JP2018161957A - Energy saving device using air bubbles and vessel provided with the same device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an energy saving device reducing friction resistance in vessel navigation by air bubbles by generating the air bubbles by making use of dynamic pressure of sea water or fresh water.SOLUTION: An energy saving device 4 related to this invention is characterized by having: a water intake piping 6 for opening a water intake opening 5a on a stern side; an ejector 13 for generating fine bubbles mixed body by mixing fine bubbles with water taken in through this water intake piping 6; and a discharge piping 9 for opening a discharge opening 8a in a sternway direction for discharging the fine bubbles mixed body generated by the ejector 13 be capable of being externally attached to a vessel body 1A. Due to this composition, an energy saving device in a unit structure is capable of being provided: capable of being attached to the vessel without remodelling the vessel body 1A; as well having the fine bubbles with the friction resistance reducing effect in vessel navigation be effectively discharged.SELECTED DRAWING: Figure 1

Description

  The present invention includes an energy-saving device and an apparatus using bubbles that mix bubbles with seawater or fresh water taken in by navigation of the ship using dynamic pressure and reduce frictional resistance during vessel navigation using the bubbles. Related to the ship.

  Conventionally, it has been effective to cover the ship / bottom with microbubbles to reduce the frictional resistance generated between the water contact surface of the ship / bottom and the seawater under the waterline and to save energy for the ship. It is known that there is. As an example of this energy saving means, there is a frictional resistance reducing device (hereinafter referred to as a friction reducing device) in a ship described in Japanese Patent No. 4503688. As shown in FIG. 15, the friction reducing device 54 includes a seawater intake 55a provided at the bow under the waterline of the ship 51 and a jet of seawater / microbubbles provided behind the water intake 55a and at the bottom of the ship below the waterline. A bypass water supply pipe 56a whose axis is above the draft line is provided in the water supply pipe 56 connecting the outlet 58a, and an ejector 63 is provided in the bypass water supply pipe 56a. Further, as shown in FIG. 16, the ejector 63 sends seawater that naturally flows from the intake port 55a to the detour water pipe 56a by the navigation of the ship 51, and mixes air with seawater under atmospheric pressure to generate microbubbles. It has a configuration to make it. As a result, the friction reducing device 54 ejects seawater and microbubbles from the jet port 58a provided on the bottom of the ship, covers the shipboard or the bottom of the ship with the microbubbles, exhibits a frictional resistance reduction effect, and saves the energy of the ship 51. be able to.

  Further, in the friction reduction device 54, since the inflow of the seawater cannot be expected when the ship 51 is in a stopped state, the water intake 55a and the detour are sent in order to encourage the inflow of seawater from the stopped state in which the ship 51 starts moving forward. A water absorption pump (not shown) is disposed in the front water supply pipe 56b that connects the water pipe 56a. In this water absorption pump, it is driven until the ship reaches a certain speed and a permanent inflow of natural seawater from the intake port 55a is secured, and when the inflow is secured, it is stopped or continued to be driven as it is. It is configured as follows.

Japanese Patent No. 4503688

  According to the friction reducing device 54 described above, the frictional resistance generated between the water contact surface of the ship / bottom and seawater is reduced by the microbubbles even during normal navigation as well as in the stopped state where the ship starts to advance. The frictional resistance reduction effect is obtained, and in a ship equipped with the friction reduction device 54, it is possible to save energy.

  However, when the friction reduction device 54 is attached to the ship 51, a seawater intake 55a is provided at the bow, and a seawater / microbubbles outlet 58a is provided at the bottom of the ship at the rear of the water intake 55a and below the draft line. The detour water pipe 56a and the ejector 63 to be connected must be provided in the hull. Therefore, there is a problem that the ship must be remodeled drastically and the cost required for energy saving becomes excessive.

  Further, in the friction reducing device 54, since the water absorption pump is arranged to promote the inflow of seawater from the stop state where the ship 51 starts to advance, the dynamic pressure of the seawater taken by the navigation of the ship 51 is set to a predetermined level. When the pressure is reached, it is selected whether the water absorption pump is continuously driven or stopped. Thereby, the microbubbles are generated using the seawater taken by the water suction pump, and the seawater taken along with the navigation of the ship 51 is used. For this reason, when the water absorption pump is continuously used, the consumption of fuel for driving the water absorption pump increases, and there is a problem that this increase in fuel consumption reduces energy saving. In addition, when using the seawater that is taken in with the navigation of the ship with the water absorption pump stopped, the amount of microbubbles mixed with the seawater is also determined by the dynamic pressure of the seawater, so the amount can be increased. Therefore, the effect of reducing the frictional resistance due to the microbubbles cannot be sufficiently increased. For this reason, there is still a problem that energy saving cannot be effectively achieved.

