JP2014040245A - Jet gas supplying method for marine vessel and jet gas control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To accomplish a jet gas supplying method and the like for a marine vessel, with which jet gas control is performed for executing control reflected with a change in a vessel speed with the lapse of time without exerting adverse influences upon a main engine, namely, efficiency of the main engine is prevented from being reduced or exhaustion is prevented from being made worse or too much by lack of a gas supply amount caused by taking out gas too much.SOLUTION: In a jet gas supplying method for a marine vessel comprising a main engine 10 for obtaining propulsion power of a marine vessel 1 and a supercharger 11 which is driven by air exhaustion of the main engine 10 and feeds pressurized gas to the main engine 10, a part of pressurized gas is bypassed and taken out between the supercharger 11 and the main engine 10, the taken-out pressurized gas is jetted out to a hull vicinity 9 equal to or lower than a water line, and a take-out amount of bypassing and taking out the pressurized gas is set from a physical quantity including pressure of the pressurized gas relating to a thermal load of the main engine 10 and supercharger characteristics. The take-out amount is controlled by adjusting adjustment means based on a detected bypass flow rate of the pressurized gas or in such a manner that total efficiency of the supercharger 11 becomes equal to or higher than predetermined efficiency.

Description

  The present invention relates to, for example, an ejection gas supply method and an ejection gas control device for a ship, and more particularly, an ejection gas supply method for generating bubbles in the vicinity of a hull using surplus gas and exhaust gas of a supercharger to reduce frictional resistance. And an ejection gas control device.

  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 such that an air supply device (mechanism) 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 exhaust gas burned with air or fuel required for the engine is more than necessary.

  Energy-saving technologies that use this surplus exhaust gas to drive an exhaust power turbine and turn a generator have become popular (eg, turbo compound systems). The idea of using this surplus exhaust gas as a generation source of the bubbles has also come out.

  For example, the idea of generating bubbles using exhaust gas from a supercharger as described in Patent Documents 1 to 4 below has been disclosed.

  Patent Document 1 discloses a technical idea of adjusting the fuel adjusting means and the extraction amount adjusting means to reduce the fuel while taking out the exhaust gas from the supercharger and ejecting it into the water. 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 discloses a technical idea that an extraction port is provided at a low pressure portion of a supercharger that compresses the airframe to the main engine, and the extracted gas is discharged into water. However, in the idea disclosed in Patent Document 2, although there is a reference to the flow rate adjusting valve, a specific control method is not disclosed, which may adversely affect the operation of the main engine.

Patent Document 3 discloses a technical idea of providing a branch line in a pressurized air line of a supercharger provided in a main engine and discharging bubbles from the branch line to the hull. The method is not disclosed, and there is a risk of adversely affecting the operation of the main engine.

Patent Document 4 discloses a technical idea that exhaust gas is branched from a main engine, a turbine is provided in the branch line, and a blower is driven by this turbine to discharge bubbles from the hull. This is not disclosed, and may adversely affect the operation of the main engine.

JP 2001-097276 A JP 2001-48082 A JP-A-11-348870 Japanese Patent Laid-Open No. 11-348869

  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. Controls that simply minimize fuel costs are not sufficient to maintain high, without adversely affecting 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 them out, the pressure, flow rate, temperature, etc. of the air supplied to the main engine will be different, 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. Since all of these are different in temperature, flow rate, and pressure, and the portions to be taken out are different, when using a plurality of them in combination, there is a problem of how to obtain the optimum value of the mixing for taking out. 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, simply taking out and ejecting surplus gas for energy saving, or simply controlling to minimize the fuel, solves the above problem practically for safety reasons. 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.

  This application solves such problems in the prior art, and in generating bubbles using surplus gas of the supercharger, while maintaining high efficiency without adversely affecting the operation of the main engine, Accordingly, it is an object of the present invention to provide a jet gas supply method and a jet gas control device for a ship that appropriately control the take-out and achieve safety and energy saving.

  In order to achieve such a problem, a method for supplying a jet gas of a ship according to the present application includes a main engine that obtains propulsion power of a ship, and a supercharge that is driven by the exhaust of the main engine and supplies pressurized gas to the main engine. In a method for supplying a jet gas of a ship provided with a machine, a part of the pressurized gas is bypassed and taken out between the supercharger and the main engine, and the taken out pressurized gas is jetted near the hull below the waterline. In addition, the bypass amount of the pressurized gas to be taken out and taken out is set from the physical quantity including the pressure of the pressurized gas related to the thermal load of the main engine and the supercharger characteristic, and the bypass detected by the pressurized gas Control is performed by adjusting the adjusting means based on the flow rate or so that the overall efficiency of the supercharger is equal to or higher than a predetermined efficiency (Claim 1).

  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. Specifically, the scavenging air pressure and the exhaust temperature (or the temperature of the exhaust pipe or 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. As a method of obtaining the supercharger efficiency, a method based on a predetermined formula described later can be used, and a sensor capable of detecting each physical property value can be employed for obtaining the physical quantity.

  By providing such a configuration, energy for generating bubbles can be reduced by reducing the resistance outside the hull by reusing part of the pressurized gas and / or exhaust as excess bubbles from the surplus gas from the turbocharger. It is possible to reduce the resistance without the need to separately generate energy, thereby reducing energy consumption. Further, at this time, in order to control the extraction amount of the pressurized gas and / or the exhaust gas based on the physical quantity related to the heat load of the main engine and the supercharger characteristics, changes in ship speed and the like are reflected over time. Control is achieved. In other words, it is possible to optimize the resistance reduction resulting from increase / decrease in ship speed and engine speed over time, and use the ship resistance reduction effect by utilizing bubbles generated by reuse of surplus gas. Energy consumption efficiency can be optimized.

  In the above or the following configuration, the exhaust temperature is further used as a physical quantity related to the heat load of the main engine, and the supercharger characteristic is based on the supercharger efficiency or based on the predetermined efficiency or more. Control may be performed so that the scavenging pressure as the pressure of the pressurized gas is equal to or higher than a predetermined pressure and the exhaust temperature of the exhaust gas is equal to or lower than a predetermined temperature. Further, the extraction of the pressurized gas may be assisted by auxiliary air supply means (claim 3).

  By doing so, scavenging pressure and exhaust temperature are adopted as physical quantities, and supercharger efficiency is adopted as supercharger characteristics, respectively. The gas can be taken out. These physical quantities are values that can be measured and detected over time, and the turbocharger efficiency is a value for which the calculation efficiency is uniquely determined.Therefore, optimal values can be set for each situation that changes over time. By using this, it is possible to reliably and systematically realize the maximum operating state of the main engine and maximize the energy consumption efficiency by utilizing the ship resistance reduction effect by using bubbles.

  Further, a ship jet gas control device according to the present application includes a main engine that obtains propulsion power of a ship, a supercharger that is driven by exhaust of the main engine and supplies pressurized gas to the main engine, and the supercharger. The supply air bypass and / or the scavenging bypass to extract the supply air and / or scavenging air from the engine to the main engine, and the supply air bypass amount and / or the scavenging air bypass amount passing through the air supply bypass and / or the scavenging air bypass are adjusted. An air supply amount adjusting means and / or a scavenging air bypass amount adjusting means, a gas outlet for injecting a gas from the air supply bypass and / or the scavenging air bypass to the vicinity of the hull below the draft line provided via a piping path; The amount to be taken out by bypassing supply air and / or scavenging is set from the physical quantity including the scavenging pressure related to the heat load of the main engine and the supercharger characteristics Based on the bypass flow rate detected by the air supply bypass and / or scavenging bypass passing through the piping path, or so that the overall efficiency of the supercharger is equal to or higher than a predetermined efficiency, and / or And a control device for adjusting and controlling the scavenging bypass amount adjusting means (claim 4).

  “Supply air bypass” and “scavenging bypass” are gas compressed in the supercharger or a path for taking out these gases, respectively, before being supplied to a cooler (hereinafter also referred to as “intercooler”). It is a concept including a gas, a gas after being intercooled by an intercooler, and a pipe through which these gases are vented.

