged by a spring and protrude from the ship bottom.

  “Drop by gravity from the bottom of the ship” indicates a state in which the diffusion limiting means protrudes by dropping due to its own weight. The term “biased by a spring” means that a spring provided in an extra space provided in the hull and the diffusion limiting means are connected in series, or the diffusion limiting means and the hull are connected by a spring, and the elasticity of the spring is It shows that the diffusion limiting means can be protruded more smoothly and stably using force.

  By providing such a configuration, the diffusion limiting means is suspended by gravity or biased by a spring, so that it does not need to be provided with a drive mechanism and protrudes due to the weight of the diffusion limiting means when sailing without receiving a compressive load from below. It is possible to maintain a continuous protruding state more stably without using the bias of the spring and the influence of the vibration of the ship. It should be noted that the drooping by gravity or a spring may protrude by partially combining the above-described hydraulic, hydraulic or pneumatic actuators or motors with a drive mechanism.

  Moreover, the said structure WHEREIN: The said spreading | diffusion restriction | limiting means is good also as a structure divided and arranged in the ship bottom longitudinal direction.

  When the diffusion limiting means is particularly an end plate, it is provided in the longitudinal direction of the ship bottom, and can be provided in a row having a predetermined dimension. In this case, there is no limitation on the interval between the diffusion limiting means, but it is preferable that the diffusion limiting means is close enough not to obstruct the protrusion and storage of the diffusion limiting means. Further, a structure that does not vibrate due to rolling or the like is preferable so that each diffusion limiting means does not become a resistor during navigation.

  By providing such a configuration, the diffusion limiting means is divided and arranged in the longitudinal direction of the ship bottom, so that maintenance can be performed individually. Further, it is only necessary to provide a necessary number of driving means and the like so that the diffusion limiting means of the abutting portion can be projected and stored assuming fixing to a support base such as a board.

  Moreover, in order to solve the said subject, the internal force which restrict | limits the spreading | diffusion of the gas spout provided in the ship bottom of a ship, the gas supply means which sends gas to this gas spout, and the said gas spout And / or a diffusion limiting means that can be deformed according to an external force.

  Here, the “diffusion limiting means” is the same as described above, for example, normal navigation (including straight travel and turning), and diffusion of bubbles near the bottom of the ship caused by sudden ship tilt due to the influence of waves and wind power. It is made up of a flexible material or the like.

  Specifically, the diffusion limiting means may be a certain flexibility, rigidity, flexibility or elasticity and / or including, for example, vinyl, rubber or various fiber materials (eg, used in bulletproof vests, hovercraft hulls, etc.). Alternatively, a hollow material made of a material having strength (hereinafter also referred to as “hollow structure”) or a material filled with a flexible material such as sponge may be used. In this case, the shape (for example, a circle, an ellipse, a triangle, a quadrangle, and other polygons) is not particularly limited, but a fluid (a gas such as air, a liquid such as water or oil) or powder is contained inside. It is preferable that a desired shape can be maintained even during navigation by applying an internal force by injecting or enclosing a powdered material such as soil or soil. In particular, it is preferable that the diffusion limiting means can be compressed (crushed) by an external force due to the pressure when the ship is placed on a support base such as a board when docked because of having flexibility. Moreover, the injected or sealed fluid or powdered material may be removed or taken out. It should be noted that the inside and outside may be composed only of a flexible material, which is not compressed by water pressure or the like during sailing, maintains an expanded state, prevents air bubbles from diffusing during sailing, and can flow while being held at the bottom of the ship If it is.

  Therefore, the “deformable diffusion limiting means” means that the diffusion limiting means can be made to project from the ship bottom or contract, and can be deformed into various desired shapes and states.

  Here, the state in which the diffusion limiting means protrudes means that a fluid or powdery substance such as air or water is injected into or enclosed in the hollow diffusion limiting means to apply internal force, and water pressure is maintained even during navigation. It indicates that the desired shape is maintained without being compressed. Further, it may be a diffusion limiting means that is not hollow, and similarly includes a means that maintains a desired shape without being compressed by water pressure or the like even during navigation.

  On the other hand, the state in which the diffusion limiting means is contracted is a state in which there is no internal force related to the diffusion limiting means, or the diffusion limiting means as long as it continues to receive a compressive load larger than the internal force regardless of the presence or absence of the internal force. Shows a state in which the state of being crushed and contracted continues.

  By having such a configuration, the hull is expanded by applying a predetermined internal force to the diffusion limiting means, and suddenly hulls caused by rolling, waves, wind power, etc. due to normal navigation (including straight traveling and turning) It is possible to prevent the bubbles near the ship bottom from spreading due to the inclination of the ship. Further, if the internal force is not applied to the diffusion limiting means, the diffusion limiting means contracts, or as long as a load larger than the internal force is continuously applied, the diffusion limiting means contracts because it is crushed. Therefore, in the contracted state, it does not become a resistor when the gas is not ejected. Also, when entering the dock, it is crushed by receiving a compressive load from a support base such as a wooden board, so that the diffusion limiting means does not become an obstacle and can anchor the ship, affecting the work such as repairing the bottom of the ship. There is no effect.

  Further, in the above configuration, the frictional resistance reducing device according to the present application is expanded by applying the diffusion limiting means to a hollow structure made of a flexible material and having a hollow inside, and pressurizing from the inside of the hollow structure. And you may comprise by making it shrink | contract by decompressing.

  By making the diffusion limiting means a hollow structure having a hollow inside, the diffusion limiting means can be easily expanded and contracted by a pressure change received from a fluid such as gas or liquid. Furthermore, by using the hollow structure as a flexible material, the expansion rate increases as the pressure is increased. Therefore, since the number of bubbles also changes depending on the amount of the jetted gas, the expansion rate can be changed according to the navigation state.

  Further, since the fluid can be discharged to the outside by opening a predetermined discharge port because of the hollow structure, decompression can be performed in a short time.

  Here, the fluid injected into the diffusion limiting means includes, for example, surplus gas generated by the air supply means and ejected from the gas outlet, air or water having a fluid force that serves as resistance to navigation of the ship. In other words, a long diffusion restriction means is provided in combination with the air supply pipe, or the diffusion restriction means is also used as an air supply pipe, so that the diffusion restriction means becomes a surplus gas flow path and the excess gas is restricted in diffusion. An internal force can be applied by injecting the means. Further, internal force can be applied by injecting air or water in the atmosphere into the diffusion limiting means from the front of the hull and discharging from the rear using the propulsive force of the ship.

  By providing such a configuration, a hollow structure whose shape changes in response to a pressure change is used as the diffusion limiting means, so that it is easy to receive an internal force due to the flow of a fluid such as gas or liquid and can be expanded in a short time. . Therefore, it is possible to suppress the diffusion of bubbles that occur during normal navigation (including when traveling straight and turning) and when the hull is inclined, and to flow while maintaining the bubbles on the bottom of the ship. Further, the fluid can be easily discharged and can be contracted in a short time. By doing this, there is no need for time to depressurize when entering the dock, and the ship can be fixed immediately, so that the diffusion limiting means does not become an obstacle and affects work such as repair of the ship's bottom. Nothing will happen.

  Moreover, in the said structure, you may comprise the inside of the said hollow structure as a path | route through which the said gas which sends air to the said gas ejection port passes.

  The gas (surplus gas) supplied to the gas outlet is normally ejected from the gas outlet via the air supply pipe connected to the air supply means. However, the diffusion restriction is applied to the hollow structure that also serves as the air supply pipe. The means may be a route. Further, a diffusion restriction means relating to the hollow structure may be provided directly connected to the air supply means or the air supply pipe, and used in combination with the air supply pipe, and the diffusion restriction means may also be configured as a surplus gas flow path.

  By providing such a configuration, the gas formed by the air supply means by the hollow structure that also serves as the air supply pipe can be supplied to the gas ejection port. At this time, since the hollow structure expands due to gas pressurization, the bottom of the ship is caused by a sudden inclination of the hull caused by rolling, waves, wind power, etc. due to normal navigation (including straight travel and turning). It can also serve as a diffusion limiting means that prevents the nearby bubbles from diffusing and allows the bubbles to flow while being held on the bottom of the ship. Further, it is possible to form a gas path along with the air supply pipe by directly connecting to the air supply means or the air supply pipe and coupling with the air supply pipe in the vicinity of the gas ejection port. By doing so, even if gas can no longer be ejected due to troubles in the air pipe, etc., ejection can be performed by the hollow structure, and the effect of reducing frictional resistance is not impaired.

  Further, in the above configuration, the frictional resistance reduction device according to the present application is configured such that the diffusion limiting means is a hollow structure having a hollow inside made of a flexible material, and is expanded by the action of fluid force accompanying the navigation of the ship. , And / or can be contracted by non-action of fluid force.

  “The hydrodynamic force associated with the navigation of a ship” is the pressure received from the fluid generated by water or the air that resists the progress of the ship. The pressure received from the fluid is proportional to the traveling speed of the ship or the flow velocity of the fluid. And get bigger. Accordingly, when the traveling speed and flow velocity of the ship are low, the fluid force is small, so that the internal pressure applied to the hollow structure contracts small. On the other hand, when the traveling speed of the ship is fast or the flow velocity is fast, the fluid force is large, so that the internal pressure applied to the hollow structure is large, so that it expands.

  By providing such a configuration, the inside of the hollow structure can be pressurized and enlarged without the need to inject the fluid into the hollow structure by the fluid force accompanying the navigation of the ship. Therefore, since the diffusion limiting means can be generated by utilizing the power of the ship and / or the fluid force received from the outside, the diffusion of the gas ejected from the gas ejection port due to the shaking or inclination of the ship is suppressed, and the bubbles are prevented. It can flow while being held on the bottom of the ship. As long as the ship does not sail, the power of the ship and the fluid force received from the outside are not generated.Therefore, the hollow structure contracts when entering the dock, and the ship can be fixed immediately. It will not affect the work such as repairing the bottom of the ship.

  Moreover, in the said structure, you may comprise by adjusting the protrusion degree from the said ship bottom of the said spreading | diffusion limiting means according to the inclination of the left and right side of the hull of the said ship.

  Bubbles generated by the ejected gas can flow while being held near the bottom of the ship as long as the ship bottom is horizontal, but it moves from deeper to shallower due to the influence of buoyancy due to the inclination of the left and right sides of the hull. Therefore, the degree of protrusion of the diffusion limiting means may be in accordance with the inclination, and the adjustment is performed by detecting the inclination of the ship with the weight of the diffusion limiting means and / or a sensor such as an inclinometer, and the detected inclination of the ship. May be realized by a so-called sensing function that works in conjunction with a control unit that can output a desired protrusion degree.

  By providing such a configuration, the diffusion limiting means is interlocked according to the inclination of the left and right side of the hull of the ship that may occur during navigation, and its protrusion and storage can be adjusted. That is, when the bubbles held on the bottom of the ship are about to diffuse according to the inclination of the hull, the diffusion restriction means protrudes according to the inclination of the left and right side of the hull, thereby suitably suppressing the diffusion of the bubbles. In addition, since the other diffusion limiting means can accommodate all or a part thereof, it can be prevented that it becomes a resistor during navigation.

  In order to solve the above problems, a gas jet port provided in a hull below the waterline of the ship, an air supply means for sending gas to the gas jet port, and diffusion of the gas jetted from the gas jet port are limited. And a restricted flow generating means for generating a flow.