  An energy-saving device according to the present invention was invented to solve the above-described problem. A water intake pipe for opening a water intake port in the forward direction on the stern side, and microbubbles in water taken through the water intake pipe. And a discharge port for discharging the fine bubble mixture generated by the mixed gas generation unit is opened in the backward direction at the bottom of the bow from the intake port. It is characterized in that the discharge pipe for making it possible to attach to the ship main body. Note that “ship” includes “ship”. With this configuration, it is possible to provide an energy-saving device having a unit structure that can be attached to a ship without modifying the ship body and that effectively discharges microbubbles that provide a frictional resistance reduction effect during ship navigation.

  In this case, in addition to the above-described configuration, the chamber tank has a chamber tank that can be attached to the stern. One end of the intake pipe, one end of the mixed gas generation unit, one end of the discharge pipe, and a microbubble mixture in the discharge pipe are provided in the chamber tank. It is desirable that a discharge pump to be sent is provided so that the microbubble mixture generated by the mixed gas generation unit can be temporarily stored in the chamber tank. With this configuration, when installing an energy-saving device that generates a microbubble mixture that can reduce frictional resistance during vessel navigation, it is only necessary to attach the chamber tank to the stern and the discharge pipe to the vessel bottom. This can be done easily and inexpensively without any special modification. In addition, since the chamber tank can store the microbubble mixture, it is possible to stably supply the microbubble mixture by storing in advance, and if a water absorption pump is arranged to circulate the mixture, the chamber tank It is possible to provide an energy saving device capable of increasing the amount of micro bubbles mixed in the mixture in the circulation cycle and increasing the frictional resistance reduction effect during vessel navigation by the bubbles.

  The discharge pipe of the energy-saving device according to the present invention ensures a sufficient adhesion area when adhering to the ship bottom, so that the water pressure is applied to the adhesion plane when navigating the ship and the ship is stable. It is desirable to have a horizontal pipe having a cross section and a substantially triangular cross section.

  The ship which concerns on this invention will show | play an effect simply by attaching either of the above-mentioned energy-saving apparatuses to a ship main body.

  Another energy saving apparatus using air bubbles according to the present invention includes a water intake pipe having a water intake, a main on-off valve attached to the water intake pipe, and a micro air bubble which is attached to the water intake pipe and mixes micro air bubbles with water. A mixed gas generating unit for generating a bubble mixture, a discharge pipe having a discharge port for discharging a micro-bubble mixture generated by the mixed gas generating unit, one end of a water intake pipe, a mixed gas generating unit, one end of a discharge pipe, and A discharge pump that sends the microbubble mixture to the discharge pipe, a full water detection sensor that detects full water, and a chamber tank that can temporarily store the microbubble mixture generated by the mixed gas generation unit, A water absorption pump that is arranged in the chamber tank and takes in either water from the water intake port or a microbubble mixture in the chamber tank, and the water intake pipe stops the water absorption pump. In addition to having a dynamic pressure pipe that takes water from the water intake into the mixed gas generation section, the dynamic pressure pipe is held closed by the full water detection of the full water detection sensor, and the microbubble mixture in the chamber tank is sent to the water pipe Thus, it has a control part which drives a water absorption pump. With this configuration, the chamber tank may be attached to either the stern or inside the ship. When the chamber tank is full, the water suction pump is driven to circulate the microbubble mixture, or the water suction pump is stopped and the water intake pump is stopped. Energy saving device that can take in water, increase the amount of microbubbles, or limit the drive of the water absorption pump when navigating the ship, reduce fuel consumption as a whole, and contribute to improvement of traveling speed Can be provided.

  Another ship according to the present invention can effectively reduce fuel consumption regardless of the attachment position by attaching the above-described energy saving device to the ship body.