  “Supply air bypass amount adjusting means” and “scavenging bypass amount adjusting means” are devices having a function of controlling the air supply bypass gas amount and the scavenging bypass gas amount by a control device to be described later. This is realized by a regulating valve or the like connected to the device.

  The “gas ejection port” refers to an apparatus having a mechanism for ejecting bubbles that are taken out by bypass or generated into water.

  “Control device” refers to a certain amount of variable (in this application, for example, a physical quantity related to the heat load of the main engine, scavenging air pressure, exhaust temperature, supercharger characteristics, supercharger efficiency, based on the control concept of the present application. Output pressure value / operation based on pressure of pressurized gas, pressure of exhaust gas, draft of ship, etc. (in this application, for example, amount of various bypass gases, start / stop of supply of pressurized gas to gas outlet) And the operation of starting / stopping the supply of exhaust gas to the gas outlet) are realized by a machine, device, instrument, program, recording medium or computer mounted with the program, etc. The

  By providing such a configuration, air supply and / or scavenging from the turbocharger is bypassed and reused as bubbles to reduce the resistance outside the hull, so that there is no need to separately generate energy for generating bubbles. Reduction can be achieved, thereby reducing energy consumption. Further, since a control device for controlling the supply air bypass amount and / or the scavenging bypass amount based on the physical quantity related to the heat load of the main engine and the supercharger characteristics is provided, according to the load of the main engine, For example, an optimum value reflecting a change in ship speed over time can be obtained. This makes it possible to optimize the reduction of resistance over time while maintaining the air supply state that results from the increase or decrease in the rotation speed of the main engine, and to use bubbles generated by reusing excess gas from the turbocharger. An apparatus for optimizing the energy consumption efficiency by utilizing the ship resistance reduction effect by the above is achieved.

  In the above configuration, the exhaust temperature is further used as a physical quantity related to the heat load of the main engine, and the supercharger characteristic is based on the supercharger efficiency, or the scavenging scavenging is based on the predetermined efficiency or more. Control may be performed so that the exhaust pressure of the exhaust gas is equal to or higher than a predetermined pressure and the exhaust gas temperature is equal to or lower than a predetermined temperature. Furthermore, in the above configuration, the supply air and / or the scavenging may be configured to be heated and supplied to the gas outlet (claim 6). By heating the supply air or scavenging gas with, for example, exhaust gas, the viscosity resistance of water can be reduced, thereby further improving the resistance reduction effect of the ship and further promoting the resistance reduction. Here, as a means for heating, the heating may be driven using the exhaust of the supercharger, or the heating may be performed using another energy source.

  Further, a jet gas control apparatus for a ship according to the present application includes a main engine that obtains propulsion power of the ship, a supercharger that is driven by exhaust of the main engine and supplies pressurized gas to the main engine, and the main engine An exhaust bypass for extracting exhaust gas discharged from the main engine and the supercharger, an air supply means provided in the exhaust bypass, an exhaust bypass amount adjusting means for adjusting an exhaust bypass amount, and the air supply A gas outlet for jetting gas to the vicinity of the hull below the draft line provided from the means, and the exhaust bypass amount from the physical quantity including the scavenging pressure related to the heat load of the main engine and the supercharger characteristics A control device configured to adjust and control the exhaust bypass amount adjusting means based on the detected exhaust bypass flow rate or the exhaust bypass amount so that the overall efficiency of the turbocharger is equal to or higher than a predetermined efficiency. Preparation Characterized in that the (claim 7). Here, the exhaust temperature is further used as a physical quantity related to the heat load of the main engine, and the supercharger characteristic is based on the supercharger efficiency or as the pressure of the pressurized gas under the predetermined efficiency. The exhaust pressure of the exhaust gas may be controlled to be equal to or higher than a predetermined pressure and the exhaust temperature of the exhaust gas to be equal to or lower than a predetermined temperature.

  The “exhaust bypass” is a concept including an exhaust gas generated as a result of combustion in an engine or a path for taking out the exhaust gas and including a pipe through which the gas is vented.

  The “exhaust bypass amount adjusting means” is a device having a function of controlling the exhaust bypass gas amount by a control device which will be described later, and is realized by, for example, an adjustment valve connected to the control device.

  With this configuration, the exhaust gas from the turbocharger is bypassed and reused as bubbles to reduce the resistance outside the hull, thereby reducing resistance without the need to separately generate energy for generating bubbles, thereby Energy consumption can be reduced. Further, in this case, since a control device for controlling the exhaust bypass amount based on the physical quantity related to the heat load of the main engine and the supercharger characteristics is provided, for example, a change in ship speed according to the load of the main engine It is ensured as an apparatus that the optimum value of energy efficiency reflecting the above etc. over time is selected. This makes it possible to reflect the effect of reducing the resistance force over time while maintaining the exhaust emission state resulting from the increase / decrease in the number of revolutions of the main engine, and to use bubbles generated by reusing supercharger surplus gas. It is possible to realize a device that maximizes the energy consumption efficiency based on the calculation and control by using the ship resistance reduction effect by.

  Further, a jet gas control apparatus for a ship according to the present application includes a main engine that obtains propulsion power of a ship, a supercharger that is driven by exhaust of the main engine and supplies pressurized gas to the main engine, and the main engine. An exhaust bypass for extracting exhaust discharged from between the main engine and the supercharger, an air supply means provided in the exhaust bypass, an exhaust bypass flow rate adjusting means for adjusting an exhaust bypass flow rate, and the air supply A gas outlet for jetting gas to the vicinity of the hull below the draft line provided from the means, a physical quantity including a scavenging pressure related to the heat load of the main engine, and supercharger characteristics And a control device for adjusting and controlling the exhaust bypass flow rate adjusting means based on the set and detected exhaust bypass flow rate.

  Here, the air supply means is a device having a function of generating gas, and includes a blower (air supply device), a power generation system for driving the blower, and a mechanical mechanism for directly moving the blower with (high pressure) gas. .

  By providing such a configuration, the exhaust gas from the supercharger is bypassed to form an exhaust bypass, and the air supply means is driven by the exhaust bypass to generate bubbles generated from the air supply means. By reducing ship resistance. At this time, since a control device for controlling the exhaust bypass amount based on the physical quantity related to the heat load of the main engine and the supercharger characteristics is provided, for example, a change in ship speed, etc. according to the load of the main engine The exhaust gas bypass amount reflected over time is selected. Thereby, since it is possible to select an optimum value for the generation of bubbles from the air supply means each time, optimization of energy efficiency is ensured as a device. As a result, the effect of reducing the resistance force can be reflected over time while properly maintaining the exhaust emission state resulting from the increase / decrease in the rotation speed of the main engine. Ship resistance can be reduced, and energy consumption efficiency using this can be optimized as a device based on calculation and control.

  Further, at this time, in the above configuration, the air supply means may be configured to include a turbine, a generator driven by the turbine, and a blower driven by the power of the generator (claim 9). .

  By providing such a configuration, the generator in the air supply means is driven by the exhaust bypass from the supercharger, and the blower is driven by the electric power of the generator to generate bubbles generated from the blower. Since the resistance of the ship is reduced by the bubbles, the energy efficiency can be increased. Further, at this time, since the exhaust bypass amount is controlled by the control device based on the physical quantity and the turbocharger characteristic, for example, a change in ship speed or the like corresponding to the load of the main engine is reflected over time. In addition, it is possible to guarantee that the optimum exhaust bypass amount is selected, the bubble generation amount and the resistance reduction amount are calculated, and the optimum value reflecting the actual value is selected.

  Further, in the above configuration, the air supply means may be a turbine and a blower driven by the turbine (claim 10).