  Bubbles generated by the jetted gas are influenced by buoyancy due to the inclination of the left and right sides of the hull, and therefore diffusion can be suppressed by blocking the path of the bubbles by the diffusion limiting means. On the other hand, the diffusion limiting means has been described as being expanded using a solid plate-like material or a flexible material. However, the diffusion limiting means is not limited to these. For example, the diffusion limiting means ejects liquid at a predetermined flow rate. It may be a pseudo wall formed. That is, this technical idea can be realized by providing the restricted flow generating means that can generate a pseudo wall by the flow of liquid or the like inside the hull near the ship bottom.

  By providing such a configuration, a flow of liquid having a predetermined range and thickness dimension is generated by the restricted flow generating means, so that a so-called pseudo wall (end plate) is formed to block the bubble diffusion flow path. Thus, it is possible to suppress the bubble diffusion caused by the inclination of the ship and to flow the bubbles while holding them in the vicinity of the hull. In addition, by installing the restricted flow generating means so as not to protrude into the ship bottom, the restricted flow generating means itself does not become a resistor, and the position of the board etc. is considered in consideration of the restricted flow generating means when entering the dock. There is no need to consider it, and there will be no obstacles to work.

  In order to solve the above-mentioned problem, a frictional resistance reduction device according to the present application includes an air supply means for supplying a gas to be jetted in the vicinity of a hull below a waterline of a ship, and the gas from the air feed means is ejected through a path. And an opening / closing means for closing the path when the gas is not ejected provided in the path in the vicinity of the gas outlet, and the path is temporarily raised above the water line and below the water line And the opening / closing means is provided in the vicinity of the gas outlet.

  The open / close means here is, for example, an open / close valve that penetrates and shuts off the air supply pipe connected to the air supply means and the gas outlet, and is open at least during air supply and closes when air supply is stopped. Including. The opening / closing means includes a gate valve that opens and closes the flow path when a disc-shaped valve body housed in the valve box of the valve operates at right angles to the flow path, and a valve body that stops the flow of fluid. This can be realized by a stop valve that can adjust the flow rate, a check valve that always keeps the fluid flow in one direction and prevents backflow. The opening / closing means may be a human operation or an automatic operation controlled based on a predetermined condition at the time of navigation.

  With such a configuration, by providing the opening / closing means for closing the path, the opening / closing means can be closed when the gas supply is stopped, that is, when there is no gas ventilation, so that the backflow of water inside the air supply pipe can also be prevented. . Further, since it does not come into contact with water, it is possible to prevent the inside of the air pipe from being corroded, or being damaged by the adhesion and breeding of shellfish such as seaweed, barnacles and oysters.

  In the above case, the navigation state detecting means facing underwater is installed in a place not affected by the jetted gas.

  The navigation state detection means includes a device installed in a predetermined portion of the hull facing underwater, such as a depth sounding instrument for measuring the water depth in the navigation area. The main purpose of this application is to reduce the frictional resistance by flowing the bubbles ejected from the gas ejection port in the vicinity of the ship bottom, and control the gas ejection state based on the detection results of various navigation state detection means. ing. Therefore, by optimizing the detection state, the reliability of the detection result is improved, a desired ejection state is formed, and the frictional resistance reduction is improved.

  By providing such a configuration, the position where the navigation state detection means facing underwater is not affected by the jetted gas, that is, the navigation state detection means is not covered with gas during detection, and the detection range. A desired detection result can be obtained by making it possible to maintain a stable detection state without gas entering the inside.

  According to the present application, by controlling the variable means as needed, the state of the inflowing gas flowing into the supercharger can always be optimized and the air supply characteristics can be improved. For example, by controlling the gas inflow state (direction, pressure, speed, etc.) with certain variables that change with the increase / decrease in the displacement, the turbocharger is greatly affected by the amount of inflow gas flowing into the turbocharger. It will operate without. Accordingly, the pressurized gas can be suitably supplied to the main engine without reducing the supercharger efficiency, and the main engine efficiency as a whole can be maintained within a predetermined range. Also, by controlling the gas ejection state (for example, direction, ejection amount, speed, etc.), it is possible to minimize the influence from the navigational state, etc., and to eject gas to a desired range or position near the hull. it can. That is, it is possible to obtain a suitable frictional resistance reduction effect, prevent unnecessary gas ejection, and improve energy efficiency. Furthermore, in order to maintain such an effect related to high-efficiency gas ejection for a longer period of time, by limiting the gas with a form-variable limiting means, it is possible to prevent diffusion due to the influence of the navigation state, and more suitable friction. Resistance reduction can be realized. In addition, maintenance can be easily performed. Therefore, energy saving in navigation of the entire ship can be achieved by these combined combinations.

  In addition, according to the present application, the predetermined variable portion related to the variable nozzle is controlled according to the pressurized gas and / or the exhaust state to be taken out from between the supercharger and the main engine, so that the pressurized gas and the exhaust are controlled. It is possible to optimize the inflow state to the supercharger regardless of the increase / decrease in the take-off flow rate. Therefore, the pressurized gas can be suitably supplied to the main engine without reducing the supercharger efficiency. That is, highly efficient supercharger driving can be realized, and as a result, the main engine efficiency can be kept within a predetermined range.

  In addition, according to the present application, since the ejection state such as the gas ejection direction, the ejection amount, and the speed can be controlled according to the navigation state, the ejection range, amount, time, timing, etc. of the gas ejected in the vicinity of the hull are further increased. It can be made suitable. For example, when a ship receives a force from a horizontal direction or an oblique direction due to waves or tidal currents, the hull inclines at various angles, but the optimal friction is obtained by detecting this inclination as a navigational state and controlling the ejection state according to the inclination. A resistance reduction effect can be obtained.

  In addition, according to the present application, by making it possible to store the restriction means for restricting gas diffusion, when the restriction means can obstruct navigation, such as when a ship that does not jet gas is navigating shallow water, When the hull is fixed at times, it can be stored to prevent the restricting means from becoming an obstacle and a burden on work. Therefore, by storing the limiting means, it is possible to take energy saving measures during navigation, and improve work efficiency without becoming an obstacle at times other than navigation.

  Further, according to the present application, the variable nozzle for improving the air supply characteristics of the supercharger is used to control the opening / closing degree of the variable nozzle, the degree of throttling, etc. accompanying the increase / decrease in the bypassed pressurized gas or exhaust amount. And the inflow state of the exhaust gas supplied to the supercharger can be suitably controlled. In controlling the variable nozzle, the control is performed according to the physical quantity related to the amount of pressurized gas and exhaust extracted and the thermal load of the main engine and the supercharger characteristics. It is possible to control in consideration of both conditions. Therefore, the pressurized gas can be suitably supplied to the main engine without deteriorating the supercharger characteristics, and the pressurized gas and the exhaust can be taken out while maintaining the main engine efficiency within a predetermined range as a whole. . Further, since the supercharger characteristics at the time of low load other than the standard load and at the time of high load are improved by the action of the variable nozzle, it becomes possible to take out a larger amount of bypass of pressurized gas and exhaust.

  In addition, according to the present application, by using the scavenging air pressure and the exhaust gas temperature that are always used as physical quantities for grasping the operating state of the main engine, and performing control based on the turbocharger efficiency as the turbocharger characteristic, Therefore, it is possible to control the variable nozzles optimally for each of the changing conditions. Further, existing detection means and the like can be used, and calculations corresponding to the load on the main engine can be automatically processed.

  Further, according to the present application, the ejection state is controlled while assuming the bubble state after ejection before ejecting the gas fed from the air feeding means to the vicinity of the hull according to the detection result of the navigation state detection means. Therefore, it is possible to perform gas ejection closer to the desired one. It is also possible to detect the navigation state that changes depending on various scenes of the ship that may occur during navigation by the navigation state detection means as numerical information and provide the detection results as information to other devices.

  Moreover, according to this application, the ejection amount and ejection direction of the gas ejected from the gas ejection port can be controlled according to the navigation state. For example, it is possible to effectively reduce the frictional resistance by jetting according to the direction and inclination of the ship bottom by adjusting the gas jetting direction in advance when the wave is large, when the wind is strong, when the ship curves, etc. it can. Also, depending on the navigation conditions such as low speed in the port or during cruising while sailing, the amount of gas jetted is small, standard or large, or the jet direction is locally in the center with respect to the bottom of the ship. It can be ejected or ejected almost in parallel. By doing so, it becomes possible to arbitrarily operate the gas ejection state according to the navigation state of the ship, and it is possible to further reduce the frictional resistance and further improve the energy consumption rate.

  Moreover, according to this application, the gas jet nozzle does not protrude and it does not become a resistance body with respect to navigation of a ship. That is, since there is no portion where the resistance level is further increased due to adhesion of seaweed or the like due to the resistance of water, the frictional resistance generated during operation can be further reduced. In addition, this does not cause work burden or trouble when entering the dock. For example, when placing on a board or the like on which the hull is fixed, there is no protruding portion of the gas jetting port, so that the same surface can be formed at approximately the same height as the bottom of the ship, and there is no need to consider any damage due to stress concentration. Furthermore, since the ship can be repaired at the bottom of the ship in the same manner as other parts, the work efficiency is not impaired. Therefore, it is possible to shorten the work time for repairs and the like.

  In addition, according to the present application, since the flow path of the bubbles is determined in advance by the rectifying plate, it is easier to adjust the gas ejection direction more suitably. Moreover, the said baffle plate can also serve as the structure of a ship, and can reinforce a gas jet nozzle part. Also, by not projecting, it does not become a burden on work when entering the dock. That is, the current plate has an effect as a regulator for the gas ejection direction and an effect as a structure. Further, since there are no protrusions on the bottom of the ship during the operation of the ship, safety concerns are reduced for the ship operator.

  Moreover, according to this application, by making it the structure which can accommodate a spreading | diffusion restriction | limiting means, according to the ejection condition of gas, and the operation condition of a ship, a spreading | diffusion restriction | limiting means can be utilized efficiently. For example, during low-speed operation with a low frictional resistance effect, the diffusion restricting means is intentionally and systematically housed together with the stop of gas ejection, so that there is no portion protruding from the hull, and it does not become an operational resistor. Also, by projecting the diffusion limiting means from the hull, in addition to the bubble diffusion limiting effect, it can also function as a resistance against rolling of the hull, or the hull can be stabilized by lowering the center of gravity. Can do. Further, if the diffusion limiting means can be accommodated according to the docking time for maintenance or the like, there will be no obstacles in the work and the burden on the worker will be reduced. Therefore, the present invention is extremely useful in improving the efficiency in terms of energy resources and work.

  In addition, according to the present application, a part of the diffusion limiting means (the tip, etc.) can be in a non-projecting state, so that the diffusion limiting means does not become an obstacle when entering the dock and the ship can be fixed. it can. Further, the diffusion limiting means becomes an obstacle and does not affect the work such as repair of the ship bottom. In other words, while the hull is fixed, the state where the diffusion limiting means is housed and not protruded by the load of the hull itself can be maintained, so that during that time, it can form substantially the same plane as the bottom of the ship and work in the same way as other parts. Therefore, work efficiency is not impaired.