  Furthermore, the other ship according to the present invention, in addition to the configuration of the other ship described above, the intake pipe has a water intake on the stern side, a main on-off valve between the water intake and the water intake pump, The discharge port is positioned on the forward side from the water port, and the chamber tank is externally attached to the stern side. With this configuration, it is possible to provide a ship that can further reduce the total fuel consumption and contribute to an improvement in traveling speed.

  According to the present invention described above, bubbles are mixed with seawater or fresh water taken by navigation of a ship using its dynamic pressure, and the frictional resistance at the time of vessel navigation can be effectively reduced by the bubbles. Further, it is possible to provide a new and useful energy-saving device using air bubbles and a ship that can improve the fuel efficiency and running performance of the ship and can be easily retrofitted to an existing ship body or the like.

Schematic explanatory drawing explaining the internal structure of the energy saving apparatus which concerns on this invention. The front view of the ship which concerns on this invention. The bottom view of the ship concerning the present invention. The expanded side view of the ship which concerns on this invention. The principal part enlarged plan view of the energy saving apparatus which concerns on this invention. Sectional drawing explaining the structure of the ejector which concerns on this invention. The AA line expanded sectional view which abbreviate | omitted a part of FIG. The BB expanded sectional view of FIG. The piping diagram of the energy saving apparatus which concerns on this invention. The time chart explaining the operation state of the control part of the energy saving apparatus which concerns on this invention. The flow-path figure explaining the flow of the seawater and the air at the time of the water absorption pump drive in the piping of the energy saving apparatus which concerns on this invention. The flow-path figure explaining the flow of the seawater and the air at the time of the water absorption pump stop in the piping of the energy saving apparatus which concerns on this invention. The flow-path figure explaining the flow of the seawater and the air at the time of drive of a discharge pump at the time of the water absorption pump stop in piping of the energy saving apparatus which concerns on this invention. The flow-path figure explaining the flow of the seawater and the air at the time of the water absorption pump and discharge pump drive in the piping of the energy saving apparatus which concerns on this invention. Explanatory drawing of the principal part of a ship provided with the conventional frictional resistance reduction apparatus. The C section expansion explanatory drawing of FIG.

  Hereinafter, an energy-saving device (hereinafter referred to as an energy-saving device) using air bubbles according to an embodiment of the present invention and a ship including the energy-saving device (hereinafter referred to as the present ship) will be described with reference to the drawings. As shown in FIGS. 2 to 4, reference numeral 1 denotes a main ship, a stern having a starboard 1 a and a port 1 b that are connected at an acute angle at the bow, and a stern board 1 c that connects these two halves 1 a and 1 b almost upright at the stern. It has a ship body 1A composed of a ship bottom 1d that connects the two anchors 1a, 1b and the stern anchor board 1c, and an upper deck 1e that covers the upper surfaces of the both anchors 1a, 1b and the stern anchor board 1c. Further, the ship 1 has a partition wall (not shown) that delimits a space surrounded by the both sides 1a and 1b, the bottom 1d, the stern board 1c, and the upper deck 1e, and has a bow having a compartment partitioned by these partition walls. It has a structure including a portion 1A1, an intermediate portion 1A2, and a stern portion 1A3. A mooring device (not shown) is disposed on the upper deck 1e of the bow 1A1, and a rotation is given to the screw shaft 2 extending from the bottom 1d to the rear of the stern 1A3 in the compartment of the intermediate portion 1A2. An engine room portion (not shown) of an engine (not shown) and a steering portion (not shown) for operating the rudder are arranged. A screw 2a is attached to the tip of the screw shaft 2, and is configured so as to obtain a propulsive force for moving the marine vessel 1 forward or backward by rotating forward or backward by driving the engine. The stern portion 1A3 is provided with a rudder 1f that extends to the rear of the stern saddle plate 1c so that the angle can be changed by an operation at the steering portion.

  An energy saving device 4 is attached to the stern portion 1A3 of the main ship 1 (see FIGS. 2 to 4). As shown in FIG. 1, this energy saving device 4 is located on the stern side, is located in the sea or underwater, and takes water intake pipes 5 a for opening seawater or fresh water (hereinafter referred to as seawater) in the forward direction. 6, an ejector 13 as an example of a mixed gas generation unit that mixes air with seawater taken through the intake pipe 6 to generate a microbubble mixture, and is generated by the ejector 13 on the forward side from the intake 5 a. And a discharge pipe 9 for opening the discharge port 8a for discharging the fine bubble mixture in the backward direction at the ship bottom 1d on the bow side of the water intake port 5a, and these can be externally attached to the ship body 1A. (In the figure, it is externally attached via a chamber tank 10 described later). With this configuration, when the energy saving device 4 is attached to the ship 1, it is only necessary to externally attach the intake pipe 6 and the discharge pipe 9 to the ship body 1A, and it is necessary to make a special modification to the ship body 1A. In addition, there is obtained a unit structure in which fine bubbles that effectively reduce the frictional resistance when navigating a ship are discharged.