  By providing such a configuration, the turbine in the air supply means is driven by the exhaust bypass from the supercharger, and the blower (for example, coaxial) is driven by the driving of the turbine, so that bubbles generated from the blower are removed. Since it is generated and the resistance of the ship is reduced by the bubbles, energy efficiency can be increased. In particular, since the blower is directly driven by the bypass gas without using the power generation mechanism, the efficiency is expected to be further increased. At this time, since the exhaust bypass amount is controlled by the control device based on the physical quantity and the supercharger characteristics, for example, a change in ship speed or the like according to the load of the main engine is reflected over time. An optimal exhaust bypass amount is selected, and it is ensured in terms of apparatus that the bubble generation amount and thus the resistance reduction amount are calculated and the optimum value reflecting the actual value is selected.

  Furthermore, in each said form, it can also be set as the structure which connects with a gas jet nozzle, after once raising a piping path beyond a water line. By doing so, once the piping path passes through the height above the waterline, it is possible to prevent reverse flow of seawater from the gas outlet provided below the waterline, and further improve the safety of the main engine. (Claim 11).

  Furthermore, in each of the above-described embodiments, a plurality of gas outlets may be provided symmetrically, and a plurality of piping paths may be provided correspondingly. By doing so, a plurality of piping paths (systems) are provided, and a plurality of gas outlets attached to the piping paths (systems) are provided symmetrically, so that the gas pressure can be varied appropriately for each system. Even in the case of rolling (rolling), it is possible to make the bubble ejection from the shallow outlet and the deep outlet almost equal, so that even during rolling, etc., the same as usual Reduction of resistance based on the ejection of bubbles, use of air supply and / or exhaust when bypassing such resistance, supply of air and / or exhaust gas based on physical quantities and supercharger characteristics when using such bypass Control optimization is ensured.

  Further, a ship jet gas control device according to the present application includes a main engine that obtains propulsion power of a ship, a supercharger that is driven by exhaust of the main engine and supplies pressurized gas to the main engine, and the supercharger. A pressurized gas amount adjusting means and / or an exhaust amount adjusting means for bypassing a part of the pressurized gas and / or exhaust from between the engine and the main engine, and a piping path for the extracted pressurized gas and / or exhaust A gas jet spouted near the hull below the draft line, and supply of the pressurized gas and / or exhaust to the gas jet outlet according to the pressure of the pressurized gas and / or exhaust and the draft of the ship A control device for controlling the start / stop of the pressurized gas by adjusting the pressurized gas amount adjusting means and / or the exhaust gas amount adjusting means, and this control device bypasses the pressurized gas and / or exhaust gas to be taken out. It is set based on a physical quantity including a scavenging pressure related to the heat load of the main engine and a supercharger characteristic, and is controlled based on a bypass flow rate detected by the pressurized gas and / or exhaust gas passing through the piping path. (Claim 13). Further, exhaust temperature is further used as a physical quantity related to the heat load of the main engine, and the supercharger characteristic is based on supercharger efficiency, or the scavenging air pressure as the pressure of the pressurized gas exceeds a predetermined pressure. The exhaust temperature of the exhaust may be controlled to be a predetermined temperature or lower (claim 14).

  Here, for the purpose of grasping and sensing the draft, it is also possible to use a method of grasping the draft from the proportional relationship between the pressure and depth by using a sensor that measures and detects the pressure from the bottom of the ship and the draft line on the ship side. is there. Further, for example, it may be possible to take a situation in the vicinity of the water surface from the ship side with a camera and to estimate the draft by performing image processing on the situation. A pressure sensor can be used for sensing the exhaust pressure.

  By providing such a configuration, the operation of starting / stopping the supply of pressurized gas and / or exhaust gas bypassed from between the supercharger and the main engine from the gas outlet is performed using the exhaust pressure and the draft of the ship. Therefore, it is possible to prevent the situation that seawater flows into the ship if the pressure is equal to or lower than the pressure of the gas discharge port. In addition, the supply of pressurized gas and / or exhaust is started when the pressure condition allows ejection, and is stopped when the pressure condition cannot be ejected. Secured by

  At this time, in the above configuration, the control device is configured to control the extraction amount of the pressurized gas and / or the exhaust gas based on the physical quantity related to the heat load of the main engine and the supercharger characteristics. You can also. With this configuration, starting and stopping are controlled based on the exhaust pressure and the draft of the ship, and at the same time, the amount of pressurized gas and / or exhaust extracted during operation is controlled based on the physical quantity and the supercharger characteristics. Therefore, appropriate control based on the pressure of pressurized gas and / or exhaust, the draft of the ship, the physical quantity, and the supercharger characteristics can be performed from the start of operation of the engine to operation and stop.

  Still further, in the above configuration, the control device is configured to block the piping path by the pressurized gas amount adjusting means and / or the exhaust amount adjusting means while the supply of the pressurized gas and / or exhaust gas is stopped. (Claim 15). By providing such a configuration, while the supply of pressurized gas and / or exhaust gas is stopped, the path of pressurized gas and / or exhaust gas is blocked by the adjusting means. Can minimize the possibility of a dangerous situation in which the unintended inflow. Further, the supply of air and / or scavenging may be assisted by auxiliary air supply means (claim 16).

  According to the present application, among the surplus gas from the supercharger, a part of the pressurized gas and / or exhaust can be reused as bubbles, thereby reducing resistance without particularly requiring energy for generating bubbles, thereby Energy consumption can be reduced. Furthermore, control that reflects, for example, changes in ship speed over time can be achieved without adversely affecting the main engine. That is, it is possible to prevent the intake from becoming insufficient due to excessive extraction, the efficiency of the main engine being lowered, exhaust being deteriorated, and the same being caused by being too much. Further, it is possible to efficiently promote the effective use of the surplus gas of the supercharger and the exhaust gas from the main engine.

  Further, according to the present application, based on the scavenging pressure and exhaust temperature as physical quantities that can most accurately grasp the operating state expressed as the heat load of the main engine, and the supercharger efficiency as the supercharger characteristics, Optimal values can be set for each situation that changes over time and various calculations can be automatically processed. Furthermore, by using this set value, it is possible to automatically maximize the energy consumption efficiency using the ship resistance reduction effect by using bubbles.

  Furthermore, according to the present application, the supply air and scavenging from the supercharger can be reused as bubbles, the resistance can be reduced without requiring energy for bubble generation, and the energy consumption can thereby be reduced. . Furthermore, since the air supply bypass amount and / or the scavenging bypass amount are controlled on the basis of the physical quantity related to the heat load of the main engine and the supercharger characteristics, for example, a change in ship speed is not adversely affected. Thus, an ejection gas control device that performs control reflecting the above with time is realized. That is, it is possible to prevent the intake from becoming insufficient due to excessive extraction, the efficiency of the main engine being lowered, exhaust being deteriorated, and the same being caused by being too much. In addition, the effective use of surplus gas (supplying air, scavenging) of the supercharger can be promoted with maximum efficiency.

  In addition, according to the present application, since the supply air and / or scavenging air is heated and supplied to the gas outlet, the viscosity resistance of water is reduced, the effect of reducing the frictional resistance of the ship is further increased, and the energy consumption is further increased. Can be reduced.

  Furthermore, according to the present application, the exhaust gas from the supercharger can be reused as bubbles, the resistance can be reduced without requiring energy for generating bubbles, and energy consumption can thereby be reduced. Furthermore, since the exhaust bypass amount is controlled based on the physical quantity related to the heat load of the main engine and the turbocharger characteristics, for example, changes in ship speed, etc. are reflected over time without adversely affecting the main engine. An ejected gas control device that performs control is realized. That is, it is possible to prevent the intake from becoming insufficient due to excessive extraction, the efficiency of the main engine being lowered, exhaust being deteriorated, and the same being caused by being too much. In addition, the effective use of surplus gas from the supercharger can be promoted as efficiently as possible.

  Further, according to the present application, the air supply means is driven by the exhaust bypass from the supercharger, and the bubbles generated from the air supply means are utilized, so that the resistance can be reduced without particularly requiring energy for generating the bubbles. And energy consumption can thereby be reduced. Further, at this time, since the exhaust bypass amount is controlled based on the physical quantity related to the heat load of the main engine and the supercharger characteristics, for example, changes in ship speed, etc. over time can be performed without adversely affecting the main engine. The energy efficiency that is reflected in is optimized. Therefore, the surplus gas of the supercharger can be effectively used as a drive source for the air supply means.