  In addition, according to the present application, by providing the folded diffusion limiting means, the ship is smoothly projected during cruising and maintaining a substantially straight traveling state, while the ship is tilted or suddenly generated during normal operation and navigation. Even when a ship shakes or the like, it is possible to suppress the diffusion of bubbles due to the influence thereof and to flow while holding the bubbles near the bottom of the ship. On the other hand, if the diffusion limiting means is folded when entering the dock, the ship can be fixed without becoming an obstacle, and the work such as repair of the ship bottom is not affected. Also, for example, by installing diffusion limiting means on the bilge part of the hull and bending it slightly outward, there is no difference in height from the bottom of the ship, increasing the degree of freedom of installation and securing the storage space in the hull. It becomes unnecessary and easy to maintain. In addition, the diffusion limiting means can have a bilge keel function, which can contribute to stabilization of the hull during navigation.

  Further, according to the present application, by making the storable diffusion limiting means extendable and contracting, the degree of protrusion is changed according to the increase / decrease in the amount of gas ejection, and the diffusion limiting means itself is prevented from causing frictional resistance. In other words, it is possible to prevent it from becoming a hindrance to navigation by shrinking in a shallow place on the seabed.

  In addition, according to the present application, the diffusion limiting means hangs down due to gravity or is energized by a spring, so that a power source for the operation of the diffusion limiting means becomes unnecessary, and energy consumption is saved correspondingly. On the other hand, when entering the dock, the diffusion limiting means is automatically stored by adding the weight of the hull, so that the ship can be fixed without becoming an obstacle, and the work such as repair of the ship bottom is not affected. .

  In addition, according to the present application, by dividing the diffusion limiting means and arranging them in a row, a standard material can be used, the weight of each diffusion limiting means is not so large, and productivity can be improved. In addition, it is possible to store only the diffusion limiting means for the portion that receives a load from the wood block when entering the dock, and it can be configured in a folding structure, etc., which can be easily reinforced and prevent damage to the diffusion limiting means due to stress concentration etc. it can. Accordingly, the necessity for repairing the diffusion limiting means itself is reduced, and more efficient work is realized.

  Further, according to the present application, by making the diffusion limiting means deformable according to internal force and / or external force, the shape can be flexibly changed unlike the fixed diffusion limiting means. In other words, if the inflated state can be maintained by applying internal force, it will function as a diffusion limiting means, and it will be affected by the ship's tilt or sudden fluctuations that occur during normal operation and navigation while maintaining a substantially straight traveling state. It is possible to suppress the diffusion of bubbles due to, and to flow while holding the bubbles near the bottom of the ship. On the other hand, the shape of the diffusion restricting means can be deformed in response to the stop of internal force and / or the influence of external force, and the diffusion restricting means itself does not become a resistance resistor for operation without intentional storage, etc. Can be no obstacle. Further, for example, by increasing the internal force and increasing the degree of protrusion, the function as a stabilizing means against rolling of the hull can be enhanced. Furthermore, when the draft is deep and the bubbles ejected in the vicinity of the hull are small and the degree of protrusion (deformation) of the diffusion limiting means may be small, the diffusion limiting means increases the frictional resistance because it deforms and contracts due to the influence of the draft (external force). Can be prevented. Therefore, the present invention is more effective in improving the energy resource and work efficiency.

  Further, according to the present application, by adopting the diffusion limiting means of the hollow structure body, it is possible to expand and expand by pressurization from the inside due to the flow of fluid such as gas or liquid or powder. In addition, after expansion, the pressure can be kept constant, for example, by closing the valve, so that constant flow is not required and energy consumption for supplying fluid can be saved. Further, the fluid can be easily discharged, the time required for contraction can be shortened, and the ship can be discharged by its own weight when entering the dock, so that the ship can be fixed in a short time.

  Further, according to the present application, the gas formed by the air supply means that also serves as the air supply pipe in the hollow structure can be supplied to the gas ejection port. At this time, since the hollow structure is expanded by pressurization of the gas, it is possible to suppress the diffusion of bubbles caused by the inclination of the ship and to also serve as a diffusion limiting means. Further, for example, it is possible to form a path of the ejected gas by directly connecting to the air supply means or the air supply pipe. By doing so, it is possible to have both a function as a diffusion limiting means and a function as an air supply tube.

  In addition, according to the present application, the diffusion limiting means is made of a hollow material having a hollow inside made of a flexible material, so that fluid is injected again into the hollow structure by the fluid force accompanying the navigation of the ship. Even without this, the inside of the hollow structure can be pressurized, expanded, and contracted. Therefore, since the diffusion limiting means can be formed by utilizing the fluid force accompanying the navigation of the ship, a device for injecting gas or the like for expanding the hollow structure is not necessary, and energy can be effectively used. In addition, since fluid force is not generated unless the ship navigates, the hollow structure contracts when docked and the ship can be fixed immediately, and the diffusion restriction means do not become an obstacle and repair the bottom of the ship. It will not affect the work such as.

  Further, according to the present application, since the degree of protrusion of the diffusion limiting means can be adjusted according to the inclination of the left and right side of the hull, for example, the diffusion limiting means is protruded more on the bottom of the ship where the draft has become shallower. Further, it becomes possible to limit the diffusion of the gas accompanying the inclination, and it is possible to obtain a frictional resistance reduction effect that is extremely suitable for the operation state.

  Further, according to the present application, a flow that restricts the diffusion of gas is generated by the restricted flow generating means, so that a so-called pseudo wall (end plate) is formed, which is caused by the diffusion of the ejected bubbles or the inclination of the ship. Air bubbles can be prevented from diffusing and flow while holding the air bubbles in the vicinity of the hull. Further, since the diffusion of gas is limited by the action of fluid, it is possible to prevent the gas from protruding from the hull, and it is not necessary to consider the position of the board or the like when entering the dock, and there is no trouble in operation. Therefore, it is possible to shorten the work time for repairs and the like.

  Further, according to the present application, when the gas supply is stopped, the opening / closing means that closes the path when the gas is not ejected is shut off from entering the water when the gas supply is stopped. Backflow can be prevented and damage to the air supply tube can be prevented. That is, the inside of the path is free from adhesion of rust and marine organisms due to moisture, etc., and an increase in frictional resistance is suppressed when gas is blown out, so that maintenance and the like are not required, and as a result, the air pipe can be used for a long time. Furthermore, since the route is closed by the opening / closing means, it is possible to prevent an increase in frictional resistance due to water flowing during navigation entering the route.

  Further, according to the present application, when the navigation state detecting means is provided in water, it is installed in a place where it is not affected by the bubbles ejected from the gas outlet, thereby eliminating the influence of the disturbance caused by the bubbles, and various states stably. Can be detected. In addition, it is possible to prevent the attachment of organisms that live in corals such as barnacles, which are easy to breed due to the presence of air, and to detect the navigation state stably over the long term.

It is a figure showing the whole picture of the ship equipped with the frictional resistance reduction device of the ship concerning one embodiment of the present invention in section. It is a systematic diagram which shows the system | strain which bypasses pressurized gas and exhaust_gas | exhaustion from the supercharger which concerns on one Embodiment of this invention. It is a principal part enlarged view of the variable nozzle which concerns on one Embodiment of this invention. It is a characteristic view showing an example of the relationship between the main engine load and the supercharger efficiency depending on the presence or absence of a variable nozzle according to an embodiment of the present invention. It is the block diagram which showed arrangement | positioning of the supercharger which concerns on one Embodiment of this invention, and peripheral components. It is a control block diagram of the control means which concerns on one Embodiment of this invention. It is sectional drawing which shows the concept of the gas jet nozzle which concerns on one Embodiment of this invention. It is a see-through | perspective perspective view of the gas jet nozzle which has the baffle plate which concerns on one Embodiment of this invention. It is sectional drawing of the ship provided with the retractable diffusion restriction | limiting part as a storable diffusion restriction | limiting means which concerns on one Embodiment of this invention. FIG. 10 is an enlarged view of a retractable diffusion limiting unit (dotted line portion in FIG. 9) as a storable diffusion limiting unit according to an embodiment of the present invention. FIG. 10 is an enlarged view showing another embodiment of a retractable diffusion limiting unit (dotted line portion in FIG. 9) as a storable diffusion limiting unit according to an embodiment of the present invention. It is sectional drawing of the ship provided with the refraction-type diffusion limiting part as a storable diffusion limiting means concerning one embodiment of the present invention. It is an enlarged view of the refraction type diffusion limiting part (dotted line part of Drawing 12) concerning one embodiment of the present invention. It is sectional drawing of the ship provided with another refracting type | mold diffusion limiting part as a storable diffusion limiting means which concerns on one Embodiment of this invention. It is an enlarged view of another refraction type diffusion limiting part (dotted line part of Drawing 14) concerning one embodiment of the present invention. It is sectional drawing of the ship provided with the diffusion limiting means which can be deform | transformed according to the internal force / external force which concerns on one Embodiment of this invention. It is a side view of a ship provided with another embodiment of a diffusion limiting means that can be deformed according to internal force / external force according to an embodiment of the present invention. It is a side view of the ship provided with further another embodiment of the diffusion control means which can change according to internal force / external force concerning one embodiment of the present invention. It is sectional drawing of the ship provided with the diffusion restriction | limiting part which adjusts a protrusion degree according to the inclination of a left and right side as a storable diffusion restriction means which concerns on one Embodiment of this invention. It is sectional drawing of the ship provided with the restricted flow generation means which concerns on one Embodiment of this invention.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. In the following, the scope necessary for explanation for achieving the object of the present invention will be schematically shown, and the scope necessary for explanation of the relevant part of the present invention will be mainly explained, and the explanation will be omitted. Are according to known techniques.

  FIG. 1 is a diagram showing an overall image of a ship equipped with a ship frictional resistance reducing device according to an embodiment of the present invention. (a) is a side view of the ship, (b) is a top view thereof, and (c) is a bottom view thereof. Yes. As shown in (a), the ship 1 is equipped with an ejection gas control device. The jet gas control device includes a main engine 10 that includes a propulsion engine of the ship 1.

  The three bypass pipes (the supply bypass pipe 23, the scavenging bypass pipe 24, and the exhaust bypass pipe 25) attached to the main engine 10 are connected to the air supply pipe 30 and each have a bypass adjustment valve. The air supply pipe 30 having a bent portion is a pipe for passing a gas having a predetermined pressure and temperature to the gas outlet 40, and is temporarily lowered from a position where the three bypass pipes are gathered to a height near the ship bottom. After passing through the bent portion, the pipe is bent so as to be bent upward from the draft and is laid substantially horizontally. Further, the pipe is piped into a shape lowered toward the bottom of the ship through the bent portion. In this way, once the piping path passes through the height above the waterline, when the bypass adjustment valve and other valves fail, it is possible to prevent reverse inflow of seawater from the gas outlet provided below the waterline. Yes, and avoids the safety hazards of the main engine. Connected to the other end of the air supply pipe 30 is a gas outlet 40 provided at or near the bottom of the ship and ejecting gas into the water near the bottom 9 as an air bubble from an opening opened at or near the bottom.

