JP2015101325A - Steering gear of hull bow installation, friction reducing device in hull waterline bottom and hull ballast adjusting function - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve a problem in the ballast adjustment of a hull in which: conventionally a ship raises wave-making from bows, and a submerged section of a hull ship bottom section and a ship side section receives frictional resistance; particularly, a resistance component of a bow section or the amount of resistance increases with the rise of a ship speed by a dynamic pressure; and a navigation speed is limited in terms of an economic viewpoint by both total resistance amounts.SOLUTION: An amount of dynamic pressure resistance received by a bow section is greatly reduced. By this function, a conventionally limited economical speed can be raised easily. The submerged section of a ship bottom section and a ship side section has contact friction resistance related to a water flow speed. In the case of a conventional ship, a contact friction factor is a factor value in a range of 0.04-0.05 as a dynamic friction coefficient, and it is reduced to 0.00152-0.0001, thereby the result reduces necessary horse-power of a propulsion system. Economical efficiency of navigation is greatly increased. Conventionally, a ballast adjusting device of a hull and the complexity of operation are solved by injecting a nitrogen gas and an air pressure into double ship side/ship bottom structures, particularly in the ship bottom structure section.

Description

The present invention is the technology of the prior invention, the technology for reducing hydrodynamic friction and dynamic pressure of the Japanese Patent Application No. 2010-277124, the friction reduction of the Japanese Patent Application No. 2011-95508 motion aircraft (part of the function of the submerged ship side part is doubled) The reliability of the direction conversion steering performance and the ease of improvement are improved by the function of arranging the steering device at the bow of the hull of the present invention in both of the invention technologies. Further reduction of frictional resistance will be promoted with the resistance reduction function of the submerged part under the hull draft line. A function that adjusts the ballast of the hull attitude with the air pressure after extracting nitrogen gas first, and a number of functions derived from the secondary effects of this function. Reinforcement of the functional structure technology of the invention into the core part that the previous inventions left behind. It relates to hull technology that makes ship operation perfect.

  The results when the prior invention technologies that the present invention is based on have contributed to the conventional ship in reality are based on the current state of the hull navigation that the conventional ship has been involved in and has been inherited. Both prior art effects are revolutionary and innovative. The result of the modification is an innovative function that greatly improves the hull structure with increased operating profit. Prior Invention Technology It seems to be an intensive result technology that faithfully applied the three Newtonian laws and Bernoulli's law theorem to practical structural design. Currently, efforts are being made to improve the functional technology of the hull.

  Starting from the field of electromagnetic engineering, especially portable computers that mainly use semiconductors, with the effort of strong backup of software and hardware, computer machines with a capacity of several decades old like homes and bilging are now the same Personalized by function and turned into a personal computer, there is also a strong backup of hardware and software from machine to equipment and further minimization, but I hear that there is a desperate effort of great thinking and accumulation here . All the fields related to ships, with the same thought as the efforts of the electromagnetic engineering community, added a value to the shipbuilding technology level that has been unchanged several decades ago and now. Therefore, efforts to pioneer improvement without kicking up are required.

  The loss of the enormous energy hydrodynamic flow resistance from the front face of the bow that the conventional ship was navigating made the technology of both the inventions epoch-making possible. The preceding invention succeeded in the thought experiment as a technical result of the water flow pressure relief function, and the submerged part structure under the hull draft was the resistance loss received from the water flow velocity, which is also the main cause of energy consumption consumption In this case, we succeeded in constructing the theory with the countermeasure technology to reduce the drag friction at the bottom of the ship.These two prior inventions greatly reduce the friction resistance and reduce it when navigating the hull. Is a blueprint notebook for the realization of a future structural and functional ship.

  The disclosure of the inventions of both prior patent technologies was also the announcement of the success of the argument. The accumulation of these innovative technologies is waiting for a technology to improve the added value of the hull technology and to further reduce the consumption of energy used due to its success. This technology development can also contribute to the reduction of entropy. At this moment, we have not seen any adopted ships and mounted ships that use the technologies of the previous inventions for current sailing ships.