  Furthermore, according to the present application, the generator in the air supply means is driven by the exhaust bypass from the supercharger, the blower is driven by the power of this generator, and the bubbles generated from the blower are used. Of the surplus gas, surplus gas having a high energy value including high-pressure and high-temperature gas can be effectively reused as a power generation source. In addition, since the blower is driven by electric power, it is possible to easily perform an operation with a difference in the rotational speed when the rotational speed is controlled or a plurality of units are provided.

  Still further, according to the present application, the turbine in the air supply means is driven by the exhaust bypass from the supercharger, and the blower (for example, coaxial) is driven by the driving of the turbine, so that the bubbles generated from the blower are generated. Therefore, of the surplus gas, surplus gas having a high energy value including high-pressure and high-temperature gas can be effectively reused as a direct drive source for the blower. In particular, since the blower is directly driven by the turbine drive, the conversion efficiency can be improved.

  In addition, according to the present application, since the piping path is once raised on the water line and then connected to the gas outlets below the water line, the reverse flow of seawater from the gas outlet can be prevented, and the safety of the main engine is improved. It can be further ensured from the surface.

  Furthermore, according to the present application, by changing the gas pressure adaptively for a plurality of piping paths (systems) provided for a plurality of gas outlets provided symmetrically, the rolling state (rolling) of the ship is changed. Even in this case, it is possible to control the bubble ejection from the shallow outlet and the deep outlet substantially evenly.

  Further, according to the present application, the start / stop of the supply of the pressurized gas and / or the exhaust gas to the gas outlet according to the pressure of the pressurized gas and / or the exhaust gas and the draft of the ship is performed. Alternatively, by controlling the displacement adjustment means, the supply is started after the pressure is sufficient for the ejection of bubbles, and when the pressure becomes insufficient, the supply is stopped to control the adjustment means. This makes it possible to supply gas under appropriate ejection conditions and prevent seawater from flowing back to the main engine.

  Furthermore, according to the present application, since the amount of pressurized gas and / or exhaust extracted is controlled based on the physical quantity related to the thermal load of the main engine and the supercharger characteristics, the engine operation is started and stopped. Up to this point, the energy efficiency related to the reduction in resistance due to the use of bubbles in the exhaust gas can be constantly optimized without adversely affecting the main engine.

  Further, according to the present application, it is possible to minimize the possibility of a dangerous situation in which, for example, seawater flows into the main engine unintentionally because the route is not blocked.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the whole image of the jet gas control apparatus which concerns on one Embodiment of this invention, and the ship equipped with this apparatus in cross section. The embodiment relates to an embodiment in which the jet gas control device 2 is applied to a ship used in the ocean, wherein (a) shows a side / cross-sectional view of the ship and (b) shows a top view thereof. 2 is a perspective view conceptually showing a detailed structure of a gas jet port 40. FIG. It is a systematic diagram which shows the system | strain made to bypass from the supercharger 11 which concerns on this application. It is a figure which shows an example of the realistic relationship of the main engine load and supercharger efficiency. FIG. 2 is a block diagram illustrating an arrangement of each device according to the present embodiment and various sensors and actuators that acquire basic data of control according to the present application in order to realize the control according to the present application. It is a control block diagram for demonstrating the control system of this application.

  The best mode for carrying out the present invention will be described below with reference to the drawings. In the following, the range necessary for the description for achieving the object of the present invention is schematically shown, and the range necessary for the description of the relevant part of the present invention will be mainly described. Are according to known techniques.

  FIG. 1 is a cross-sectional view showing an entire image of a jet gas control device and a ship equipped with this device according to an embodiment of the present invention. As shown in the figure, a jet gas control device 2 is mounted on a ship 1 according to the present application. The jet gas control device 2 includes a main machine 10 that is a propulsion main engine of the ship 1. In addition, the ship 1 includes a screw 3 that is driven by the main engine 10 to obtain a propulsion force of the ship, a rudder 4 that changes and adjusts the traveling direction by changing the flow of the water flow by the underwater plate of the ship 1, and a floor plate A mechanism necessary for marine navigation is provided as an equipment including a certain deck 5, a deck 6 that is an upper floor, and a chimney 7 that discharges exhaust gas 8 from the engine 10 into the air.

  An air supply pipe 30 is connected to three bypass pipes attached to the main machine 10 as described later. The air supply pipe 30 having a bent portion is a pipe for passing a gas having a constant pressure and temperature to the gas outlet 40, and is temporarily lowered from a position where 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 water line, it is possible to prevent reverse inflow of seawater from the gas outlet provided below the water line, and to avoid a dangerous safety condition of the main engine. it can. 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 for jetting bubbles into water near the bottom of the ship 9 from an opening opened at or near the bottom. A heating device 50 for warming the gas passing through the air supply pipe 30 is provided in a portion of the air supply pipe 30 before the gas outlet 40. Further, a flow meter 35 is provided in a portion of the air pipe 30 below the draft line. By heating the supply air or scavenging air with the exhaust gas by the heating device 50, the viscosity resistance of water is reduced, thereby further improving the resistance reduction effect of the ship and further promoting the resistance reduction. In addition, as a drive source of this heating apparatus 50, the exhaust gas of the supercharger 11 may be utilized, and energy generators, such as power generation installed separately, may be used.

  The main engine 10 includes a supercharger 11 having a mechanism for forcibly sending compressed air into the engine (combustion chamber), an intercooler 12 that cools the air compressed by the supercharger 11 while maintaining pressure, and compressed air. An air supply pipe 13 that conducts, a scavenging receiver 14 that stores compressed air, and an exhaust receiver 15 that stores generated gas burned by the engine 10 are provided. An air supply bypass pipe 23 for bypassing a part of the air supply and guiding it to the air supply pipe 30 is inserted into the air supply pipe 13. The scavenging receiver 14 is inserted with a scavenging bypass pipe 24 for bypassing a part of the scavenging and guiding it to the air feeding pipe 30. The exhaust receiver 15 is inserted with an exhaust bypass pipe 25 for bypassing a part of the exhaust gas and guiding it to the air supply pipe 30. The other ends of the air supply bypass pipe 23, the scavenging bypass pipe 24, and the exhaust bypass pipe 25 are connected to the air supply pipe 30.

FIG. 2 relates to an embodiment in the case where the jet gas control device 2 is applied to a ship used in the ocean, and (a) shows a side and cross-sectional view of the ship.
(b) shows the top view, respectively, and is shown with the main part configuration exposed for a part of explanation. The surplus gas (part) of the turbocharger 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 9. To the gas outlet 40 installed in For example, in the case of the present embodiment, the gas ejection port 40 is disposed near the plane center line CL of the hull at the front portion of the bottom 9. Providing the gas outlet 40 in the vicinity of the bottom 9 is for the purpose of prolonging the stay of the ejected bubbles at the bottom 9 and mitigating pressure fluctuations due to waves and the like, and also in the front near the bottom 9 This is for the purpose of allowing the jetted bubbles to stay on the bottom 9 as much as possible. Therefore, the gas outlet 40 may be other than the ship bottom 9 and may be any suitable place below the water line.

  The alternative gas outlets 40 may be configured in a plane arrangement (not shown) such that a plurality of gas jets 40 are arranged symmetrically with respect to the plane center line CL. In this case, the number of the air supply pipes 30 corresponding to the number of the gas outlets 40 is set, or the number of branch pipes from the air supply pipes 30 is provided correspondingly. 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, end plates 95, 96, and 97 for guiding the bubbles are arranged on the ship bottom 9 so as not to escape the bubbles ejected from the gas ejection port 40. When a plurality of the gas ejection ports 40 are provided, the end plates are also arranged symmetrically with respect to the plane center line CL of the hull. In addition to this, a shear force sensor (not shown) that is a shear force detector that detects a shear force acting on the hull due to seawater or bubbles may be provided on the stern side, for example.