  As an example of the energy saving device 4 with this external structure, it has a chamber tank 10 that is attached to the stern board 1c of the ship 1 through a seal part (not shown) by a fastener (not shown) such as a bolt. The energy saving device 4 will be described (see FIGS. 1 and 5). The chamber tank 10 has a water intake portion 5 having the water intake port 5a at the bottom, and one end of the water intake pipe 6 is connected to the water intake portion 5 via a filter 5b.

  The intake pipe 6 is lifted upward along the bottom and sides in the chamber tank 10, and one end of the intake pipe 6 is installed so as to remain at an upper position in the chamber tank 10. A water absorption pump 12 and an ejector 13 are connected to one end of the water intake pipe 6 via a main on-off valve 11, and the water absorption pump 12 and the ejector 13 are installed in the chamber tank 10. The water suction pump 12 serves to send the seawater taken from the water intake 5a to the ejector 13, and its discharge amount is a microbubble mixture in the chamber tank 10 at the time of fuel consumption of the water suction pump 12 and the start of navigation of the ship 1. It is determined in consideration of the time required to store the water.

  A circulation pipe 14 including a first strainer 14a, a first check valve 14b, and a first on-off valve 14c is connected between the main on-off valve 11 and the water absorption pump 12. The strainer 14a is arranged near the discharge water level, which will be described later, and is configured so that the microbubble mixture in the chamber tank 10 can be reliably collected and sent to the ejector 13 when the water absorption pump 12 is driven after the detection of full water, which will be described later. Has been. Thereby, the water absorption pump 12 can send either the seawater outside the chamber tank 10 or the microbubble mixture in the chamber tank 10 to the ejector 13 by driving.

  Further, a dynamic pressure pipe 15 is disposed between the main on-off valve 11 and the ejector 13 in parallel with the water suction pump 12 via the first three-way valve 6a and the second three-way valve 6b. With this configuration, when the dynamic pressure of seawater taken from the water intake 5a reaches the predetermined value as the vessel 1 sails when the water suction pump 12 is stopped, the first and second three-way valves 6a and 6b are switched to Seawater can be sent to the ejector 13.

  As shown in FIG. 6, the ejector 13 is provided with an upstream ejector body 13a having an inlet 13a1 into which seawater sent from the water suction pump 12 or the dynamic pressure pipe 15 flows, and a diffuser 13b for generating a microbubble mixture. It consists of a downstream ejector body 13c and an injection nozzle 13d. The injection nozzle 13d includes a flange portion 13d1 sandwiched between the upper and downstream ejector bodies 13a and 13c, a cylindrical portion 13d2 fitted to the upstream ejector body 13a, and a tip portion 13d3 having a tapered outer periphery. It has become. The injection nozzle 13d is provided with a flow hole 13d4 extending from the cylindrical part 13d2 to the tip part 13d3. The flow hole 13d4 has a sufficient cross-sectional area communicating with the inlet 13a1 on the upstream side. 13d3 is formed so that its cross-sectional area gradually decreases. Thereby, the structure by which the seawater which flows in from the inflow port 13a1 of the said upstream ejector main body 13a is injected at high speed from the front-end | tip part 13d3 is obtained.

  The downstream ejector body 13c is formed with an air chamber 13c1 and an air passage hole 13c2 that extends and communicates with the air chamber 13c1, and a part of the diffuser 13b protrudes from the air chamber 13c1. . In addition, an air intake pipe 13d5 (see FIG. 1) having an intake port 13d6 (see FIG. 5) protruding outside the chamber tank 10 is connected to the air passage hole 13c2, so that air under atmospheric pressure can be taken in. It is configured.