  Conventional ballast of ship's hull posture uses free-supply seawater, circulates in the treatment device at the time of discharge, stabilizes the water quality, the treatment device set requires the volume of the hull, processing time and processing cost Need human expenses. Ballast water is also polluted and corrosion of the hull structure is considered a problem.

Japanese Patent Application No. 2010-277124 Hull Japanese Patent Application No. 2011-95508

"Ryoho Ikeda Science of New Ships and Others" Kodansha "Bunji Yoshida: Science of Ships, Lifetime of Ships, and Others" Kodansha "Masahito Serizawa, the story of a ship", Gihodo Publishing Co., Ltd. "Yozo Kogure physics common sense interesting knowledge" Japan business publisher "Seiichiro Hironaka New Science of Friction" Kodansha

  It is a problem that the conventional ship form has already become a past form due to the emergence of the conventional ship and the old structure ship and functional ship that are in operation at the present time due to the new appearance of the functional ship that insists on the innovative structure possessed by the technologies of the prior inventions. If the company already knows that the problem has been resolved, the countermeasures for the difference in the past form of the problem that has not been achieved were the elements of the necessary problem to be solved for the hull that had been a concern. . However, the final result is that there is no solution at present and there is no realization of the hull of the big invention. The hopeful observations for the future here are the birth of innovative new ships that were solved by prior art projects, and the addition of the structural functions of the present invention. As a result, the achievement of each invention part is accumulated, and the completion of the innovative high-performance ship and high-value-added ship, whose degree of completion has increased.

  When the conventional hull is a direction change maneuver, the main steering device is mostly installed at the stern. The reliability and ease of steering results during steering are always accompanied by instability uncertainty. In this case, if the main steering device is in the bow for kinematics, the hull orientation is still stable, but at the present time it cannot be installed because of the existing hull shape. Most of the transport aircraft on land has a main steering device at the front in the direction of travel. The result of kinematics in this state is quick response of emergency avoidance of forward state change. In the opposite case, when there is a main steering device (so-called steering wheel) at the rear of the fuselage, the crisis avoidance action is slow, especially in the case of a hull, which is insensitive. It is.

  It can be said that the disadvantage of these direction determinations is the movement in the water that is a liquid. Double the occupation field. In the case of a land vehicle with friction between the aircraft and the ground, there is a control device on the forward side. In this state, when traveling backward, the T-shaped passage narrower than the road, the so-called back-delivery of the vehicle, or the road that came back In the so-called back turn direction changing method, when viewed geometrically, the occupied area of the area used is minimized and the maximum direction changing result is exhibited. In the transformation, the area field used geometrically becomes large and sometimes it is impossible to achieve the direction transformation. This phenomenon is also one of the mysteries in structural engineering. The state at the time of the back turn is the same as the pattern at the time of the normal forward movement stroke of the hull, but this is also a problem part related to the physical mode of movement of physical benefits such as solid state and liquid state friction. The so-called hull does not move as expected, and is still in a state where it cannot be heard. If the bow also has a control device, these concerns can be solved at once.

  When improving the reliability of maneuverability during ship operation, we would like to improve maneuverability by adding a new steering function to the bow while maintaining the stern steering function of the conventional ship. The so-called automobile 4ws and the function of a front / rear steering vehicle, the turning performance at high speed running with this function is outstanding. I want to install a steering function at the bow to overcome instability during turning even when navigating the hull.

  According to the prior art invention and Japanese Patent Application No. 2011-95508, the outer plate of the submerged part under the draft line is in the shape of a flat plate. In the flat outer plate, the contact area is in direct contact with the water flow velocity, so the friction area is maximized and the resistance is maximized, which is not possible with the so-called specular flat plate. This is also obvious and correct.