The surplus gas (part) of the supercharger from the air supply bypass pipe 23 and / or the scavenging bypass pipe 24 and / or the exhaust bypass pipe 25 passes through the air supply pipe 30 having a bent portion and is near the ship bottom. Guided to the installed gas jet 40. For example, in the case of the present embodiment, the gas ejection port 40 is disposed substantially symmetrically about the plane center line CL of the hull at the front portion of the bottom 9. The provision of the gas outlet 40 at the bottom 9 is for the purpose of prolonging the stay of the ejected bubbles at the bottom 9 and mitigating the influence of waves and the like. This is because the bubbles stay on the bottom 9 as much as possible. When such aim and purpose are not essential, the gas jet outlet 40 may be other than the ship bottom 9 and may be an appropriate place below the water line. In particular, when the gas jet port 40 is provided on the bottom 9 of the ship, it is expected that the stay of bubbles will be long, and by making the particle size of the bubbles several hundred μm or more, the buoyancy action works and sticks to the bottom of the ship. The effect can also be expected. Further, when the supply of pressurized gas and / or exhaust gas is stopped, a shutoff valve 27 is provided immediately before the gas outlet 40 in order to prevent water from entering the air supply pipe 30. By providing the shut-off valve 27, the air supply pipe 30 is not affected by the intrusion of water, and it is not necessary to consider the high corrosion resistance and pressure resistance of the material, the wall thickness, and the like. Further, the shutoff valve 27 is closed when the gas supply is stopped in a state where the gas pressure is applied, and the opening when the gas supply is started may be opened after the gas pressure rises above a predetermined value from the water pressure. desirable.

This reliably blocks the ingress of water, prevents water from entering and backflowing into the air supply tube 30, and prevents damage to the air supply tube 30 and the like. That is, the inside of the air pipe 30 is prevented from generating rust due to water, in addition, the adhesion of marine organisms is eliminated, the increase in frictional resistance is suppressed when the gas is blown out, maintenance and the like can be reduced, and consequently the long-term use of the air pipe 30 Is possible. The air pipe 30 is preferably made of a seawater-resistant material or is surface-coated. Furthermore, since the air supply pipe 30 is closed by the shutoff valve 27, an increase in frictional resistance caused by water flowing during navigation invades into the air supply pipe 30 can be reduced. The operation of the shut-off valve 27 is automatically controlled to open and close depending on whether power, pressurized gas, or the like is supplied. However, depending on conditions, a human valve open / close operation or semi-automatic control may be used.

The gas outlets 40 have a planar arrangement configuration in which a plurality of gas jets 40 are arranged substantially symmetrically with respect to the plane center line CL. The corresponding number of branch pipes from 30 is provided. This simplifies the configuration and facilitates the arrangement. Preferably, the number of such discharge ports is an odd number, and a symmetrical arrangement is adopted in which one of the middles is brought on the plane center line CL.

  Preferably, the diffusion restricting portion is also arranged substantially symmetrically with respect to the plane center line CL of the hull with respect to the gas jet port 40 described above. Specifically, as shown in (c), end plates 95, 96, and 97 that restrict the diffusion of the gas ejected as bubbles from the gas ejection port 40 are arranged and symmetrical with respect to the plane center line CL. End plates 95a, 96a and 97a are arranged. The end plates 96, 96a and 97, 97a are drawn with substantially the same dimensions in the figure, but the end plates 97, 97a may be shorter than 96, 96a, and the number is limited to that shown in the figure. Is not to be done. The end plate may not be plural, and at least one end plate may be provided in the longitudinal direction of the ship bottom.

It should be noted that the draft sensor 230 is in a place where there is no influence of waves or bubbles in the stern part water, the relative speed sensor 55 is in a place where waves or bubbles in the bow part are not affected, A depth sounding instrument 60 is provided. The sounding probe 60 generates an ultrasonic wave from the ship side and performs an acoustic sounding to obtain the depth from the time until the ultrasonic wave is reflected back to the seabed and returns, so that the wave is not affected by the transmission / reception of the ultrasonic wave. It is preferable to install it in an appropriate place not affected by air bubbles. Even when a type provided in water is used as the relative speed sensor 55, it is preferable to provide it in a place where there is no influence of waves or bubbles.

In addition to this, a shear force sensor 240 for detecting a shear force acting on the hull due to seawater or bubbles is provided on the stern side, for example.

Further, the flow rate sensor S7 detects an air supply amount provided in the air supply pipe 30, and monitors whether an appropriate gas amount is being supplied.

FIG. 2 is a system diagram showing a system for bypassing pressurized gas and exhaust from a supercharger according to an embodiment of the present invention.

The supercharger 11 includes a compressor (compressor) 110 that sucks and compresses air through a filter 111, a turbine 112 that rotates the compressor 110, and a shaft that connects these. The supercharger 11 uses the energy (temperature / pressure) of the exhaust gas discharged from the main engine to rotate the turbine 112 at a high speed, and the compressor 110 is driven by the rotational force to compress the compressed air. Into the main engine cylinder (hereinafter also simply referred to as “cylinder”) 16, and by this, the air-fuel mixture that exceeds the original intake amount of the internal combustion engine is sucked and exploded, thereby producing an output that exceeds the apparent exhaust amount. It is a mechanism to obtain.

The high-temperature and high-pressure exhaust gas produced by the combustion of the fuel in each cylinder 16 is accumulated in the exhaust receiver 15 when the exhaust valve is opened, the pressure is statically reduced, and adiabatic expansion is performed by the turbine nozzle 116 (dotted line portion) and the turbine 112. Then, the compressor 110 that is directly connected to the turbine driving force is rotated. The compressor 110 takes in air from the outside, adiabatically compresses it, and static pressure is made by the diffuser 113 at the outlet of the compressor 110 to generate high-pressure and high-temperature air (supply air). This is cooled by the intercooler 12, stored in the scavenging receiver 14, and supplied to the cylinder 16. When the main engine 10 is lightly loaded and the exhaust energy is not sufficient, such as immediately after start-up, the auxiliary blower 115 operates to suck in air and assist the operation of the supercharger compressor 110. A bypass pipe 23, a scavenging bypass pipe 24, and an exhaust bypass pipe 25 are provided to bypass surplus gas.

  As a more detailed operation, first, when the atmosphere is sucked through the filter 111, the compressed air is generated by the compressor 110 driven by the rotational force of the turbine 112, and is conducted to the supply pipe 13 through the diffuser 113. . As described above, the air supply bypass pipe 23 is inserted into the air supply pipe 13, and a part of the compressed high-temperature air is bypassed by passing through the air supply bypass pipe 23. The gas extraction by the bypass is performed by opening and closing the supply air bypass adjustment valve 23A whose start / stop is controlled based on sensing of each physical quantity described later. The supply air bypassed by the supply air bypass pipe 23 is guided to the air supply pipe 30.

  Other air passing through the air supply pipe 13 is intercooled by the intercooler 12. The intermediate-cooled compressed air is dehydrated by a mist catcher 114 installed in a conducting pipe, and is conducted to a scavenging receiver 14 through a movable gate. The scavenging receiver 14 may also be supplied with air from an auxiliary blower 115 provided with a regulating valve 115A. As described above, the scavenging receiver 14 is inserted with the scavenging bypass pipe 24, and a part of the compressed air stored in the scavenging receiver 14 is bypassed by passing through the scavenging bypass pipe 24. The extraction of gas by this scavenging bypass is performed by opening and closing the scavenging bypass adjustment valve 24A whose start / stop is controlled based on sensing of each physical quantity described later. The air supply obtained by bypass by the scavenging bypass pipe 24 is guided to the air supply pipe 30.

  Other air stored in the scavenging receiver 14 passes through the conducting pipe, is guided to the cylinder 16, and fuel is injected into the cylinder 16 and burned. The exhaust generated by the combustion is guided to the exhaust receiver 15. As described above, the exhaust receiver 15 is inserted into the exhaust receiver 15, and a part of the exhaust gas stored in the exhaust receiver 15 is bypassed by passing through the exhaust bypass pipe 25. The extraction of gas by this exhaust bypass is performed by opening and closing the exhaust bypass adjustment valve 25A whose start / stop is controlled based on sensing of each physical quantity described later. The air supply obtained by bypass by the exhaust bypass pipe 25 is guided to the air supply pipe 30.

  Other exhaust gas in the exhaust receiver 15 is guided to the turbine 112 via a turbine nozzle 116 having a narrow diameter, and a part of the exhaust gas is driven to rotate the turbine 112, and then a chimney (as illustrated) is disposed as exhaust gas to be discarded. Not conducted).

  On the other hand, the exhaust amount or pressure of the exhaust gas bypassed by the exhaust bypass pipe 25 changes each time according to the control of opening / closing of the exhaust bypass adjustment valve 25A by sensing each physical quantity. As a result, a difference also occurs in the amount of exhaust gas flowing into the turbine 112. The turbine 112 is rotated by the energy of the inflowing exhaust gas, and air flows in from the atmosphere by the compressor 110 directly connected to the turbine 112 and is sent to the cylinder 16 at a high pressure. Therefore, the main engine efficiency is the driving efficiency of the turbine 112, that is, It depends on the displacement or pressure of the exhaust gas that is inhaled. Above all, it varies depending on the load state of the main engine 10.

  In this embodiment, a variable nozzle 118 having a mechanism for making the turbine nozzle 116 variable is provided. Since the variable nozzle 118 can control the inflow state of the exhaust gas flowing into the turbine 112 of the supercharger 11, the turbine 112 is preferably driven.

  FIG. 3 is an enlarged view of a main part of the variable nozzle according to the embodiment of the present invention. As shown in the figure, the variable nozzle 118 includes an arcuate outer shell 150 and a blade-like vane 151 (the number is not limited). The vane 151 preferably has a shape that optimizes the gas flow path, and can minimize resistance. This is because the angle of the vane 151 is changed to control the exhaust gas so as to be concentrated on the turbine 112. There is no limitation on the material and dimensions, and it is preferable to have corrosion resistance against exhaust gas and not to be deposited by depositing substances such as soot.

  (A) shows a state where the opening degree is small, and (b) shows the variable nozzle 118 where the opening degree is large. In (a), since the space formed by the vanes 151 is small, the flow path of the exhaust gas is narrowed. Therefore, the exhaust gas passes through the variable nozzle 118 while being throttled when the inflow amount of the exhaust gas flowing in is small, so that the exhaust gas can collide with the turbine 112 in a concentrated manner. On the other hand, in (b), since the space formed by the vanes 151 is wide, the flow path of the exhaust gas is secured with a low pressure loss.

  FIG. 4 is a characteristic diagram showing an example of the relationship between the main engine load and the supercharger efficiency depending on the presence or absence of a variable nozzle according to an embodiment of the present invention. As shown in the figure, when there is no variable nozzle 118, it is indicated by a solid line, and when it is present, it is indicated by a dotted line.

In the case indicated by the solid line, a considerable surplus is actually generated with respect to the required value of the main engine efficiency. For example, when the main engine load is 75.0%, the required value of the main engine efficiency is 68. In reality, an efficiency of 72.7% is obtained while it is 0%, and this difference can be used as surplus gas. Therefore, the idea of the frictional resistance reduction device of the present embodiment is to pay attention to the point where the gas thus generated is simply discarded and to effectively use it. On the other hand, in the case indicated by the dotted line having the variable nozzle 118, when the main engine load is 75.0%, the required efficiency of the main engine is 68.0%, whereas a high efficiency of 73.8% is realized. . Even if the load on the main engine changes, the efficiency of the supercharger 11 is higher as compared with the case where the variable nozzle 118 is not provided. From these things, the effect of controlling the inflow state of the exhaust gas flowing into the turbine 112 by optimizing the flow path by controlling the variable nozzle 118 can be confirmed. That is, by controlling the variable nozzle 118, the area and flow path of the gas path are adjusted so as not to reduce the supercharger efficiency due to fluctuations in the state of the inflowing gas, and gas is suitably provided to the exhaust turbine. be able to.