  The diffuser 13b has a taper-like hole 13b1 chamfered on the upstream side and extending over the entire length. The cross-sectional area of the taper-like hole 13b1 gradually increases toward the downstream, and the seawater passing through the taper-like hole 13b1 The speed is reduced and the pressure is increased. A part of the tip 13d3 of the injection nozzle 13d is inserted with a predetermined gap from the inner wall of the tapered hole 13b1 on the upstream side of the diffuser 13b, and the air chamber 13c1 and the tapered hole 13b1 communicate with each other. The configuration to be obtained is obtained. With this configuration, when high-speed injection is performed from the tip portion 13d3 of the injection nozzle 13d, a large negative pressure is generated around the tip portion 13d3, and a large amount is generated from the intake port via the gap between the diffuser 13b and the injection nozzle 13d. Inhales air under atmospheric pressure and mixes it with seawater jetted at high speed. Further, since the seawater mixed with the air is exposed to high pressure when passing through the tapered hole 13b1 of the diffuser 13b, the air mixed with the seawater becomes microbubbles to generate a microbubble mixture.

  As shown in FIG. 9, a low water level detection sensor 16, a middle water level detection sensor 17, and a full water detection sensor 18 are attached in the chamber tank 10, and the low water level detection sensor 16 has a water level in the chamber tank 10. It is configured to detect a minimum water level (hereinafter referred to as a discharge water level) that can discharge the microbubble mixed seawater. The middle water level detection sensor 17 is configured to detect the timing when the water level in the chamber tank 10 becomes equal to or lower than the middle water level after the full water detection sensor 18 detects the full water level. Further, the full water detection sensor 18 is configured to detect the full water level in the chamber tank 10.

  As shown in FIGS. 1, 2 and 9, the chamber tank 10 is provided with four vertical pipes 19 having one end provided in the chamber tank 10 and projecting downward from the bottom, and horizontal lines connected to the vertical pipes 19 respectively. A discharge pipe 9 including a pipe 20 is provided. A second opening / closing valve 21 is connected to the vertical pipe 19, and the discharge of the microbubble mixture in the chamber tank 10 is controlled by opening / closing the second opening / closing valve 21. Moreover, the said vertical piping 19 is comprised so that fixing to the stern board 1c of this ship 1 is comprised, and it is comprised so that the length can be selected according to the height of the stern board 1c. Further, a discharge pump 24 provided in the chamber tank 10 is connected to the vertical pipe 19 via a second strainer 22 and a second check valve 23, and the fine bubble mixture is vertically transferred by the discharge pump 24. It is discharged to the pipe 19. The discharge pump 24 is selected so that its discharge amount is smaller than the amount of seawater that naturally flows from the water intake port 5a during normal navigation of the vessel 1.

  Connected to the vertical pipes 19 are horizontal pipes 20 that are fixed to the ship bottom 1d at the ship bottom position and extend to the vicinity of the center of the ship bottom 1d. The horizontal pipe 20 is selected according to the total length of the ship 1 and can project the microbubble mixture at a position where the frictional resistance during navigation can be reduced to the maximum. Further, two of these horizontal pipes 20 on the center side slightly protrude in the forward direction from the other two so that the waves generated by the discharge nozzle 8 can be pushed apart when the ship 1 navigates. It is configured.

  As shown in FIGS. 7 and 8, the horizontal pipe 20 has a substantially triangular cross section having a bonding plane 20a and a ridge 20b. The bonding plane 20a is made of, for example, a silicon resin adhesive. It has an adhesion area necessary for obtaining a sufficient adhesion force to the ship bottom 1d or the boats 1a and 1b (see FIG. 4). Further, the protrusion 20b has an optimum structure for reducing frictional resistance during navigation of the ship 1, stabilizing the ship 1, and further preventing water from being peeled off by applying water pressure to the bonding plane 20a.

  As shown in FIGS. 7 and 8, a discharge nozzle 8 is attached to the tip of the horizontal pipe 20, and this discharge nozzle 8 is larger than the horizontal section of the horizontal pipe 20 and is connected to the horizontal pipe 20. Thus, the cross section is triangular with a maximum area and decreasing with distance from the connection side (see FIGS. 4 and 7). Further, the discharge nozzle 8 is formed with a rectilinear through hole 20c connected to the horizontal pipe 20, and a return through hole 20d connected to the horizontal pipe 20 and returning in the reverse direction. The end of the return through hole 20d is connected to the discharge port 8a. Thus, the structure opens toward the reverse direction (see FIG. 7). Thereby, the discharge pipe 9 for opening the discharge port 8a for discharging the microbubble mixture in the backward direction is obtained.