  Conventional ships have been operating while neglecting their worst condition. To put it worse, they are neglected to stop thinking. This phenomenon is equivalent in effect not only in the liquid but also in the gas, although the density unit is different. In general sense of common sense, it is considered that the mirror-like flat plate is in a state of minimum friction under the anti-flow velocity condition, but this is completely the opposite of the truth claimed by the invention. This is also part of the mystery of structural engineering. Resistance component generation in the technical case of the prior invention patent application In the precision field, the viscous shear of the velocity difference between the flow velocity material and the contact material, the pressure pressure to the boundary layer of the hydrostatic pressure (static friction component), the boundary layer formation part This theory holds true even in so-called gases that have finally solved frictional problems, such as resistance to pull-back force caused by the head pressure (sound velocity in the air) driven into the destructive turbulent flow (commutation layer breakdown) caused by the velocity of It was an invention that solved the frictional resistance reduction of the boundary layer theory.

  When the hull sails, as the ship speed increases, the hull sinks deeper than the stationary waterline. This is due to the fact that the hull is floating. The density difference is related. This is the lift difference generated by the pair of speeds due to the density difference of about 1/800, which is an air-to-water density difference of about 1/800. Here, if the ship speed continues to increase further, even a huge ship of 100,000 tons will naturally submerge in water. It is a wing ship. The hydrofoil levitates the hull with a surprisingly small wing. The amazing water density is the ability to represent the velocity component. This phenomenon is a disadvantage in general navigation, which is frightening when thinking deeply. The generation of lift is the generation of resistance itself, and the sinking of the hull increases the risk of grounding. By the way, this phenomenon does not occur in submarines that are submerged, but there is a pressure difference between the top and bottom acting on the object in the water, but the density does not change at any position. This is self-evident when density differences are taken into account.

  Causes of increased shear friction at the contact between the water flow and the outer plate as the ship speed increases, generation of resistance drag due to sinkage phenomenon due to lift generation, and boundary layer generated on the surface of the outer plate due to water flow velocity The drag limit of the resistance accumulation saturation of the shock is the shock wave generated by the explosive nodule separation from the interface at once (the same phenomenon as the Mach cone generated when the air is compressed through the air wall) The shape of the Kelpin wave generated from the part is very similar to the Mach cone angle), and the outer plate is a flat plate, so the generation of water turbulence resistance due to slight surface deposits, etc. Each resistance component easily adheres to the flat plate portion within the limit of the peeling speed and does not peel off. Those resistance removal measures are required.

  Conventional ballast of ship's hull posture uses free-supply seawater, circulates in the treatment device at the time of discharge, stabilizes the water quality, the treatment device set requires the volume of the hull, processing time and processing cost Need human expenses. Ballast water is also polluted and corrosion of the hull structure is considered a problem.

  The shape of the hull bow of the prior invention is the same size as the hull width of the hull to obtain low resistance efficiency by reducing the water flow pressure that is the maximum pressure generating part, and the dimensions from the bottom of the ship to the freeboard upper deck are the maximum hull height and each The shape of the largest projection plane of the same size hull was straight cut. In the present invention, a steering function device is additionally installed at the tip of this part. As shown in FIG. 1, the plane shape of the additional body may be a semi-elliptical shape or an arbitrary shape. It is a structure that maintains the planar projection shape to be made. The structure of the additional bow is a lattice that does not obstruct the flow of water from the front, and the role of this lattice is to eliminate foreign objects from the front. The strength of the bow lattice structure, such as securing one or more steering device installation locations, side thruster installation locations and anchoring device compartments, etc., depends on their heavy mechanical stress and strong stress during steering. Make it a structure that can withstand enough. The unsatisfactory ship shape due to the addition of this shape is the grace of a conventional ship.