  FIG. 5 is a block diagram showing an arrangement of a supercharger and peripheral components according to an embodiment of the present invention. As shown in the figure, an atmospheric pressure sensor S1 and an intake air temperature sensor S2 are arranged in front of the filter 111. A rotation sensor S3 is installed to be connected to the compressor 110 and the turbine 112. In the scavenging receiver 14, a scavenging pressure sensor S4 is arranged. An exhaust pressure sensor S5 is disposed in the exhaust receiver 15. Between the exhaust receiver 15 and the turbine 112, an exhaust temperature sensor S6 and an exhaust mass flow sensor S7 are arranged. A variable nozzle 118 is installed in front of the turbine 112, and an after-turbine exhaust pressure sensor S8 is arranged behind the turbine 112. A bypass mass flow sensor S9 is disposed in the air supply pipe 30 that is conducted from each of the air supply bypass pipe 23, the scavenging bypass pipe 24, and the exhaust bypass pipe 25.

  FIG. 6 is a control block diagram of the control means according to one embodiment of the present invention.

  Functions for realizing the control according to the present application include a control device 200 for controlling the various bypasses described above based on various values acquired by various sensors (S1 to S9) around the supercharger 11, For obtaining information on the situation (position situation, fuel situation, driving situation, etc.) and making judgment based on this information, and for collecting and making judgment on the basis of the data related to the surrounding sea conditions Various conditions are set based on or in contrast to the determination of the sea state determination unit 400, the navigation state detection unit 500 that detects the navigation state of the ship, the ship state determination unit 300, the sea state determination unit 400, or the navigation state detection unit 500 And a gas outlet 40 for jetting the bypassed gas whose optimum value is calculated by each of these functions into the water near the ship bottom 9. Comprising a, the supercharger 11 constructed as a variable nozzle 118 is attached.

  The control device 200 has a calculation unit 201 having a function of performing a predetermined calculation process on the data acquired by the supercharger characteristics and various sensors (S1 to S9), and a function of feeding basic data to the calculation unit 201. A basic data unit 202 having a function, a supercharger characteristic unit 203 having a function for calculating and acquiring information related to the supercharger characteristic to the basic data unit 202, and values and operations from various sensors (S1 to S9). A comparison unit 204 having a function of comparing and calculating a value calculated by the unit 201 and a controller 205 having a function of controlling the comparison unit 204 are configured. In particular, the calculation unit 201 also has a function of calculating supercharger efficiency, which will be described later, based on the detection result of a predetermined sensor or the like.

  The ship state determination unit 300 includes a GPS 310 that detects the position of the ship, a fuel measurement unit 320 that measures the fuel consumption of the ship engine, and an engine operation detection unit 330 that detects the operating state of the ship engine. . This ship condition determination unit 300 is a part that particularly determines the current state of a ship, and determines the current state of a ship that has little (or no) change or slow change during navigation. For example, the GPS 310 grasps the position of the ship on the map and detects the distance to the port or destination, the absolute speed of the ground, and the like.

  The sea state determination unit 400 includes a wave sensor 410, a wind sensor 420, and a tidal current sensor 430. The wave sensor 410 detects the wave height, direction, period, and the like. The wind sensor 420 detects the wind speed and direction of the wind. The tidal current sensor 430 detects a tidal speed, direction, height, and the like. The sea state determination unit 400 takes into account the weather, etc. in addition to other information such as general weather information, such as waves, winds, and tides. Then, it is used to make decisions such as generating bubbles.

  The navigation state detection unit 500 includes a relative speed sensor 55, a depth sounding instrument 60, a draft sensor 230 that detects the draft level of the hull, a shear force sensor 240, and a tilt sensor that detects a right / left inclination with respect to the traveling direction of the hull, so-called rolling. 57. These navigation state detection units 500 detect physical quantities that are relatively easy to change or are controlled for the purpose of making changes as the ship navigates. In addition, the navigation state detection unit 500 includes a sensor for detecting left-right shaking (swaying), longitudinal shaking (pitching), longitudinal shaking (surging), vertical shaking (heaving), bow shaking (yawing), etc. Not included).

  Such information on the ship state determination unit 300, information on the sea state determination unit 400, and information on the navigation state detection unit 500 are transmitted to the condition setting unit 220, and the condition setting unit 220 comprehensively moves to the bottom 9 or the vicinity thereof. Conditions for jetting bubbles are set. This condition includes the start / stop of bubble ejection, and when there are multiple bubbles, from which and from which gas bubbles are to be ejected, what is the amount of ejection, what is the timing of ejection, and temporal bubbles These are how to form the ejection sequence, when to stop the ejection, and what to do with the ejection direction.

The amount of air supply, scavenging, and exhaust extraction as pressurized gas changes in relation to the amount of gas ejection as bubbles. The variable nozzle 118 is controlled based on the values of various sensors (S1 to S9) including physical quantities related to the thermal load of the engine 10, the characteristics of the supercharger 11, and the characteristics of the variable nozzle 118. Specifically, according to the conditions set by the condition setting unit 220, the values of the various sensors (S1 to S9) and the turbocharger 11 calculated using a part of the values of these various sensors (S1 to S9). Are compared by the comparison unit 204, and the variable nozzle 118 is controlled via the controller 205 in accordance with the comparison result.

  Further, the comparison unit 204 compares signals according to the setting of the condition setting unit 220, and adjusts the bypass adjustment valves 23A, 24A, and 25A via the controller 205 according to the comparison result, thereby increasing the pressure gas (supply). Gas, scavenging) / exhaust gas flow rate is controlled.

  Next, details of the control according to the present application will be described.

As described above, in the present application, the extraction amount of the pressurized gas (supply air, scavenging) / exhaust is controlled based on the physical quantity related to the heat load of the main engine and the supercharger characteristics. In this case, as a representative example of the physical quantity related to the heat load of the main engine, scavenging air pressure and exhaust temperature (or exhaust pipe temperature, ambient temperature corresponding to exhaust temperature one-to-one, etc.) are adopted, and supercharger characteristics As for the supercharger efficiency.

  The variable nozzle 118 controls the opening degree and direction of the vane 151 by a signal from the controller 205. The controller 205 transmits signals from the ship state determination unit 300, the sea state determination unit 400, and the navigation state detection unit 500 to the condition setting unit 220, and the conditions set in the condition setting unit 220 are compared in the comparison unit 204. It is processed. Specifically, the comparison unit 204 calculates the values detected by the temperature sensors (S2, S6) and the pressure sensors (S1, S4, S5, S8) and the calculation unit 201 using predetermined variables including the detection values. The calculation result and the measurement result of the rotation speed sensor S that measures the rotation speed of the supercharger 11 are fed back and compared, and the optimum driving state of the variable nozzle 118 is transmitted to the controller 205.

Here, the temperature, pressure, and supercharger rotation speed are read from the detection values of the sensors, and the slip ratio and fan diameter are read from the basic data, and the calculation unit 201 calculates the supercharger overall efficiency. The correction value is obtained by correcting the calculation unit 201 using the exhaust / bypass mass flow sensors S7 and S9.

The pressure loss of the filter 111 and the intercooler 12 necessary for determining the overall turbocharger efficiency is calculated based on the exhaust / bypass mass flow sensor (S7, S9) value and the pressure loss coefficient stored in the basic data section 202. Calculated by the unit 201. Alternatively, a pressure sensor (S1 to S9, etc.) may be attached to each necessary part and detected without being calculated.

The supercharger total efficiency can also be calculated based on a graph or table of supercharger total characteristics stored in the basic data unit 202 in advance. In this case, the load of the main engine 10 necessary for the calculation is performed based on the fuel consumption measured by the fuel measuring unit 320.

The present invention uses the bypass gas from each part of the turbocharger or a combination thereof to generate bubbles directly from the bypass gas, and uses the amount without destroying the performance and reliability of the main engine 10 It is guaranteed to do. At this time, the control status of the vane 151 of the variable nozzle 118 also changes according to the amount of bypass gas taken out.

For the generation of bubbles, it is better that the temperature is higher because the pressure is higher and the viscosity coefficient is lower. Therefore, although the A exhaust bypass gas is most suitable, an environmental problem that exhaust may directly contaminate the sea is assumed, and it is assumed that there is an unusable sea area. In sea areas where such exhaust bypass gas cannot be used, B supply bypass gas or C scavenging bypass gas may be used. B and C are high-pressure air. However, when the temperature is high, the volume is large, and the pipe to the gas jet port 40 must be thickened to take into account the pipe loss. Further, at this time, a treatment such as heat-curing around the pipe may be performed.

  Therefore, the scavenging bypass gas has a low temperature, the piping system can be made small, and a combination of heating with the exhaust bypass gas in the vicinity of the bubble discharge port is also conceivable. As described above, the bypass pipe is once higher than the draft so that seawater does not enter the main engine 10.

  When starting / stopping gas injection, the bypass gas is acquired based on the physical quantity related to the heat load of the main engine and the supercharger characteristics, and the bypass gas is acquired and used as bubbles. The operation related to the start / stop of the supply operation from the gas and / or exhaust gas outlet is controlled based on the exhaust pressure and the drive of the variable nozzle 118.

Thus, for example, when GPS 310 determines that the port or destination is close, it stops blowing bubbles, and when departure is confirmed, it starts blowing bubbles, stops when the whirlpool area approaches as a sea area, and starts when it comes off. When it is confirmed that the operation of the engine is stopped, the bubble is also stopped, and when the engine starts to move for a predetermined time, the bubble is started to be discharged. When the fuel consumption detected by the fuel measuring unit 320 is lower than planned, the bubble is stopped. , Etc. can be controlled. In addition, when an improvement in fuel consumption is predicted, the ejection of bubbles is started, and when stormy weather such as typhoon or weathering is recognized by the sea state determination unit 400, the ejection of bubbles is stopped and started when recovered. Such control is also possible. These bubbles start, stop, and discharge amount is related to the operating state of the main engine, and when the main engine requires a lot of air, it stops the injection or reduces the amount of discharge. It is.

  In addition, when the wave height detected by the wave sensor 410 exceeds a predetermined value, the ejection of bubbles is stopped, and when the wave height decreases below the predetermined value, it starts and the detection result of the navigation state detection unit is compared with a set value to obtain a deviation. Based on the magnitude of the above, it is also possible to stop the deviation below a predetermined threshold and start when the deviation exceeds the threshold. When the ship 1 is moving and accelerating based on the temporal change of the representative value subjected to the statistical processing of the relative speed sensor 55, the threshold value is lowered and bubbles are ejected earlier to effectively reduce the frictional resistance by the bubbles. When the vehicle is decelerating, there is an air bubble that has slowed down and still stays at the bottom 3 of the ship. Therefore, it is possible to raise the threshold value and stop the air bubble from being ejected early.

In this way, it is possible to start / stop the ejection of bubbles under a predetermined condition, and when the detection / judgment that the ship is stopped is stopped, the bubbles are stopped in consideration of a substantial frictional resistance reduction effect. Can be realized.

  FIG. 7 is a cross-sectional view showing the concept of a gas outlet according to an embodiment of the present invention. In the figure, the exhaust gas bypassed through the air supply pipe 30 connected to the main engine 10 shown in FIG. 1 is bent at a substantially right angle by the chamber 160 of the gas outlet 40 connected to the air supply pipe 30. Yes. A distribution component 162 for attracting a flow is provided immediately below the connection portion of the air supply pipe 30. This is to disperse the gas containing the supplied gas, and there is no limitation on the shape. For example, a turntable having a triangular cross section or a flap-like fluid element (if the gas is about to flow, a negative pressure state is generated. It may be generated and may cause an action of attracting a flow).