  A relative speed sensor 55, which is a relative speed detector, is provided on the stern side. Another relative speed sensor 57 is provided on the ship side. These relative velocity sensors 55 are provided away from the gas ejection port 40, or the relative velocity sensor 57 is provided at a location where there is no influence of the bubbles on the ship side even when close. In particular, the relative speed sensor 57 is installed below the ship side 8 so as not to be affected by waves. These relative velocity sensors 55 and 57 adopt, for example, an ultrasonic method, can be used in water, and are less affected by waves and tides.

  Further, video cameras 58 and 59 for monitoring the state of the blown bubbles are provided at the rear and front of the ship bottom 9. The images taken by the video cameras 58 and 59 are monitored by a person and used to analyze the bubble ejection state.

  FIG. 3 is a perspective view conceptually showing the detailed structure of the gas ejection port 40. In FIG. 3, representative examples of a plurality of air supply pipes and gas outlets are shown for simplicity of explanation. The air bypassed through the air supply pipe 30 is bent at a right angle in the chamber portion 401 of the gas outlet 40 connected to the air supply pipe 30. A distribution part 402 having a triangular cross section that disperses the supplied gas is provided immediately below the connection portion of the air supply pipe 30, and is bent at a right angle at this part, and air is distributed by the distribution part 402. The configuration is distributed to the left and right. Although the air is bent at a right angle, it tends to spread uniformly in the horizontal plane direction, but the air tends to flow only to the front porous plates 403 and 404 due to the inner side of the chamber part 401 and the back and left and right and top and bottom. However, the distribution of the air in the left-right direction of the perforated plates 403 and 404 is further uniformed by the presence of the distribution component 402 at this time.

  A large number of holes 405 and 406 are formed in the perforated plates 403 and 404, but the positions of the holes in the left and right directions are shifted in the perforated plates 403 and 404, and the positions of the holes are shifted. In this embodiment, two porous plates 403 and 404 are used, but a plurality of other porous plates such as three and four may be used. Since the perforated plates 403 and 404 are arranged with the opening positions being shifted, the perforated plates 403 and 404 act as a so-called baffle plate that bends the flow of air and adds resistance. In addition to uniforming the air, the vertical air is also uniformed and can be ejected from the ejection opening 407 on the front surface.

  Here, the perforated plates 403 and 404 are made of stainless steel or other corrosion-resistant sheet metal by continuously making round holes with a press, and an arrangement in which the opening positions are shifted by cutting can be realized. It will be a thing. When this stainless steel material is used, the edges are eliminated due to the round holes, and stress concentration during pressing is unlikely to occur like square holes. Can be reduced. The perforated plates 403 and 404 may be produced by molding using resin. When this resin is used, the shape of the hole is not particularly concerned from the corroded surface, but a round hole is also preferred from the mold.

  FIG. 4 is a system diagram showing a system to be bypassed from the supercharger 11 according to the present application. The mechanism of the excess air bypass from the supercharger which concerns on this application is demonstrated using FIG.

  The supercharger 11 includes a compressor (compressor) 110 that sucks and compresses air through a filter 111, a turbine 112 that rotationally drives the compressor 110, and a shaft that connects them. The turbocharger 11 rotates the turbine 112 at high speed using the energy (temperature / pressure) of the exhaust gas discarded from the exhaust pipe, and drives the compressor 110 with 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 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 and the turbine 112 to drive the turbine driving force. Then, the turbocharger compressor 110 directly connected thereto is rotated. The supercharger 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 air cooler 112, stored in the scavenging receiver 14, and supplied to the cylinder 16. When the engine 10 is lightly loaded and the exhaust energy is not sufficient, such as immediately after starting, the auxiliary blower 115 operates to suck in air and assist the operation of the supercharger compressor 110. A pipe 23, a scavenging bypass pipe 24, and an exhaust bypass pipe 25 are provided to bypass surplus gas.

  As a more detailed action, 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 an air supply bypass adjustment valve 23A whose start / operation / 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 a scavenging bypass adjustment valve 24A whose start, operation, and stop are 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 added and burned in the cylinder 16 by spraying or the like. 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 the gas by the exhaust bypass is performed by opening and closing the exhaust bypass adjustment valve 25A whose start, operation, and stop are controlled based on sensing of physical quantities described later. The air supply obtained by bypass by the exhaust bypass pipe 25 is guided to the air supply pipe 30.

  The other exhaust gas in the exhaust receiver 15 is guided to the turbine 112 via a turbine nozzle 116 having a small diameter, and a part of the exhaust gas is driven and rotated to the chimney 7 as exhaust gas to be discarded. Conducted.

  As described above, as a starting point of the present invention, there is a realistic situation in which the turbocharger has made dramatic progress in recent years and surplus gas is generated. FIG. 5 is a diagram showing an example of the relationship between the main engine load and the supercharger efficiency. As shown in the figure, a substantial surplus is actually generated with respect to the required value of main engine efficiency. For example, when the main engine load is 75.0%, the required value of main engine efficiency is 68. Actually, an efficiency of 72.7% is obtained with respect to 0.0%, and this difference leads to generation of surplus gas. In the present embodiment, attention is paid to the fact that the gas thus generated is simply discarded, and this is effectively used.

  The high-pressure scavenging gas or the exhaust gas that is the product of combustion is usually used for driving the supercharger compressor 110 through the supercharger exhaust turbine 112, as explained in FIG. In the supercharger exceeding the efficiency required for the engine 10, it is not necessary to pass the whole amount. If the supercharger efficiency is 3% or more of the efficiency required from the engine as shown in FIG. 5, about 10% of the scavenging and exhausting gas can be bypassed without passing through the supercharger turbine 112. When driving a power turbine (not shown), the exhaust bypass 25 is effective, but in this bubble, cold high-pressure air, that is, the scavenging bypass 24 is effective.

  Whether it is scavenging or exhausting, it is necessary to drive the supercharger 11 and hence the engine 10, and the bypass amount must be strictly controlled according to the heat load of the engine 10. As a result of numerous studies, the inventor of the present invention has found that the control of the bypass amount should be based on the physical quantity related to the heat load of the main engine and the supercharger characteristics. The physical quantity corresponds to, for example, scavenging air pressure and exhaust temperature (or including exhaust pipe temperature, ambient temperature corresponding to exhaust temperature one-to-one), and the supercharger characteristic is, for example, a supercharger obtained by a method described later This corresponds to the efficiency or matching characteristics between the main engine and the supercharger. In addition, these physical quantities can also obtain | require required values by calculation and estimation by measuring a part of each path | route relevant to the supercharger 11 or the main engine, and the temperature, pressure, flow volume, etc. of each place.

  Here, the control of the gas bypass amount in the use of surplus gas by the supercharger according to the embodiment of the present application will be described.

  FIG. 6 is a block diagram showing an arrangement of each device according to the present embodiment and various sensors, actuators, and the like that acquire basic data of the control according to the present application in order to realize the control according to the present application. 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 speed sensor S3 is installed so as 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 turbine rear exhaust pressure sensor S8 is disposed 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. 7 is a control block diagram for explaining the control system of the present application.

  As a function for realizing the control according to the present application, a control device 200 for controlling the various bypasses described above based on various sensors (S1 to S9) from the supercharger 11 and various values acquired by the draft sensor 230. A ship status determination unit 300 for acquiring and determining the status of the ship (position status, fuel status, driving status, etc.), a sea condition determination unit 400 for collecting and determining data relating to the surrounding sea conditions, The condition setting unit 220 for setting various conditions based on the determination of the ship condition determination unit 300 and the sea state determination unit 400, or by contrasting them, and the bypassed gas whose optimum value is calculated by each of these functions And a gas outlet 40 for discharging into the water near the bottom 9 of the ship.

  The control device 200 includes a calculation unit 201 having a function of performing a predetermined calculation process on the data acquired by the turbocharger characteristics and various sensors (S1 to S9, 230), and feeds basic data to the calculation unit 201. A basic data unit 202 having a function to perform, a supercharger characteristic unit 203 having a function of calculating and acquiring information related to the supercharger characteristic to the basic data unit 202, and various sensors (S1 to S9, 230) And a controller 205 having a function of controlling the comparison unit 204 and a comparison unit 204 having a function of comparing and calculating the value calculated by the calculation unit 201 and the like. 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 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.