  The water flow outer plate structure of the submerged portion of the submerged portion and the two ridges adopted by the present invention is quoted as it is because there is no room for improvement in the outer plate structure and function of the prior art. The additional invention of the present invention is that the bottom of the ship which is not in the prior invention (the ship side has a double structure) is a double bottom (double hull). In this way, the rear opening of the double ship bottom has a substantially closed structure, and the outer plate structure of the prior invention is used as the outer plate structure as it is for the outermost bottom part of the double ship bottom, that is, the outermost outer plate. . The outer plate structure to be used is a special form that has not been found in the past, with a grid structure installed in the entire area of the submerged part with respect to the water surface. A hole is opened. The structural function is adopted in the most bottom part and the both sides of the double bottom of the present invention. For this reason, the space between the double ship bottoms and the two sides of the double dredge are filled with water. The structure is completely different from the conventional double-bottom-bottom-installation structure of a conventional ship.

  The approximate structural dimensions of the mesh section will vary slightly depending on the required speed of the design hull, but under the conditions of use in the water, the appropriate size is about 20 cm to 30 cm square, the grid height is about 5 cm to 10 cm, and the opening hole diameter at the center of the grid is about 4 cm. is there. This division part is installed in the whole area, which is a great effort, but the function effect of this square is to reduce friction by water flow velocity, extinguish the generation of lift force, and the contact state between the hull and water is water to water. The so-called liquid-to-liquid contact function is manifested, and the feel of the spring water makes the fish feel slimy, and the function of the cell is equivalent to the skin of the carp or the scale of the fish. The friction coefficient is about 0.00152 to 0.0001, which is the viscous flow of water, and the slip coefficient of both objects when water is interposed between the ski surface and the snow surface, the skate blade surface and the ice surface. Is about 0.04 to 0.05, the result of the inventive function is a friction coefficient reducing effect of 33 times to 500 times or more. The labor at the time of installing the grid structure is rewarded by this effect.

  Since the principle and effect on the water flow velocity of the mesh structure part are the right items of the prior invention document, the outline thereof has been described in the previous section, but is omitted here. In the present invention, by filling water between the double ship bottoms, the amount of water flowing out from the opening at the center of the installed mesh is made to correspond to the change in hull speed, and the friction reduction effect is obtained. The amount of spring water is from the entire surface area of the submerged outermost plate, and the amount of spring water is enormous. In other words, the amount of spring water is from the bow, and the resistance at the bow is reduced accordingly.

  According to the structure of the present invention, the supply source of the enormous amount of required water is from the opening of the bow part, so that the vicinity of the opening of the bow part is substantially offset with the amount of water due to the water flow velocity from the front. This is a site that clearly expresses the basic basic theorem, the sum of dynamic pressure and static pressure is constant. This effect is enormous, and the effect of this theorem has been put into practice by combining the preceding invention and the present invention, which is the site of the most important invention function of the present invention. The invention function has firmly established Bernieui's basic fundamental theorem in the hull structure. This structure principle function is the most important part of the present invention.

  Due to the effect of the present invention and the device that breaks down the hydrodynamic water flow installed at the bow, which is a technical matter of the prior invention, the vicinity of the bow is excessively offset by the synergistic effect of the technologies of both inventions. In some cases, the water density becomes sparse. Since the output horsepower of the propulsion engine of the hull is substantially equal to the amount of resistance received by the navigation hull, the state where the water density is sparse is equivalent to the fact that the resistance due to the progression is nearly zero. This effect also has an economic effect of reducing the required output horsepower of the hull propulsion engine.

  A member that supports the weight of the lower ship bottom is required between the double ship bottoms. The strength of the member is not limited to the suspension support strength, but the structure is such that there is no deformation or crushing when the hull lands on the dock bottom or sea bottom. As for the structure, the box-shaped monocoque form is the best in terms of strength. The present invention provides a chamber mechanism that can fill the box-shaped compartment with air pressure. This function also provides the same effect as the ballast water adjustment function. In the case of conventional ships, water was used as ballast water. This problem does not occur in pneumatic extraction / exhaust operation. Water is easily polluted because it is an all-dissolving material, but it does not have the ability to dissolve in gas or air, so it usually does not easily infect polluted substances. This is why water is said to be an almost universal solvent other than gold. For this reason, it is possible to bleed / exhaust air at a reasonable price for ballast adjustment. This inventive function eliminates the need for a facility for treating polluted water, which has been conventionally covered by ships, and the work personnel involved. This function is also the most useful and important function of the secondary effect derived by making the double bottom of the present invention.