  The ejection state of the gas supplied from the air supply pipe 30 can be controlled by various physical quantities. For example, the navigation state detection unit 500 detects a left-right swing (swaying), a vertical swing (pitching), a forward / backward swing (surging), a vertical swing (heaving), a bow swing (yawing), and the like based on the detection result. To control the ejection state. More specifically, these detected data are transmitted to the condition setting unit 220, and the condition setting unit 220 comprehensively sets conditions for jetting bubbles to the bottom 9 or the vicinity thereof. This condition includes the start / stop of bubble ejection, and when there are multiple bubbles, from which and from which gas bubbles are to be ejected, what is the amount of ejection, what is the timing of ejection, and temporal bubbles How to set up the eruption sequence, when to stop erupting, etc. Further, in relation to the gas ejection amount as bubbles, the intake bypass amount, the scavenging bypass amount or the exhaust bypass amount take-out amount, the physical quantity value acquired by the navigation state detection unit 500, the supercharger 11 The variable nozzle 118 is controlled based on the characteristics and the characteristics of the variable nozzle 118. Specifically, according to the conditions set by the condition setting unit 220, the calculation result related to the supercharger 11 calculated using the physical quantity value acquired by the navigation state detection unit 500 is compared by the comparison unit 204. The variable nozzle 118 is controlled via the controller 205.

The distribution component 162 may be a fixed type or a variable type controlled by various physical quantities. The variable distribution component 162 can be changed in direction and angle by a hinge, a rotation shaft, and the like. The control system shown in FIG. 6 is used as an instruction system, and the distribution component 162 is determined according to the detection result of the navigation state detection unit 500. Adjust the angle etc. Furthermore, the condition setting unit 220 comprehensively distributes parts based on the information of the ship condition determination unit 300 (for example, including, but not limited to, the amount of steering and the skew angle) and the information of the sea state determination unit 400. The angle 162 is adjusted (the control method may be either feedback control or feedforward control). In this way, the gas is bent at a right angle in this portion and directed to a desired angle, and the distribution component 162 distributes the air left and right. In this way, the gas ejection direction can be adjusted according to the navigation state.

The jetted air tends to diffuse from the vicinity of the bottom of the ship bottom 9 due to the influence of buoyancy caused by tidal currents, the navigation direction or inclination of the ship. Accordingly, in addition to the chamber portion 160, the distribution component 162, and the perforated plate (not shown), by previously directing the flow path of the bubbles that uniformly flow in the horizontal plane direction and the left-right direction of the ship bottom 9, the bubbles are further moved along the vicinity of the ship bottom. Since it can be made to eject, frictional resistance can be reduced.

  In FIG. 8, the see-through | perspective perspective view of the gas jet nozzle which has the baffle plate which concerns on one Embodiment of this invention is shown. As shown in the figure, the baffle plate 163 is installed so that the height of the baffle 9 is substantially coincident with the bottom of the vessel 9 so that there is no recessed portion, and the rectifying plate 163 extends from the ejection opening 161 indicated by the dotted line to the vessel bottom 9. It does not close the ejection opening 161 in order to eject gas smoothly. Further, the rectifying plate 163 may be a single plate, but a plurality of the rectifying plates 163 are preferably installed in a continuous manner at a pitch of approximately 30 mm to 100 mm, and the shape thereof is not limited. By carrying out like this, each baffle plate 163 can be designed by making the air flow direction (flow path) into a predetermined shape. Furthermore, although the thickness dimension of the current plate 163 is approximately 20 mm, it may be about 30 mm depending on the size of the hull, but it is preferable that the flow direction of the gas is not hindered. The material is preferably a material that does not buckle, does not cause stress corrosion cracking, and has rust prevention even if a wood block is laid under the current plate 163 when docked.

The rectifying plate 163 may be either a fixed type or a variable type controlled by various physical quantities. In the case of the variable rectifying plate 163, the control system shown in FIG. 6 is used as an instruction system, and the angle and the like of the distribution component 162 are adjusted according to the detection result of the navigation state detection unit 500. Furthermore, the condition setting unit 220 performs comprehensive processing based on the information of the ship state determination unit 300 (for example, including at least, but not limited to, the direction of the ship and the ground speed measured by GPS) and the information of the sea state determination unit 400. In particular, the individual angles and the like of the current plate 163 can be adjusted. The control method may be either feedback control or feedforward control.

In this way, the direction in which the bubbles flow after jetting, the situation where the bubbles are present in the vicinity of the hull, etc. change due to the navigational state of the ship, the sea conditions, the weather or other external factors. By controlling the ejection state including the direction, speed, etc., the direction of the gas ejected from the ejection opening 161 can be determined in advance before being exposed to the tidal current. Accordingly, it is possible to more effectively eject the bubbles along the vicinity of the ship bottom and reduce the frictional resistance.

  By providing the current plate 163, another advantage can be obtained. That is, by covering the recessed portion of the ship bottom 9 and forming substantially the same surface as the ship bottom 9, it is possible to obtain an advantage that it is not necessary to consider the position of the board when entering the dock. More specifically, the workers consider safety and put a wood block where it is most stable so that the vessel can remain stationary, and try to put the vessel on it, while the vessel Due to its huge size, it is difficult to move with a crane. For this reason, the ship is loaded on a board using the principle that the ship is brought into a huge tank storing water and the water level is lowered by removing the water. For this reason, it cannot always be said that the wood block hits a desired portion, and the wood block may be placed on a recessed portion (concave portion) or a protruding portion (convex portion). As a result, the ship loses a sense of stability correspondingly, increasing the risk of work. It can be said that the current plate 163 is also effective in eliminating such a series of work load and anxiety factors.

  Here, a detailed description of the operation principle of the distribution component 162 and / or the rectifying plate 163 in the gas ejection port 40 will be described below.

  For example, when the tide is strong or the wind is strong, the ship steers diagonally with respect to the tide or wind direction (this is also referred to as “directed rudder”) in order to keep the direction of travel, and the ship is inclined with respect to the tide or wind direction. (This is called "slope"). In addition, the ship may be curved at any time, and the radius of the curve varies depending on how the rudder is taken. In such a case, when the gas is ejected in the traveling direction of the ship, the ejected bubbles do not stay in the vicinity of the bottom 9 due to the tide flowing in the oblique direction with respect to the ship, and are immediately flown by the tide. End up. On the other hand, the angle of the distribution component 162, etc., with the degree of steering (hereinafter also referred to as “steering amount”) and the angle of skew (hereinafter also referred to as “skew angle”) in such a state as variables. And / or by changing the angle of the rectifying plate 163 with the direction of the ship and the ground speed as a variable, etc., it is possible to suppress bubbles from flowing and diffusing immediately due to the tidal current, and to stay near the bottom 9 for a longer time. Air bubbles can be retained to increase the frictional resistance reduction effect. The flow direction of the gas may be controlled before the supplied gas is ejected from the ejection opening 162 by negative pressure generating means (not shown) including a suction device provided in the chamber portion 160. .

  FIG. 9 is a cross-sectional view of a ship provided with a retractable diffusion limiting unit as a storable diffusion limiting unit according to an embodiment of the present invention. As shown in the figure, diffusion limiting portions 95 and 95a are provided at both ends of the ship bottom 9 (but not within the bilge circle), and each of them is projected and stored. Hereinafter, what can realize these states is also referred to as a retractable diffusion limiter.

  FIG. 10 is an enlarged view of a retractable diffusion limiting unit (dotted line portion in FIG. 9) as a storable diffusion limiting unit according to an embodiment of the present invention. (A) shown in the figure shows a state in which the retractable diffusion limiting unit protrudes, and (b) shows a state in which the retractable diffusion limiting unit is stored. The retractable diffusion limiter includes an end plate 95-1 for limiting the diffusion of bubbles from the ship bottom, a storage unit 95-2 for storing the end plate 95-1, and a piston rod for moving the end plate 95-1. A piston 95-3 having 95-3a and a stopper 95-4 for holding the end plate 95-1 in the storage portion 95-2 are provided.

  Here, the end plate 95-1 refers to a plate-like member formed of a metal material including iron, steel, and steel, or a material such as FRP, has rigidity, and does not easily induce rust due to the influence of water or the like. Is preferred. It is also preferable to paint the surface of the material for rust prevention. The end plate 95-1 is disposed by a method in which a joining member is joined to and arranged on the ship bottom by a joining method including bolts, screws, and an adhesive. A method of disposing by being fitted and / or meshing with each other or being joined by welding is preferable. At the time of disposition, the disposition strength may be improved by using the joining member in a reinforcing manner.

  Further, the end plate 95-1 may have a cross-sectional shape of a substantially circular shape, a substantially triangular shape, a substantially polygonal shape, or a quadratic function curve. Moreover, it is good also as a shape (streamline type) which the front part of the end plate 95-1 has in order to change a surface angle slightly like the front-end | tip of a sword, and to make a sword easy to cut an object. Note that the end plate 95-1 in the retractable diffusion limiting portion preferably has a T-shaped cross-sectional shape in order to be stored in the storage portion 95-2. With such a shape, the power of the piston 95-3 can be transmitted and fixed by the stopper 95-4. Further, the end plate 95-1 has a drag force or a predetermined weight due to the action of the piston 95-3, and its protrusion degree does not change due to the influence of water pressure during navigation, and is not stored in the storage portion 95-2. Is preferred. In addition, it is preferable that all other end plates including the end plate 95-1 have a length dimension of about 1 m to about 10 m in the longitudinal direction, and optimally about 5 m to 6 m. The clearance between the two is very small and does not vibrate due to rolling or the like during navigation.

By doing so, it is possible to store only the end plate of the portion that is hit by the support base such as a wood block when entering the dock and not store the other portion. Therefore, it is possible to prevent breakage due to compressive loads such as wood blocks in a long non-retractable end plate exceeding 10 m as before, and even a retractable end plate that is long It is possible to avoid waste of resources due to unnecessary storage operations.

  The storage unit 95-2 is a space provided in the ship bottom 9 in which the end plate 95-1 can be stored. There are no limitations on the dimensions (width, depth, height) of the space, and those that do not easily induce rust due to the influence of water or the like are preferable, and more preferably, the structure does not flood.

  The piston 95-3 is installed in the storage portion 95-2 and has a function of moving the end plate 95-1 by driving (stretching) the piston rod 95-3a by pressure change (pressurization / decompression). It may be any of a hydraulic type, a hydraulic type, or a pneumatic type, but it is preferable that the function can be exhibited even if the structure is immersed in the storage portion 95-2.

  Further, the stopper 95-4 indicates that the stored end plate 95-1 is prevented from falling naturally due to gravity, and is stored / projected on the inner wall of the storage portion 95-2 by a predetermined external force. Note that the stopper 95-4 may be omitted if the end plate 95-1 can be prevented from falling naturally due to gravity by adjusting the pressure of the piston 95-3.

  Therefore, during normal navigation, the internal pressure of the piston 95-3 is lowered, or the stopper 95-4 is stored in the inner wall of the storage portion 95-2 to form a state in which the end plate 95-1 protrudes by its own weight. can do. Thereby, when the ship 1 spouts the gas from the gas spout 40 during navigation, the end plate 95-1 can prevent the gas from diffusing and can flow while being held near the ship bottom 9. At this time, if the end plate 95-1 is fixed by the stopper 94-4, it is possible to prevent a natural fall due to its own weight without maintaining a high pressure state.