  The main on-off valve 11, the first and second on-off valves 14 c and 21, the water absorption / discharge pumps 12 and 24, and the water level detection sensors 16 and 17. 18 are each provided with a waterproof control unit 25 disposed in the chamber tank 10. (See FIG. 2). The control unit 25 is configured to drive the main on-off valve 11 and the like described above according to the time chart shown in FIG. That is, when the power is turned on, the control unit 25

  1) The water on / off pump 12 is driven with the main on-off valve 11 in the open state and the first on-off valve 14c and the second on-off valve 21 in the closed state (at this time, the first and second three-way valves 6a). 6b is a state in which the water absorption pump 12 side is opened (see FIG. 11).

  2) When the dynamic pressure of the seawater in the intake pipe 6 reaches a predetermined dynamic pressure, the water absorption pump 12 stops (at this time, the first and second three-way valves 6a and 6b switch the dynamic pressure pipe 15 side to an open state. (See FIG. 12).

  3) When the water level in the chamber tank 10 rises, the water level in the chamber tank 10 becomes the discharge water level, and the low water level detection sensor 16 is activated, the second on-off valve 21 is opened and the discharge pump 24 is driven (see FIG. 13).

  4) Wait for the water level in the chamber tank 10 to rise, and when this exceeds the middle water level and becomes full and the full water detection sensor 18 is activated, the main on-off valve 11 is switched to the closed state and the circulation pipe 14 The 1 on-off valve 14c is switched to the open state, and the water absorption pump 12 is further driven (at this time, the first and second three-way valves 6a and 6b are switched to the open state on the water absorption pump 12 side, see FIG. 14).

  5) When the water level in the chamber tank 10 falls to the middle water level and this is detected by the middle water level detection sensor 17, the water suction pump 12 is stopped, the main on-off valve 11 is opened, and the first on-off valve 14c is turned on. Switching to the closed state (At this time, the first and second three-way valves 6a and 6b switch the dynamic pressure piping 15 side to the open state. See FIG. 12).

  6) When the power is not off, return to 4).

7) When the power is off, the main on-off valve 11 is kept open, the water suction pump 12 and the discharge pump 24 are stopped, and the second on-off valve 21 is kept closed.
The above configuration is provided.

  In the energy-saving device attached to the ship, the chamber tank 10 is fixed to the stern board 1c of the stern part 1A3 of the ship 1 with bolts, and then the four vertical pipes 19 constituting the discharge pipe 9 are used. Is selected according to the height of the stern siding board 1c, and this is fixed to the stern siding board 1c. Further, if a horizontal pipe 20 affixed to the bottom 1d of the ship with a con resin adhesive is connected to the vertical pipe 19, the energy-saving device 4 is connected to the ship main body 1A of the ship 1 under the water line. Can be discharged. Thereby, it is not necessary to make a special modification to the ship body 1A of the ship 1, and the energy-saving device 4 has a unit structure that effectively discharges microbubbles that can reduce the frictional resistance during navigation of the ship. Can be provided.

  Further, in the ship 1 described above, when the power of the control unit 25 is turned on at the start of navigation, as shown in FIGS. 10 and 11, the main on-off valve 11 is opened, and the first on-off valve 14c and the second on-off valve 14 are connected. The water absorption pump 12 is driven in a state where the on-off valve 21 is held in a closed state and the discharge pump 24 is stopped. As a result, seawater outside the chamber tank 10 is taken from the water intake 5 a and sent to the ejector 13 through the water intake pipe 6. When the seawater passes through the injection nozzle 13d of the ejector 3, it is injected at high speed from the injection nozzle 13d, and a large negative pressure is generated around the tip portion 13d3 of the injection nozzle 13d (see FIG. 6). Therefore, air under atmospheric pressure is sucked from the gap between the tip end portion 13d3 of the injection nozzle 13d and the diffuser 13b via the air intake pipe 13d5 having the intake port 13d6 protruding out of the chamber tank 10. At this time, this air is mixed with seawater jetted at high speed from the tip 13d3 of the injection nozzle 13d, and when this seawater passes through the taper-like hole 13b1 of the diffuser 13b, it is decelerated by the action of the taper-like hole 13b1. The pressure increases (i.e., velocity energy is converted to pressure energy). Due to the pressure increase of the seawater, the air contained in the seawater becomes microbubbles, and a microbubble mixture in which the microbubbles are mixed with the seawater is generated. This microbubble mixture is injected from the diffuser 13 b into the chamber tank 10 and temporarily stored in the chamber tank 10.