  This is used to determine at what location or place on the map the bubble should be ejected or stopped. The absolute speed measurement of the ground is also used for the purpose of complementing the rotation speed sensor S3. The fuel measuring unit 320 is used to measure how much fuel the engine consumes per predetermined time, and to stop the ejection of bubbles when the fuel consumption falls below a predetermined fuel consumption. The engine operation detection unit 330 detects the operation state of the engine of the ship, and stops the bubble ejection when the engine operation is stopped, or starts the bubble ejection when the operation is started and a predetermined time elapses. Used to obtain information. It is also used for detecting the engine speed and changing the number of gas jets and / or the amount of bubble jets. The ship condition judging unit 300 includes means for judging the situation where the ship is widely placed, such as an output detector, a gyroscope, a radar, a load capacity measurement, and a ballast water condition of other engines. It can be used for bubble ejection control.

  The vessel state determination unit 300 includes a navigation state detection unit (not shown). The navigation state detection unit includes relative speed sensors 55 and 57, a draft sensor 230 that detects the draft level of the hull, and the direction of travel of the hull. An inclination sensor (not shown) for detecting right and left inclination so-called rolling is provided. Apart from this, it may be configured to include a shear force sensor (not shown). These navigation state detection units detect a physical quantity that is relatively easily changed or controlled for the purpose of changing the ship. In addition to this, the navigation state detection unit includes a sensor for detecting left and right shaking (swaying), longitudinal shaking (pitching), longitudinal shaking (surging), vertical shaking (heaving), bow shaking (yawing), 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.

  Such information on the ship state determination unit 300 and the information on the sea state determination unit 400 are transmitted to the condition setting unit 220, and the condition setting unit 220 comprehensively sets conditions for injecting bubbles to the ship bottom 9 or in the vicinity thereof. The 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 the condition setting unit 220, the conditions for the bubble ejection are set in consideration of conditions such as the shearing force acting on the hull, the relative speed of the hull, the draft, the inclination, and the like. Setting is also performed. In the condition setting unit 220, in addition to the condition setting in accordance with the condition setting instruction for reducing the frictional resistance, the condition setting in accordance with the condition setting instruction for adjusting the draft level by the bubble ejection is also performed.

  According to the setting of the condition setting unit 220, the comparison unit 204 compares signals, and the flow rate and gas acquisition amount of the bypass adjustment valves 23A, 24A, and 25A are controlled via the controller 205. The controller 205 also controls a valve provided on the discharge side of an auxiliary blower (not shown). This is because when controlling the amount of air below the control range of the motor by the inverter of the auxiliary blower, or when adjusting the draft level quickly using the signal of the draft sensor 230, the valves of these auxiliary blowers are adjusted. It is added for the purpose of obtaining a desired amount of air. In addition, regarding the situation where bubbles are being ejected from the gas ejection port 40, the state of the bubble ejection and the staying state at the bottom of the ship 9 and its vicinity are photographed with the video camera 57, which is useful for analysis and examination of the air ejection conditions. ing.

  In addition, a shear force sensor (not shown) is attached to the gas jet outlet 40 at the bottom of the ship bottom 9 or in the vicinity thereof, but the number corresponding to deepening the analysis of the change in shear force due to the bubble jet is provided. It is attached. The signal of the shear force sensor is fed back to the comparison unit 204, compared with the shear force value set in advance by the condition setting unit 220, and passed through the controller 205 in accordance with a predetermined rule, algorithm, and constant corresponding to the deviation. The blower operating state and / or the bypass adjustment valves 23A, 24A, 25A are finely adjusted. Further, the relative speed between the hull and seawater is detected by the relative speed sensors 55 and 57, subjected to predetermined statistical processing, and the representative value is sent to the comparison unit 204. In addition, signals from the draft sensor 230 and the inclination sensor (not shown) are also sent to the comparison unit 204.

  First, the comparison unit 204 compares the processed representative values of the relative speed sensors 55 and 57 with the condition setting values set in advance by the condition setting unit 220. For example, when there are a plurality of gas jets 40 as 41, 42, 43, 44, 45, and the relative speed of the hull exceeds the set value, the number of gas jets 40 to 45 is set according to the deviation. Control is performed to increase, increase the amount of bubbles, or increase both. Moreover, when it falls below, control which reduces the number of gas jet nozzles, reduces the amount of bubbles, or reduces both of them is performed. When reducing the number of gas jets, it is preferable to stop the outer gas jets.

  For example, the gas outlet 41 and the gas outlet 45 are stopped. Further, the gas ejection ports 41 and 42 and the gas ejection ports 45 and 44 are stopped. The same applies to the amount of bubble ejection. For example, the amount of bubble ejection at the gas ejection port 41 and the gas ejection port 45 is reduced / increased by the same amount, and the amount of bubble ejection at the gas ejection port 42 and the gas ejection port 44 is decreased / increased by the same amount. In this way, by controlling symmetrically the number of gas outlets and the amount of bubble jets arranged substantially symmetrically with respect to the plane center line CL of the hull, a uniform frictional resistance reduction effect can be obtained particularly during a large number of straight travelings, The straightness of the ship can be maintained and the fuel consumption is low. In addition, the circuit configuration and control method as a control device can be facilitated.

  Further, the comparison unit 204 compares the value detected by the draft sensor 230 with the condition set value set in advance by the condition setting unit 220. For example, when the draft of the hull exceeds the set value (when the load is large and the draft is deep), the number of gas outlets, the amount of bubbles, or both are increased according to the deviation. Control. Moreover, when it falls below (when a load is lowered and it becomes a ballast water state), the control which reduces the number of gas outlets, reduces the amount of bubbles, or both is performed. In order to reduce this, it is desirable to control in the same manner as described above.

  When a large wave swells, the auxiliary blower (not shown) and the bypass adjustment valves 23A, 24A, and 25A are controlled using the signal of the draft sensor 230, and the gas jet 40 is immediately applied. The pressure is increased / decreased finely to further mitigate changes in the amount of bubble ejection.

  As a special usage of the draft sensor 230, the draft sensor 230 can be used to estimate the load amount of the load on the ship 1, but in this embodiment, the following use is also made. That is, for the purpose of facilitating loading while the ship is stopped at a port, etc., or for the purpose of avoiding other obstacles located at the top of the hull, or construction of gates or bridges located at the top of the ship even during navigation When avoiding things, the draft of the hull can be changed by ejecting bubbles. This is because the bubbles and the bottom of the ship are covered with bubbles due to the ejection of bubbles, and bubbles are mixed with the surrounding seawater, and the density of the apparent seawater is reduced. For this reason, the buoyancy acting on the hull, which is determined according to the amount of drainage discharged by the hull, is reduced based on the Archimedes principle. As a result, it is possible to control the draft of the hull. Even in this application, the draft sensor 230 compares the condition setting value based on the draft setting condition setting instruction with the detection value of the draft sensor 230 by the comparison unit 204, and adjusts the draft level. And the amount of bubbles is controlled.

  Further, the comparison unit 204 compares the inclination value of the hull detected by the inclination sensor (not shown) with the condition setting value set in advance by the condition setting unit 220. For example, when the inclination of the hull exceeds a set value due to turning or rolling of the ship, the ejection location of the gas ejection port is changed or the amount of bubbles is increased or decreased according to the deviation. For example, when the hull is tilted to the left when viewed from the traveling direction, the right side of the ship bottom is lifted. In this case, the number of gas jets on the left side where the apparent draft is deepened is increased, the amount of jets is increased, or both are controlled to reduce the number of gas jets on the right side, By performing control to reduce or to reduce both, it is possible to effectively reduce the frictional resistance of the hull without unnecessarily ejecting bubbles. The tilt sensor can be used for ballast water adjustment for detecting the tilt of the hull and balancing it, in addition to the use for controlling the ejection of bubbles.