On the other hand, at the time of docking, the end plate 95-1 is moved into the storage portion 95- by increasing the internal pressure of the piston 95-3 and / or applying an external force (compression load) from below the end plate 95-1. 2 can be stored. As a result, when the retractable diffusion limiter comes on the board when docked, the end plate 95-1 receives an external force (compressive load from the board) from below and is stored in the storage unit 95-2. Therefore, the worker does not need to consider the position of the board when entering the dock. A stopper can be put on the stored end plate 95-1 to fix it in the stored state.

In other words, the worker considers safety and puts a wooden board in the most stable place so that the ship can remain stationary, and tries to put the ship on it, but the ship is huge. It is difficult to move with a crane. For this reason, a ship is carried in a board using the principle that a ship is carried in the huge water tank which stored water, and the water surface falls by extracting this water. For this reason, it cannot always be said that the block is applied to a desired portion. If the end plate 95-1 cannot be stored and there is a board in that portion, the ship loses a sense of stability correspondingly, increasing the risk of work. Furthermore, troubles in work such as painting of the ship bottom (for example, peeling or overcoating old paint) and repairs occur. The retractable diffusion limiter can also be said to be effective in eliminating such a series of work load and anxiety factors.

  FIG. 11 is an enlarged view showing another embodiment of a retractable diffusion limiting unit (dotted line portion in FIG. 9) as a storable diffusion limiting unit according to an embodiment of the present invention. The retractable diffusion limiting portion shown in the figure can bias the end plate 95-1 in a direction against the external force (compression load) from the lower side of the end plate 95-1. Installed. The configuration is different from the retractable diffusion limiting portion shown in FIG. 10 in that the force of the spring is used to bias the end plate 95-1.

  Here, the spring 95-5 is a predetermined elastic body that is deformed according to the force pressed within the elastic range, and there is no limitation on the shape, size, and material (for example, stainless steel, iron, etc.). Further, the spring 95-5 may be disposed either inside or outside the storage portion 95-2, and when attached to the outside, it is preferable to apply a coating that hardly induces rust due to the influence of water or the like. .

  Therefore, it is possible to form a state in which the end plate 95-1 protrudes due to the repulsive force and / or its own weight of the spring 95-5. By applying an external force (for example, a compressive load from a block board) from the lower side of the end plate 95-1, the spring 95-5 is deformed, and the end plate 95-1 can be stored in the storage unit 95-2. On the other hand, if the external force is removed, the end plate 95-1 is protruded by the biasing force of the spring 95-5. The effects of these operations are the same as those of the retractable diffusion limiting portion shown in FIG. 10 having the piston 95-3 described above.

  The end plate 95-1 is protruded by its own weight without the spring 95-5, and an external force (for example, a compressive load from a wood block) is applied from the lower side of the end plate 95-1. There may be another storage-type diffusion limiting unit having a mechanism for storing -1 in the storage unit 95-2. In this case, preferably, it is possible not to be retracted into the storage unit 95-2 against the intention during normal use, and / or the protrusion operates smoothly even after long-term use. Adopt enough weight, material, and structure to make it possible.

  FIG. 12 is a cross-sectional view of a ship provided with a refractive diffusion limiting portion as a storable diffusion limiting means according to an embodiment of the present invention. As shown in the figure, diffusion limiting portions 95 and 95a are provided at both ends of the ship bottom 9 (but not within the bilge circle), and represent a state in which these protrude and refract. Hereinafter, what can realize these states is also referred to as a refractive diffusion limiting unit.

  FIG. 13 is an enlarged view of a refractive diffusion limiting portion (dotted line portion in FIG. 12) according to an embodiment of the present invention. (A) shown in the figure shows a state in which the refractive diffusion limiting part protrudes, and (b) shows a state in which the refractive diffusion limiting part is refracted. The refraction type diffusion limiting unit moves the end plate 95-1 for storing the end plate 95-1, the end plate 95-1 for storing the end plate 95-1, and the end plate 95-1 for preventing the bubble from diffusing and holding it on the ship bottom. A piston 95-3 having a piston rod 95-3a, a joint 95-6a that refracts the end plate 95-1, a joint 95-6b that connects the end plate 95-1 and the piston rod 95-3a, and a storage portion 95- And a link mechanism including a joint 95-6b that connects the inner wall of the two and the piston 95-3.

  The end plate 95-1, the storage portion 95-2, and the piston 95-3 are the same as those related to the retractable diffusion limiting portion according to FIG. 10 described above. In the refracted state, the diffusion limiting portions 95 and 95a have a structure with no height difference (on the same surface), or have a structure in which the end plate 95-1 can be stored in the ship bottom 9 by providing a recess. Thus, it is preferable that the resistor does not become a resistor in the navigation of the ship.

  The joint 95-6a rotates to refract the end plate 95-1 to the inside of the ship bottom 9. The joint 95-6b connects the end plate 95-1 and the piston rod 95-3a, converts a linear motion by driving the piston rod 95-3a into a rotating motion, and powers the joint 95-6a. Is to communicate. Further, the joint 95-6c realizes a movement for rotating the piston 95-3 and / or a sliding movement in accordance with the inner wall of the storage portion 95-2. There are no limitations on the dimensions, shape, and material of the joints 95-6a, 95-6b, and 95-6c, but all of them make it difficult to induce rust due to the influence of water, etc., and smooth movement and / or sliding movement A structure that allows it to be performed is preferred.

  Therefore, the piston rod 95-3a is driven by lowering the internal pressure of the piston 95-3, and the linear motion of the piston rod 95-3a is converted into a motion that rotates through the joints 95-6a and 95-6b. The end plate 95-1 can be extended. On the other hand, by increasing the internal pressure of the piston 95-3, the piston rod 95-3a is driven, and the linear movement of the piston rod 95-3a rotates and / or slides via the joint 95-6c. The piston 95-3 moves to be converted into a motion that rotates through the joint 95-6b, and is converted into a motion that rotates through the joint 95-6a to refract the end plate 95-1. Can do. Further, by applying an external force (for example, a compressive load from a block board) from the lower side of the end plate 95-1, this is converted into a motion that rotates through the joints 95-6a and 95-6b, The end plate 95-1 can be refracted by driving the piston rod 95-3a and / or the piston 95-3 by converting into a rotating motion and / or a sliding motion through the joint 95-6c. The effects of these operations are the same as those of the retractable diffusion limiting portion having the piston 95-3 shown in FIG. 10 described above. The end plate 95-1 is inclined to the inside of the ship bottom 9 at a predetermined angle so that the external force is easily converted from the downward direction of the end plate 95-1 into a movement that rotates through the joint 95-6a. It is preferable to have a rounded shape that does not catch.

  The piston 95-3 is eliminated, the end plate 95-1 is projected by its own weight, and an external force (for example, a compressive load from a board) is applied from the lower side of the end plate 95-1, so that the joint 95- There may be another refraction type diffusion limiting part which has a mechanism in which the end plate 95-1 is refracted by being converted into a motion that rotates through 6a.

  Further, there are the following technical ideas as an alternative to the piston 95-3. For example, a structure in which a spring (not shown) is attached inside or outside the storage unit 95-2 and the spring and the end plate 95-1 are connected linearly may be used. By doing so, the end plate 95-1 protrudes due to the weight of the end plate 95-1 and / or the elastic force of the spring, and an external force (for example, a compressive load from the wood block) is applied from below the end plate 95-1. In addition, the spring is deformed and the end plate 95-1 is refracted. Further, a predetermined power source is provided in the storage unit 95-2 (not shown), a pulley (not shown) is assembled, a wire is wound with a rack and pinion (not shown), and the end plate 95-1 is refracted, a screw May be used to change the length of the end plate 95-1.

  FIG. 14 is a cross-sectional view of a ship provided with another refracting diffusion limiting portion as a storable diffusion limiting means according to an embodiment of the present invention. As shown in the figure, diffusion limiting portions 95 and 95a are provided at both ends (inside the bilge circle 95-8) of the ship bottom 9, and represent a state in which these protrude and refract. Providing diffusion limiting portions 95 and 95a within the arc of the bilge circle 95-8 also serves as a bilge keel (not shown) that suppresses rolling and rollover of natural phenomena such as ship waves and tidal currents and collision objects. Can do. Hereinafter, what can realize these states is also referred to as a refractive diffusion limiting unit.

  FIG. 15 is an enlarged view of another refractive diffusion limiting unit (dotted line portion in FIG. 14) according to an embodiment of the present invention. (A) shown in the figure shows a state in which the refraction-type diffusion limiting portion protrudes, and (b) shows a state in which the refraction-type diffusion limiting portion is refracted. The refraction-type diffusion limiting portion includes an end plate 95-1 for preventing air bubbles from being diffused and flowing while holding the bottom of the ship, and a pin 95-7 for refracting the end plate 95-1.

  The end plate 95-1 has substantially the same configuration as that of the retractable diffusion limiting portion shown in FIG. 10 and the refractive diffusion limiting portion shown in FIG.

  The pin 95-7 connects the bilge circle 95-8 and the end plate 95-1, and is configured to rotate when a predetermined external force is applied. Preferably, the pin 95-7 is provided at a portion where the arc related to the bilge circle 95-8 and the straight line related to the ship bottom 9 converge. Thereby, when the end plate 95-1 is refracted, it becomes the same height (on the same surface) as the ship bottom 9. Moreover, since the pin 95-7 is attached to the outside of the bilge circle 95-8, the coating which makes it difficult to induce rust due to the influence of water or the like is preferable.

  By setting it as said structure, the end plate 95-1 can be protruded with dead weight. Further, by applying an external force (for example, a compressive load from the block board) from the lower side of the end plate 95-1, the end plate 95-1 is converted into a motion that rotates through the pin 95-7, and the end plate 95-1 The operation of refracting 9 to the outside is realized. In this embodiment, it is preferable that the structure is easy to spread outward when it is placed on the board (when receiving external force from the external force acting body 96).

  Furthermore, as for the protrusion of the end plate 95-1, not only the drooping due to gravity as described above, but also a structure in which a spring is installed and the biasing by this is used can be adopted. Further, in the case of the gravity drooping type, it is preferable to prevent swinging during navigation. For example, a not-shown (expandable) stopper may be provided, and this may be set during navigation.

  FIG. 16 is a cross-sectional view of a ship provided with diffusion limiting means that can be deformed according to internal force / external force according to an embodiment of the present invention. As shown in the figure, diffusion limiting portions 95 and 95a having end plates having a substantially circular cross-sectional view are provided at both ends of the ship bottom 9 (may be in a bilge circle) so that these can protrude. Configured.

  Here, the end plate 95-1 defined above has certain flexibility, rigidity, and flexibility including vinyl, rubber, or various waterproof fiber materials (for example, those used for bulletproof vests, hovercraft hulls, etc.). And / or a hollow material made of a material having elasticity and strength. There is no limitation on the shape (for example, a circle, an ellipse, a triangle, a rectangle, and other polygons), but a fluid (a gas such as air, a liquid such as water or oil, or a powder (such as powder or earth) Etc.)) can be infused or sealed to maintain a desired shape even during navigation. In particular, it is preferable to have flexibility so that the end plate is compressed by the pressure when the ship is placed on the board when docked. It may be filled with a flexible material such as sponge or composed only of a flexible material, and it is not excessively compressed by water pressure etc. and maintains an expanded state to prevent air bubbles from diffusing during navigation. What is necessary is just to be able to flow while holding.