  Thereafter, when the speed of the ship 1 reaches a predetermined speed and the dynamic pressure of seawater taken from the intake port 5a increases, the first and second three-way valves 6a and 6b are connected to the dynamic pressure piping as shown in FIG. While switching so that 15 side may be in an open state, the water absorption pump 12 stops. As a result, the seawater that naturally flows in from the intake port 5 a is sent to the ejector 13 through the dynamic pressure pipe 15, and a microbubble mixture is generated by the ejector 13 in the same manner as when the water suction pump 12 is driven, and is entered into the chamber tank 10. Stored temporarily.

  As shown in FIG. 13, when the water level in the chamber tank 10 rises to reach the discharge water level and is detected by the low water level detection sensor 16, the second on-off valve 21 is switched to the open state and the discharge pump 24 is driven. As a result, the microbubble mixture is sent to the vertical pipe 19 and discharged through the horizontal pipe 20 from the discharge port 8a of the discharge nozzle 8 so as to cover the water contact surface of the ship body 1A in the backward direction of the ship 1. Is done. The microbubbles at this time can reduce the frictional resistance of the ship 1 when navigating in the sea.

  The water level in the chamber tank 10 rises and exceeds the middle water level while the fine mixture is generated by the seawater taken from the water intake 5a. At this time, the middle water level detection sensor 17 detects the middle water level. At this time, no detection signal is output from the middle water level detection sensor 17.

  As shown in FIG. 14, when the water level in the chamber tank 10 further rises and becomes full, this is detected by the full detection sensor 18 and the main on-off valve 11 is switched to the closed state. At the same time, the second on-off valve 21 is switched to the open state, the water absorption pump 12 is driven, the microbubble mixture is recovered by the ejector 13 through the circulation pipe 14, and the microbubble mixture is regenerated. Thereby, the quantity of the microbubble mixed in the said mixture increases, and the frictional resistance reduction effect at the time of navigation of this ship 1 can be increased.

  During this time, since the main on-off valve 11 is kept closed, the microbubble mixture in the chamber tank 10 gradually decreases, and when the water level in the chamber tank 10 falls below the middle water level, this is detected by the middle water level detection sensor 17. The main on-off valve 11 is switched to the open state, the first on-off valve 14c is switched to the closed state, and the water absorption pump 12 is stopped. As a result, seawater that naturally flows in from the water intake 5 a is sent to the ejector 13 through the dynamic pressure pipe 15, and a microbubble mixture is generated and temporarily stored in the chamber tank 10. Thereby, when seawater with a predetermined dynamic pressure is obtained from the water intake port 5a, the microbubble mixture can be generated and discharged from the discharge port 8a while restricting the drive of the water suction pump 12.

  Since the microbubbles discharged from the discharge port 8a at the tip of the horizontal pipe 20 are discharged in the backward direction of the main ship 1 from the vicinity of the center below the water line of the main ship 1, the microbubble mixture is the main ship 1. Since the ship main body 1A can be covered from the center of the ship 1 with the navigation of the ship, the frictional resistance of the water contact surface of the ship 1 is reduced during the ship navigation, and the energy saving of the ship 1 can be promoted. it can.

  The energy saving device 4 is not limited to the one having the chamber tank 10, and the ejector 13 and the discharge pipe 9 are directly connected to the intake pipe 6 for taking in sea water on the stern side without using the chamber tank 10. It can also be attached to the ship body 1A of the ship 1.

  As described above, the energy-saving device 4 using air bubbles according to the present invention mixes microbubbles into the water intake pipe 6 for opening the water intake 5a in the forward direction on the stern side and the water taken through the water intake pipe 6. Thus, the ejector 13 for generating the microbubble mixture and the discharge port 8a for discharging the microbubble mixture generated by the ejector 13 are opened in the backward direction on the ship bottom 1d on the bow side of the intake port 5a. The discharge pipe 9 can be externally attached to the ship main body 1A. With this configuration, there is provided an energy-saving device 4 having a unit structure that can be attached to the ship 1 without modifying the ship body 1A and that effectively discharges microbubbles that reduce the frictional resistance during ship navigation. be able to.