  In the ballast adjustment by air pressure, unlike air, air gas is compressible, and in the structure function of the present invention, the ship weight is supported by the ship bottom material by the air pressure, so the ship bottom material rises to 800 times the direct air by water. Does not receive impact force. This effect is completely opposite to that of the conventional ship. In the conventional ship, the hull weight + ballast water weight is received by the bottom outer plate material, and the outer outer plate surface is directly subjected to the water wave impact force. The ship's bottom outer plate, which is sandwiched between impact forces, can naturally accumulate stress fatigue.

  The double bottom bottom structure of the invention adjusts the ballast by the action of pushing up the bottom of the ship with air pressure, but this function can also create a partition box part of the bottom of the ship that is not ballasted. Furthermore, a small amount of gas pressure is drawn evenly into the entire bottom section box, and also into the bottom box section that is not ballasted. This time, the extracted gas will be nitrogen gas. It is an inert gas that does not cause a chemical change in the material. The main purpose of the gas drawing into the entire bottom of the ship is to protect the bottom of the ship. In addition, this layer penetrates into every fine part laminated on the upper part of the air layer for the gas lighter than the air under pressure to protect the member. The bottom of the ship is dry both inside and outside. By the way, it is said that the cable with a diameter of over 1M of Akashi Kaikyo Bridge is housed in a protective tube, and the maintenance of the material is made permanent by constantly sealing with nitrogen gas pressure. This is the use of this effect.

  In the present invention, additional pressure gas is further drawn into the box-installed box portion corresponding to the length of the hull only on both sides of the entire ship-installed bottom shown in FIG. 3E. The main purpose of the invention is this function of reducing the rolling amount of the hull by this action. The gas pressure inside the box on the heel side that is rolled by this gas drawing becomes a high pressure with the amount of rolling, and this function also serves as a so-called automatically operated air damper. This function also has a secondary effect of the structure of the present invention. This is an important function.

  The construction ship can integrate the effect of the present invention and the effect of the prior invention, and the navigation resistance at the time of operation enables a minimum resistance value that is unmatched in the history of the ship, and its beneficial economic performance is propagated in various directions.

  When the hull is fully equipped with the present invention and the prior invention device. As for the navigation speed, since the navigation resistance becomes the lowest resistance compared to the conventional ship, the comparison effect with the land aircraft cannot be said unconditionally because the dimension of the operation state is completely different, but the navigation speed is substantially Achieving speed range on land aircraft is possible, or even more. Land-based aircraft have mountains and slopes, and the route to the destination is not a straight line, and in terms of overall transport efficiency, the realization of further improvement in hull speed is economically highly efficient.

  According to the average data of long-term operation results of conventional ships, the fuel consumption of propulsion engines for general ships increases in proportion to the cube of the ship speed. When operating at a speed of approximately 15 knots and a fuel consumption of 20 tons to the destination, operating at a speed of 30 knots will result in half the elapsed time to the same destination, but the fuel consumption at that time will be As a result of emphasizing economic efficiency, general operating ships have been operating with a hull speed limited to about 15 to 16 knots. Moreover, it was necessary to pay attention to the hull strength during high-speed navigation. The ship of the present invention can reach the destination with a high-performance torpedo speed of 50 knots or more if there is a fuel amount of 20 tons to the destination. In some cases, even the torpedo cannot catch up.

  The hull in which the steering device of the present invention is installed at the bow portion is more accurate and easy because the maneuverability at the time of forward / reverse travel depends on the turning performance as compared with the conventional ship. As a result, if there is a side thruster device, the need for anchoring will be reduced and the extra work will be reduced except when berthing / leaving and when anchoring offshore.