  In addition, as a countermeasure for such rolling, a plurality of tracheal systems are provided separately and each pressure can be set, thereby causing a difference in height (existence of inclination) between port and starboard. However, by adjusting the pressure, desired bubble ejection (for example, substantially uniform discharge) can be obtained. Alternatively, it is also possible to guide the bubbles from a plurality of tracheas through a chamber and then blow out the bubbles.

  Next, details of the control according to the present application will be described. As described above, in the present application, the amount of 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 scavenging pressure is detected by a scavenging pressure sensor S4, and the exhaust temperature is detected by an exhaust temperature sensor S6.
The supercharger characteristics are obtained based on (1) how to obtain the overall supercharger efficiency described below and (2) correction of the overall supercharger efficiency when there is a scavenging bypass (exhaust bypass).

(1) turbocharger overall efficiency Determination of the turbocharger Overall efficiency _{= 0.9055 × T 1 / T 2} × (R 1 0.286 -1) / (1-R 2 0.265)
here,
T ₁ : turbocharger air suction temperature (for example, 21 ° C.) + 273
T ₂ : Pre-turbine exhaust temperature (for example, 400 ° C.) + 273
R ₁ : (atmospheric pressure + scavenging pressure + intercooler differential pressure) / (atmospheric pressure−supercharger filter differential pressure)
R ₂ : (atmospheric pressure + exhaust pressure after turbine) / (atmospheric pressure + exhaust receiver pressure)
Compressor efficiency = 3614400 × T ₁ × (R ₁ ^0.286 −1) / (μ × U ² )
here,
μ: Slip rate (depends on turbocharger type)
D: Fan diameter (depending on turbocharger type)
U: Gear peripheral speed = π × D × T / Cspeed
Turbine efficiency = turbocharger overall efficiency / compressor efficiency (2) Multiplier supercharger efficiency calculated in (1) Correction of turbocharger overall efficiency when there is a scavenging bypass (exhaust bypass) .

(M _t −m _eq ) / m _t
here,
m _t : Mass flow rate through the turbine m _eq : Bypass amount of turbine passing and equivalent mass

How to control the scavenging bypass amount (1) To ensure that the overall efficiency of the turbocharger exceeds the required value
For example, for the latest engine, the turbocharger overall efficiency is equal to or greater than 68%. For the retrofit engine, for example, the turbocharger overall efficiency is equal to or greater than 64%. To control.

  Here, the temperature, pressure, and supercharger rotation speed are read from the values detected by the sensors, and the slip ratio and fan diameter are read from 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.

  In the present embodiment, the supercharger overall efficiency is obtained by two methods.

  That is, there are a method of calculating by the calculation unit 201 based on detection values by the sensors (S1 to S9, 230, etc.) and a method of calculating based on graphs and tables. The comparison unit 204 compares the results to check whether they are within a predetermined error range. If they are out of the predetermined error range, a sensor failure or the like is considered. A warning is issued by a warning unit (not shown).

  Each detection value in the sea state determination unit 400 and the ship state determination unit 300 is used for setting the bubble ejection conditions, and the details are as described above.

  The draft sensor 230 is used to control the start / stop of the supply of gas / exhaust to the gas outlet 40 according to the pressure of the pressurized gas / exhaust and the draft. The condition setting unit 220 sets gas / exhaust ejection conditions, ejection amount, ejection timing, and the like according to the conditions of the sea state determination unit 400 and the ship situation determination unit 300.

The turbocharger turbine bypass gas has the following three types at the location of the engine body, and the properties of each are as follows.
A exhaust bypass gas (extraction port is exhaust receiver, temperature 400 ° C, pressure 0.2393 MPa gauge pressure)
B air supply bypass gas (extraction port is air supply pipe (charge air pipe) before the intercooler, temperature 135 ° C, pressure 0.255MPa gauge pressure)
C scavenging bypass gas (outlet is scavenging receiver, temperature 35 ° C, pressure 0.2533 MPa gauge pressure)

  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 use the amount without destroying the performance and reliability of the engine. Is guaranteed.

  For bubble generation, higher pressure and higher temperature are better. 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, if the temperature is high, the volume is large, and the pipe to the gas jet outlet must be thickened to take pipe loss into consideration. 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 engine 10. The bypass pipe is provided with a flow meter 35 in the middle, and the bypass flow rate is strictly measured.

  Here, to summarize the control for starting / stopping the gas ejection, the main point of the present application is to bypass the bypass gas amount while controlling the bypass gas amount based on the physical quantity related to the heat load of the main engine and the supercharger characteristics. Controlling the acquisition of gas and using it as bubbles, and then starting / stopping the supply operation from the gas outlet of pressurized gas and / or exhaust gas based on the exhaust pressure and the draft of the ship There is something to do. Furthermore, when following the determination of the ship state determination unit 300, when following the determination of the sea state determination unit 400, there are cases where it follows the detection result of the navigation state detection unit (not shown). When following the ship status determination unit 300, for example, if the GPS 310 determines that the port or destination is close, the bubble will stop being blown out, and when leaving the port, the bubble will start to be blown out. . Further, when the operation of the engine is stopped, the ejection of bubbles is also stopped, and the ejection of bubbles is started when the engine starts to move for a predetermined time. When the fuel consumption detected by the fuel measurement unit 320 is lower than planned, the ejection of bubbles is stopped. Moreover, when improvement in fuel consumption is predicted, the ejection of bubbles is started. Further, in the case of stormy weather such as a typhoon or stormy weather, the sea state determination unit 400 can perform control such as stopping the ejection of bubbles and starting when it recovers. The start, stop, and amount of ejection of these bubbles are performed in relation to the operating state of the main engine. When a large amount of air is required in the main engine, the ejection is stopped or the amount of ejection is reduced. .

  Further, when the wave height detected by the wave sensor 410 becomes equal to or higher than a predetermined value, the ejection of bubbles is stopped, and when the wave height becomes equal to or lower than the predetermined value, it starts. The detection result of the navigation state detection unit is compared with a set value, and based on the magnitude of the deviation, the deviation stops below a predetermined threshold value, and starts when the threshold value is exceeded. For example, the values of the relative speed sensors 55 and 57 are subjected to statistical processing, and the representative value is sent to the comparison unit 204, but the speed of the ship 1 drops, and this value is a predetermined threshold set by the condition setting unit 220. When it falls below, it stops blowing bubbles, and when it rises above, it starts. 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 sensors 55 and 57, the threshold is lowered and bubbles are ejected earlier, and the frictional resistance due to the bubbles is effectively increased. When reducing the speed and decelerating, there is a bubble that has slowed down and still stays at the bottom 3 of the ship, so the threshold may be raised to stop the bubble from being ejected early.

  These conditions for controlling the start / stop of gas ejection are controlled with priorities, and are complementarily controlled using other conditions in the event of a detection error, failure, or situation that cannot be predicted. May be. In any case, the actual frictional resistance reduction effect is considered by starting / stopping the ejection of bubbles under a predetermined condition, and stopping the ejection when detecting / determining that the ship is stopped, Bubble ejection can be realized.

  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. For example, in the above embodiment, as an example of a physical quantity to be used for controlling the amount of bypass gas, the scavenging pressure and exhaust temperature of the main engine will be mainly described as an example, and supply operation from a gas outlet of pressurized gas and / or exhaust will be described. As an example of the physical quantity to be used for the operation control for starting / stopping the engine, the exhaust pressure and the draft of the ship have been mainly described as examples. These physical quantities are obtained by the above-described sensors, but it is also possible to employ physical quantities obtained by other sensors. In addition, as an example of supercharger characteristics, the supercharger efficiency is taken as an example, and the method for obtaining the supercharger efficiency has also been described above. However, as the supercharger characteristics, other characteristics (for example, main engine) And the like, and other constants, variables, and the like may be exchanged in addition to the above calculation formula as a method for obtaining the supercharger efficiency.