  With the above configuration, during navigation, a predetermined gas is aerated or liquid or powder is injected into the end plate having a substantially circular cross section associated with the diffusion limiting means 95 and 95a shown in the figure, or By opening and closing the valve, a fluid containing a gas or liquid or a powdery body is sealed to maintain the expanded state, so that the same role as a plate-like end plate such as iron can be achieved. On the other hand, when entering the dock, by releasing the expansion state of the end plate, it is possible to avoid becoming an obstacle for placing the board by being compressed by the pressure when the ship is placed on the board. . Hereinafter, what can realize these states is also referred to as a flexible diffusion limiting unit. A bypass pipe and a flexible diffusion limiting unit 95 are connected in series, and an end plate related to the flexible diffusion limiting unit 95 is installed in parallel with the air supply pipe 30 shown in FIG. May be connected to allow the bypass gas to flow through the end plate. In addition, a separate fan (not shown) may be installed for ventilation. The effects of these operations are the same as those of the retractable diffusion limiting portion having the piston 95-3 shown in FIG. 10 described above.

  As shown in the drawing, a groove having a substantially semicircular cross section may be cut in the ship bottom 9 so that the end plate 95-1 in an expanded state enters. By doing so, damage to the end plate 95-1 itself can be reduced.

  FIG. 17A is a side view of a ship provided with another embodiment of a diffusion limiting means that can be deformed according to internal force / external force according to an embodiment of the present invention. This figure shows a flexible diffusion restricting portion 95 that also serves as a bypass gas duct, with the inside of the hollow structure as a path through which the gas sent to the gas outlet passes. For the purpose of explanation, the main part configuration is exposed. As shown in the figure, the ship 1 includes a main engine 10 according to the ship 1, and three bypass pipes attached to the main engine 10 (a supply bypass pipe 23, a scavenging bypass pipe 24, and an exhaust bypass pipe 25). And a hollow end plate (not shown) that also serves as an air supply pipe having a bent portion that is connected to the air pipe. Connected to the other end of the end plate (not shown) is a gas outlet 40 that is provided at or near the bottom of the ship and that blows bubbles into the water near the bottom 9 from an opening that opens at or near the bottom. .

  The bypass gas exhausted from the bypass pipe is routed through a hollow end plate that also serves as a duct and is connected to the bow. The end plate can be maintained in an expanded state by the ventilation of the bypass gas. In the case of docking or the like, by releasing the inflated state, it is possible to avoid becoming an obstacle for placing the board by being compressed by the pressure when the ship is placed on the board. On the other hand, the bypass gas goes to the end portion of the end plate, once enters the ship and is ejected from the gas ejection port 40.

  FIG. 17B is a side view of a ship provided with still another embodiment of the diffusion limiting means that can be deformed according to the internal force / external force according to an embodiment of the present invention. (A) of the same figure shows the flexible type | mold diffusion limiting part 95 which provided the intake port 41 which takes in water, such as seawater, in the ship bottom 9, (b) takes in water, such as seawater, into the bow valve part below a waterline. The flexible type | mold diffusion limiting part 95 which provided the intake 41 is shown. These flexible diffusion limiting portions differ from the flexible diffusion limiting portion shown in FIG. 17A in that the end plate is expanded by injecting water taken from the outside.

  The intake port 41 shown in (a) and (b) preferably has a shape that allows water to be taken in naturally during navigation, and does not protrude from the bottom 9 or the bow and become a resistor. Especially in (a), in order to take in water from the bottom 9 of the vessel, design the slope shape and the degree of restriction of the flow path so that it can respond to the state of progress of the ship (when turning, turning, etc.) Is preferred. On the other hand, the taken-in water is discharged from the discharge port 42. With such a structure, the end plate 95 is expanded by the water flow (fluid force) of water, diffusion of the gas ejected from the gas ejection port 40 is suppressed, and the bubbles can be allowed to flow while being held near the ship bottom 9. On the other hand, in the case of docking, etc., by releasing the inflated state, it is possible to prevent the ship from being compressed by the pressure when it is placed on the board and becoming an obstacle for placing the board.

  FIG. 18 is a cross-sectional view of a ship provided with a diffusion limiting unit that adjusts the degree of protrusion according to the inclination of the left and right side as a storable diffusion limiting unit according to an embodiment of the present invention. This figure shows a retractable diffusion limiter in which the pressure is adjusted according to the inclination of the ship and the end plate protrudes and retracts. (A) is a state in which the ship is not tilted and the end plate protrudes evenly, and (b) and (c) show a state in which the ship is inclined and the end plate is raised more so that the bottom is raised. As shown in the figure, the ship 1 includes an end plate 95-1, a storage unit 95-2, and a pressure movable unit 95-7 that projects and stores the end plate 95-1 by pressure change using buoyancy. .

  The principle of the invention is that the pressure distribution fluid such as gas, liquid, etc. is connected with the end plates provided on the left and right sides of the ship, and the pressure distribution fluid is changed from deeper to shallower according to the inclination of the ship. It is moved and the end plates provided on the left and right sides are pressed or depressurized in conjunction with the movement. That is, the adjustment of the degree of protrusion (including partial protrusion) of the end plate is automatically performed using the action of the fluid that keeps the level constant. According to this principle, the end plate can adjust the degree of protrusion from the ship bottom in conjunction with the pressure distribution fluid.

  That is, since the pressure movable part 95-7 is connected between the end plates 95-1 and 95a-1 by a pressure distribution fluid (air, water, oil, etc.), the pressure distribution fluid is based on the above principle. Will move from deeper to shallower. The pressure movable unit 95-7 may be operated by a so-called sensing function that works in conjunction with a control unit that can output a desired pressure according to the inclination of the ship detected by a sensor such as an inclinometer (not shown). In this embodiment, it is preferable to take into consideration that the pressure distribution fluid does not leak (for example, adoption of a structure like a bellows, curing of an end plate structure, surface coating, etc.).

  As shown in (a), the end plates 95-1 and 95a-1 are in a horizontal state where there is no inclination of the ship, and when there is no movement of the pressure component related to the pressure movable part 95-7, the storage part 95 -2 and 95a-2 are preferred. This is because the end plate itself can be prevented from becoming a resistor, but it does not become a work burden even when entering the dock. Alternatively, it is partly protruding in advance, and the pressure movable part 95-7 stores the pressure distribution fluid by a pressure adjusting device such as an accumulator, so that it can It is good also as what can store an end plate. Moreover, the mechanism by which a pressure distribution fluid is compressed with the compressive load received from a board, etc. using gas, and an end plate is stored may be sufficient.

  As shown in (b) and (c), when the ship 1 is tilted, the pressure component related to the pressure movable part 95-7 receives buoyancy and moves from the deeper to the shallower. Thereby, in (b), the pressure component enters the storage portion 95-2, and the end plate 95-1 is pushed out by the pressure and protrudes. On the other hand, since the surplus space of the storage unit 95a-2 is retained, the end plate 95a-1 is stored. Thereby, it can prevent with the end plate 95-1 that a bubble diffuses by buoyancy. In addition, since the bubble tends to escape to the end side where the ship is tilted and the water depth is shallow due to buoyancy, there is almost no need to project the end plate at the other end. Therefore, in operation, a part of the end plate may be protruded in advance so that bubbles do not diffuse with respect to the slight inclination of the ship, and the end plate can be stored when the inclination angle is large. In the case of docking or the like, the pressure movable unit 95-7 stores the pressure distribution fluid by a pressure adjusting device such as an accumulator, so that it can be avoided that it becomes an obstacle for placing wood.

  In place of the above, a sensor is separately installed, an inclination is detected by this sensor, and an inclination corresponding end plate protrusion adjustment unit (not shown) for adjusting the protrusion degree of the end plate according to the detection result is provided. You can also According to this configuration, it is possible to dynamically and efficiently realize the prevention of bubble diffusion by presetting the optimum degree of protrusion of the end plate corresponding to the inclination of the ship. This sensor may also be used as the tilt sensor 57 for detecting the so-called rolling tilt.

  FIG. 19 is a cross-sectional view of a ship provided with restricted flow generating means according to an embodiment of the present invention. As shown in the figure, a flow (water flow) that restricts the diffusion of bubbles by injecting a liquid such as water by an injection mechanism (not shown) installed at both ends of the ship bottom 9 (may be in a bilge circle). The restricted flow generators 95 and 95a for generating

  There is no limitation on the number and interval of the injection mechanisms (not shown), but it is preferable to have a configuration capable of generating a desired flow of liquid regardless of the size and speed of the vessel. That is, the liquid ejected by navigation flows backward, and the distance flowing backward is proportional to the ship speed. If the boat speed is fast, the height of the water stream becomes shorter as the distance flowing backward increases. In this case, the injection speed (flow velocity) is more important as a physical quantity than the interval between the injection mechanisms. The type and average speed of the ship, the number of injection mechanisms, the interval, the injection speed, the timing and the like may be different as long as a water flow having a predetermined height dimension can be generated over the longitudinal direction of the ship. Furthermore, it is preferable that the jet nozzle according to the jet mechanism is narrowed to increase the jet speed and can generate a pseudo wall by a desired water flow with a small flow rate. Further, it is preferable that the generated liquid flow itself has such a thin thickness that it does not become a resistor. A control mechanism that controls the operation / stop of the injection mechanism based on a certain variable and / or can adjust the injection speed, timing, flow rate, or the like each time may be provided. In addition, it is preferable that the injection direction by the injection mechanism is substantially perpendicular to the ship bottom.

  According to the above form, the generated water flow forms a wall, and of course, during normal navigation, of course, even if the ship tilts, the bubbles cannot be lifted up by being blocked by the water flow, and flow while holding near the ship bottom. be able to. Moreover, since the restricted flow generation parts 95 and 95a and the injection mechanism do not protrude from the ship bottom, they do not become a resistance against the navigation of the ship. Furthermore, when entering the dock, the position of the board is not taken into consideration, and the worker does not need a burden to perform a desired work.

  Note that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.

  Further, the above-described embodiment is merely an example of an embodiment for realizing the technical idea according to the present invention, and the technical idea according to the present invention can be applied to other embodiments. Is possible.

  The ship frictional resistance reducing device according to the present invention is not limited to use in the ocean, but can be used in ships used in all water systems such as rivers and lakes.

  In addition, it can be widely applied to navigating bodies, floating bodies, submarines, etc. that do not take the shape of a ship, and contributes to energy saving effects by reducing frictional resistance, as well as convenience such as draft adjustment and use of recovered water. However, it brings great benefits to society in general and various industries in general.

DESCRIPTION OF SYMBOLS 1 ... Ship, 10 ... Main engine (engine), 11 ... Supercharger, 27 ... Shut-off valve, 40 ... Gas outlet, 95 ... Diffusion restriction part, 118 ... Variable nozzle, 163 ... Current plate

Claims (3)

  An air supply means for supplying a gas to be jetted in the vicinity of a ship body below the waterline of the ship, a gas jet for jetting the gas from the gas feed means through a path, and the path in the vicinity of the gas jet outlet Open / close means for closing the path when at least the gas is not ejected, the path is once raised above the water line and guided to the gas outlet below the water line, and the opening / closing means is connected to the gas outlet. A frictional resistance reducing device for a ship, characterized in that it is provided in the vicinity of the ship. 2. The ship according to claim 1, wherein the opening and closing means is closed in a state where the gas pressure is applied at the time of closing, and is opened after the pressure of the gas is increased to a predetermined value or more at the time of opening. Friction resistance reduction device. The apparatus for reducing frictional resistance of a ship according to claim 1 or 2, wherein opening and closing of the opening / closing means is automatically controlled.

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