  Conventionally, when a ship departs, regardless of whether it is an empty ship or a full ship, in order to correct the draft posture of the hull, in the case of a conventional ship, the ballast was adjusted stably with water. The water used contains pollutant dust components and locally infectious water, and the purification requires economic burden and processing time. In the present invention, the draft of the hull attitude can be adjusted by air pressure filling by the ship bottom invention mechanism. The reason why these reverse actions are possible for conventional ships is that the water head pressure and air pressure can be easily operated. The double bottom structure, which is a secondary function effect of the double bottom structure, has made this possible.

  When the total functional device of the present invention and the technology of the prior invention is installed in the hull, the conventional hull received a strong dynamic pressure resistance force from the water flow and the pulsating cyclic stress of the water pressure, which is the whole hull structure The invention function which causes potential fatigue damage to the ship and significantly reduces the life of the hull greatly suppresses those harmful effects.

  The ship of the present invention hardly generates waves during navigation. Wave-making means that when a solid structure pushes water away due to its speed under the condition of a stationary flat water surface, a mountain wave is generated on the front surface. The rear part is a cycle of the same sine waveform as the waveform generated on the front surface. When the positive and negative of the waveform are superimposed, it becomes the original flat water surface. This phenomenon is the so-called Bernoulli's theorem. It is a natural phenomenon that is a category of theorems of mechanics and action-reaction laws. The conventional definition in the textbook is that waves are generated because of the wave-making, and the wording that doesn't understand the generation and the cause before and after it causes a misunderstanding of thought. Depending on the speed at which the water is pushed away, the generation of the wave height can be higher or lower. The energy that creates the wave height is equivalent to the kinetic energy of the structural object that is pushed away immediately. Water is honest in the condition that no waves occur. Here we refute the deficiencies in the conventional textbook definition.

  The function of the ship of the present invention hardly forms waves due to this magical invention structure function that allows the water masses to pass through the ship without substantially pushing back when navigating. In other words, Bernoulli's theorem is put into practice. For this reason, the amount of energy used in the navigation of the invention ship is small. When the ship of the present invention is sailing, the amount of resistance received by the hull is small due to the total invention function effect. As a result, the fuel consumption performance is excellent and the number of repair parts due to fatigue damage of the hull structure material is small, and because the hull speed can be increased, there are more opportunities for attracting customers in the economic field. It becomes a complete economic ship.

  The function of the hull of the present invention is the function that the bottom of the ship is supported by air and gas pressure due to the double structure of the bottom of the ship. This function includes ballast of the hull attitude, reduction of stress fatigue of the bottom of the ship, reduction of the amount of rolling, Functions such as suppression of deterioration of ship bottom members due to use could not be realized with the hull shape of conventional ships. This secondary effect is the greatest effect that has solved the disadvantageous cases of conventional ships.

It is a shape schematic diagram of a bow of a prior invention hull and a bow of the present invention. It is a model perspective view of the side part section of the bow part of the present invention. The combined side surface section and front sectional schematic perspective view of the prior invention hull and the present invention bow. It is a structure and operation | movement schematic diagram of this invention hull double ship bottom part. It is a schematic diagram of the division wall installation which restrict | limits the gas flow of a double ship bottom part.

  Although one or two steering devices are provided at the bow of the present invention, the driving device for driving the rudder uses the function of a conventionally used instrument. Although the control surface main body is not substantially different from the conventional machine, the present invention assumes a structure in which the control surface main body is movable deeper than the bottom of the ship when empty from a fixed position, assuming an empty ship. This function is to cancel out the influence of the wind as much as possible when the ship is empty. The underwater rudder surface has the function of a vertical rudder of the submarine, and also has the function of direction stability and anti-swing fin stabilizer.