  In the above description, the gas (air) bypassed from the turbocharger is directly blown into the water as bubbles. However, the generator is driven by a turbine, and the power obtained by power generation is used separately. You may comprise so that a blower (air supply means) may be driven and the bubble produced | generated by this blower may be discharged from the jet nozzle 40. FIG. Alternatively, for example, a mechanism that rotates the turbine coaxially may be provided, and the blower (air supply means) may be directly driven to generate bubbles.

  The draft can be grasped and sensed by, for example, using a sensor that measures and detects the pressure from the bottom of the ship and the draft line on the ship's side to detect the draft from the proportional relationship between pressure and depth. . Further, for example, it may be possible to take a situation in the vicinity of the water surface from the ship side with a camera and to estimate the draft by performing image processing on the situation.

  Further, the above-described examples are merely examples of embodiments for embodying the technical idea according to the present invention, and the technical ideas 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 and floating bodies in the water system that do not take the shape of a ship, and contributes to energy saving effect by reducing frictional resistance, and also widely in society and various industries in terms of draft adjustment and convenience. And bring great benefits.

DESCRIPTION OF SYMBOLS 1 ... Ship, 2 ... Jet gas supply apparatus control apparatus, 10 ... Main engine (engine), 11 ... Supercharger, 14 ... Scavenging receiver, 15 ... Exhaust receiver, 16 ... Cylinder, 23 ... Supply air bypass pipe, 24 ... Scavenging Bypass pipe, 25 ... exhaust bypass pipe, 23A, 24A, 25A ... bypass adjustment valve, 30 ... air supply pipe, 40 ... gas outlet, 110 ... compressor, 200 ... control device, 203 ... supercharger characteristic section, 205 ... Controller, 230 ... draft sensor

Claims (16)

In a method for supplying an ejected gas for a ship, comprising: a main engine that obtains propulsion power of the ship; and a supercharger that is driven by exhaust of the main engine and supplies pressurized gas to the main engine. A part of the pressurized gas is bypassed and taken out from between the engines, and the taken-out pressurized gas is ejected to the vicinity of the hull below the water line, and the amount of take-out taken out by bypassing the pressurized gas is determined by the main engine. It is set from the physical quantity including the pressure of the pressurized gas related to the heat load and the supercharger characteristics, and based on the bypass flow rate detected by the pressurized gas, or the total efficiency of the supercharger is equal to or higher than a predetermined efficiency. As described above, a method for supplying an ejected gas for a ship, wherein the adjusting means is adjusted and controlled.   The exhaust gas temperature is further used as a physical quantity related to the heat load of the main engine, and the supercharger characteristic is based on the supercharger efficiency, or the scavenging pressure as the pressure of the pressurized gas under the predetermined efficiency or more 2. The method of supplying a jet gas for a ship according to claim 1, wherein the exhaust gas temperature of the exhaust gas is controlled so as to be equal to or higher than a predetermined pressure and lower than a predetermined temperature. 3. A method for supplying a jet gas to a ship according to claim 1, wherein the extraction of the pressurized gas is assisted by auxiliary air supply means.   A main engine that obtains the propulsion power of the ship, a supercharger that is driven by the exhaust of the main engine and sends pressurized gas to the main engine, and an air supply and / or a route from the supercharger to the main engine Alternatively, a supply air bypass and / or a scavenging bypass for taking out scavenging, a supply air bypass amount adjusting means and / or a scavenging bypass amount for adjusting the supply air bypass amount and / or the scavenging bypass amount passing through the supply air bypass and / or the scavenging bypass. Adjusting means, a gas ejection port for ejecting gas to the vicinity of the hull below the draft line provided from the supply air bypass and / or the scavenging gas bypass through a piping path, and an extraction amount to be taken out by bypassing the air supply and / or scavenging gas Is determined from the physical quantity including the scavenging pressure related to the heat load of the main engine and the supercharger characteristics, and the air supply bypass and / or the Alternatively, control is performed based on the bypass flow rate detected by the scavenging bypass or by adjusting the air supply bypass amount adjusting means and / or the scavenging bypass amount adjusting means so that the overall efficiency of the supercharger becomes equal to or higher than a predetermined efficiency. And a control device for performing the jet gas control of the ship.   The exhaust temperature is further used as a physical quantity related to the heat load of the main engine, and the supercharger characteristic is based on the supercharger efficiency, or the scavenging scavenging air pressure is greater than or equal to the predetermined pressure. The apparatus for controlling a jet gas of a ship according to claim 4, wherein the exhaust gas temperature of the exhaust gas is controlled to be a predetermined temperature or less. 6. A jet gas control apparatus for a ship according to claim 4, wherein the supply and / or scavenging extraction is assisted by auxiliary air supply means.   A main engine that obtains propulsion power of a ship, a supercharger that is driven by the exhaust of the main engine and sends pressurized gas to the main engine, and the exhaust discharged from the main engine and the supercharger An exhaust bypass to be taken out from between the aircraft, an air supply means provided in the exhaust bypass, an exhaust bypass amount adjusting means for adjusting the exhaust bypass amount, and a hull below the draft line provided from the air supply means via a piping path A gas outlet for injecting gas in the vicinity, and the exhaust bypass amount is set from a physical quantity including a scavenging pressure related to the heat load of the main engine and a turbocharger characteristic, and based on the detected exhaust bypass flow rate, or And a control device that controls the exhaust bypass amount adjusting means to control the exhaust bypass amount so that the overall efficiency of the turbocharger is equal to or higher than a predetermined efficiency. .   The exhaust gas temperature is further used as a physical quantity related to the heat load of the main engine, and the supercharger characteristic is based on the supercharger efficiency, or the scavenging pressure as the pressure of the pressurized gas under the predetermined efficiency or more 8. The jet gas control apparatus for a ship according to claim 7, wherein the exhaust gas temperature of the exhaust gas is controlled so as to be equal to or higher than a predetermined pressure and lower than a predetermined temperature.   The jet of a ship according to claim 7 or 8, wherein the air supply means includes a turbine, a generator driven by the turbine, and a blower driven by electric power of the generator. Gas control device.   9. A jet gas control apparatus for a ship according to claim 7, wherein the air supply means is a turbine and a blower driven by the turbine.   11. The jet gas control apparatus for a ship according to claim 4, wherein the pipe path is once raised above a water line and then connected to the gas jet port.   12. The jet gas control apparatus for a ship according to claim 4, wherein a plurality of the gas jet ports are provided symmetrically, and a plurality of the pipe paths are provided correspondingly.   A main engine that obtains the propulsion power of the ship, a supercharger that is driven by the exhaust of the main engine and sends pressurized gas to the main engine, and one of the pressurized gas from between the supercharger and the main engine. A pressurized gas amount adjusting means that bypasses the section and takes out the pressurized gas to the vicinity of the hull below the draft line via the piping path, and the pressure of the pressurized gas and the draft of the ship Accordingly, the control device includes a control device that controls the start / stop of the supply of the pressurized gas to the gas outlet by adjusting the pressurized gas amount adjusting means, and the control device bypasses the pressurized gas to be taken out. Based on the detected bypass flow rate of the pressurized gas that passes through the piping path, and is set from the physical quantity including the pressure of the pressurized gas related to the heat load of the main engine and the supercharger characteristics, Or the overall efficiency of the turbocharger Become such, jetting gas control apparatus for a ship, characterized in that controlled by adjusting the pressurized gas quantity adjusting means.   The exhaust temperature is further used as a physical quantity related to the heat load of the main engine, and the supercharger characteristic is based on supercharger efficiency, or the scavenging pressure as the pressure of the pressurized gas exceeds the predetermined pressure. The exhaust gas control device for a ship according to claim 13, wherein the exhaust gas temperature is controlled to be equal to or lower than a predetermined temperature.   The said control apparatus cut | disconnected the said piping path | route by the said pressurized gas amount adjustment means during the supply stop of the said pressurized gas, The jet gas control apparatus of the ship of Claim 13 or 14 characterized by the above-mentioned. 16. A jet gas control apparatus for a ship according to claim 13, wherein the supply of air and / or scavenging is assisted by auxiliary air supply means.

Images