  The rudder main body is moved up and down by a guide rail that holds the rudder drive shaft from the state secured at the straight forward fixed position to the lowest position. Therefore, the rudder drive shaft passes through the steering drive device up and down. Obviously, it is necessary to pay attention to the water depth when moving the device. In the unlikely event that the lower part of the guide rail that grips the rudder drive shaft has a collision accident, only the lower part of the fastening safety device is moved to maintain the rudder machine body. In order to prevent the entire device from falling off at the time of the accident, the upper part of the guide rail or the steering drive device mounting portion is prevented from falling off by a pillow ball type or a trunnion method movable only in the ship / tail line direction. A quick automatic return device function is provided to restore the current situation. It is a safety device for that which must never damage the device. The construction and production of the structural design is left to an excellent shipbuilding designer.

  It is desirable to install two control surfaces in consideration of the safety of the hull and emergency stop. When an emergency stop is necessary, the two rudder drive shafts are rotated opposite to each other and closed perpendicular to the propulsion direction. After that, it is only necessary to gradually release the air pressure operated at the bow of the device of the prior invention. The water flow does not have air pressure in the water pipe of the device of the previous invention of the front, so it passes through the water pipe and passes through the front of the hull. This is a reverse version function whose main purpose is an invention function, which is a braking function utilizing so-called water flow resistance, in which dynamic pressure is directly and gradually applied to the front bulkhead of the hold wall.

  The bow portion of the present invention flows a water flow into the hull of the hull, and therefore requires a shape structure with as little inflow resistance as possible. Within this bow volume, there is a set of rudder body support structures, securing two installation locations, securing guidance space when operating the safety device of this device, and the lifting device windlass and steering drive device are usually on the deck, but there is no problem The hangar hangar cannot be placed in the bow volume due to water flow obstruction, and because it is heavy, it cannot be stored on the deck for measures against the center of gravity. This storage is handed over to the hangar inside the ship. For this reason, the rudder volume support structure set in the bow volume, only securing the installation location of the two units and only installing the side thruster, the main point of the invention is to install the steering device at the bow part, This space is safe.

  Since the bow part flows the water flow into the hull part of the hull, it requires a shape structure with as little inflow resistance as possible, and therefore has a shape like a kendo plane shown in 1H of FIG. The bow structure must be able to withstand the strong thrust force at the time of turning and the strong counter water pressure at the time of closing by the rudder, and the stress at the time of operation of the lifting device, etc. Surrender to excellent shipbuilders and producers.

  The main point of the invention to the ship bottom of the present invention is to secure the supply of a sufficient amount of water more than the required amount of water that the outer plate part springs out to the bottom and the side of the double-sided ship. Keep this in mind when designing the structural functions installed on the double bottom. A box-shaped monocoque is arranged as a support structure between the two bottoms of the double ship bottom, and Hakouchi shows a simple operation principle in FIGS. The purpose of the operation is an air reservoir for operating a ballast adjustment function and many other functions (particularly nitrogen gas extraction for protecting the bottom of the ship). There is no difficulty in making a structure. Air pressure extraction location and air volume for ballast adjustment are computer controlled by high performance resolution pressure sensors installed at many observation points on the bottom of the ship. Leave control work to an excellent programmer. Structural production design, etc. is left to an excellent shipbuilding engineer.

  Both the prior invention technology and the practical ship to which the present invention technology is applied and the implementation ship are futuristic structural ships that have not been seen yet in shipbuilding history. Although it is a hull with an epoch-making navigation function, it can be manufactured at a level that is equal to or less than the level of difficulty of conventional ships. Both inventive technologies do not conflict with the existing technical rights network of conventional ships. The technology of the present invention is a hull that is completely strange as an innovative high-performance ship, but the principles claimed as the inventions of the preceding invention invention ship and the invention invention ship are the laws of principle within the orthodox doctrine of the physical principle. There are no deviations from these regulations. With this situation, the software portion of the patented technology of the present invention has been determined as the feasible part of the prior implementation at the present disclosure. Hardware implementation is incomplete.

DESCRIPTION OF SYMBOLS 1A Prior invention hull 1B Prior invention bow 1C Double hull bottom 1D Anchor chain entrance / exit 1E Present invention bow 1F Windlass apparatus 1G Steering apparatus 1H Whole bow part 1I Anchor 1J Side thruster 2A Invention bow 2B Steering front end 2C Steering apparatus 2D Rudder 2E Rudder down Operating part 2F Rudder lowering guide rail 3A Combined view of the bow of the prior invention and the bow part of the present invention 3B Double bottom 3C Draft surface 3D Side double outer plate structure 3E Rolling damper operating section 3F Front side sectional view 4A Horizontal sensor 4B Pressure sensor 4C Water level sensor 4D Gas bleed limit sensor 4E Function device 4F of vertical bottom plate of the invention of the prior invention Vertical partition 4G Nitrogen gas communication hole 4H Air flow hole 4I Double bottom 5A Bow direction 5B Stern 5C Gas ( Nitrogen gas / air) Compartment wall 5D double wall side that completely blocks the flow Structure

Claims (5)

  A bow with one or more steering devices installed on the hull bow. Invention bow capable of being additionally attached to the bow described in Japanese Patent Application No. 2010-277124. A structural functional device featuring a side thruster at the bow of the hull, a drifting foreign material removal device, a lifting device at both sides, and a water flow passage structure.   The bow plane shape of the invention is a semi-elliptical shape or a form conforming to the semi-elliptical shape, and a volumetric cube in which the plane projection plane is projected and lowered to the double ship bottom construction plane, which is described in Japanese Patent Application No. 2010-277124. In order not to hinder the function of the invention, the peripheral part of the cube and the bottom of the ship are structured to allow the passage of water flow velocity, so-called kendo surface shape, a steering device can be installed in the volume of the cube, side thrusters can be installed, drifting foreign matter removing device, both Structural function device featuring bow, such as dredging device, damage control in case of failure of steering device and early return function.   The ship side and the bottom of the ship, in particular, the bottom of the ship has a double bottom, and the space between the two bottoms is filled with water, and the outermost ship bottom material uses the outer plate structure functional material of the invention function of the prior invention Japanese Patent Application 2011-95508. The double ship side / bottom function reduces the friction at approximately four points: static and dynamic friction resistance that the outer plate has received from the water flow speed, resistance due to boundary layer failure, stress resistance due to lift, and shear resistance of viscosity. The double ship bottom is a water passage for the full function. A hull skin function device characterized by this principle function.   The bottom of the double hull and the side of the ship side at the bottom of the hull waterline is opened and the rear end of the stern part is a closed structure. The structure will be installed on both the left and right sides to create a structure without crushing. The inside of the box interior allows water and air pressure to be entered and exited by any operation, and the ballast function that has been used by ships in the past is adjusted by air pressure instead of water. For the ballast adjustment of air pressure extraction to the proper hull posture, a functional structure that automatically detects the air pressure by detecting with a high-performance horizontal sensor, water level sensor, gas sensor, CCD camera, stress sensor to the hull structure, etc. Give it. A functional device characterized by using a principle function of automatically adjusting the ballast by the air pressure.   The weight support drag box claimed by the present invention is installed between the upper part of the double bottom of the ship bottom and the bottom of the ship. By adopting this structure, about six invention functions that the invention focuses on are made. By drawing gas into the drag box chamber, 1. Ballast adjustment by pneumatic bleed of hull attitude, 2. Reduction of stress fatigue of ship bottom members, 3. Reduction of roll amount during rolling, 4. Nitrogen gas extraction Protection against deterioration of hull members, 5, ballast operation and quickness and simplification of work, 6, work order of lifting the hull by gas injection, first of all, nitrogen gas, which is lighter than air, is applied to the double hull mechanism of the invention. The entire surface of the ship bottom section is evacuated to an appropriate layer thickness to complete the function “4”, and the subsequent ballast adjustment is completed by introducing inexpensive gas air. A functional device characterized by this principle function also in the degree of freedom that enables the final result even in the reverse operating sequence.

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