  In this case, in addition to the above-described configuration, the chamber tank 10 has a chamber tank 10 that can be externally attached to the stern. One end of the intake pipe 6, one end of the ejector 13, the discharge pipe 9, and a minute bubble are formed in the discharge pipe 9. A configuration is adopted in which a discharge pump 24 for feeding the mixture is provided so that the microbubble mixture generated by the ejector 13 can be temporarily stored in the chamber tank 10.

  With this configuration, when the energy saving device 4 that generates a microbubble mixture capable of reducing the frictional resistance during navigation of the vessel 1 is attached to the vessel 1, the chamber tank 10 is attached to the stern and the discharge pipe 9 is connected to the bottom of the vessel. It is only necessary to attach to 1d, and it can be carried out easily and inexpensively without any special modification to the ship 1. In addition, since the chamber tank 10 can store the microbubble mixture, it is possible to stably supply the pair of microbubbles by storing in advance, and if the water absorption pump 12 is arranged to circulate the mixture. It is possible to provide an energy saving device 4 capable of increasing the amount of micro bubbles mixed with the mixture in the circulation cycle and increasing the frictional resistance reduction effect during navigation of the ship 1 by the bubbles. it can.

  Further, the discharge pipe 9 of the energy saving apparatus 4 according to the present embodiment employs a configuration having a horizontal pipe 20 having a substantially triangular cross section having an adhesion plane 20a and a protrusion 20b. With this configuration, it is possible to secure a sufficient adhesion area when adhering to the ship bottom 1d or the boats 1a and 1b, so that the water pressure is applied to the adhesion plane 20a during the navigation of the vessel 1, and the vessel 1 can be stabilized. .

  Moreover, the ship which concerns on this embodiment may be the structure which attaches either the above-mentioned energy-saving apparatus 4 to the ship main body 1A, However, In this embodiment, the structure which attaches all to the ship main body 1A is employ | adopted. ing. For this reason, the desired effect is achieved simply and extremely effectively.

  The energy saving device 4 using another bubble according to the present embodiment is attached to the intake pipe 6 having the intake port 5 a, the main on-off valve 11 attached to the intake pipe 6, and the intake pipe 6. An ejector 13 for generating a microbubble mixture by mixing microbubbles with water, a discharge pipe 9 having a discharge port 8a for discharging the microbubble mixture generated by the ejector 13, one end of the water intake pipe 6, and the ejector 13 One end of the discharge pipe 9, a discharge pump 24 that sends the fine bubble mixture to the discharge pipe 9, and a full water detection sensor 18 that detects full water are disposed inside to temporarily store the fine bubble mixture generated by the ejector 13. Any one of the chamber tank 10 that can be stored, water from the water intake 5a disposed in the chamber tank 10 and a microbubble mixture in the chamber tank 10 The intake pipe 6 has a dynamic pressure pipe 15 for taking water from the intake port 5a into the ejector 13 when the water intake pump 12 is stopped, and a dynamic pressure pipe is detected by the full water detection sensor 18. It has the control part 25 which drives the water absorption pump 12 so that 15 may be hold | maintained closed and the microbubble mixture in the chamber tank 10 may be sent to the water piping 6.

  With this configuration, the chamber tank 10 may be attached to either the stern or the ship. When the chamber tank 10 is full, the water suction pump 12 is driven to circulate the microbubble mixture or the water suction pump 12 is stopped. Water can be taken in from the intake port 5a to increase the amount of microbubbles, or the drive of the water suction pump 12 can be limited when the ship 1 is navigating. The energy saving apparatus 4 that contributes to the improvement can be provided.

  Another ship according to the present embodiment can effectively reduce fuel consumption by attaching the energy saving device 4 described above to the ship body 1 regardless of the attachment position.

  In addition to the configuration of the other ship described above, the other intake pipe according to the present embodiment has the intake pipe 6 with a water intake 5a on the stern side and a main on-off valve 11 between the water intake 5a and the water intake pump 12. The discharge port 9 is positioned on the forward side from the water port 5a, and the chamber tank 10 is externally attached to the stern side. With this configuration, it is possible to provide a ship that can further reduce the total fuel consumption and contribute to an improvement in traveling speed.

  In addition, the mixed gas production | generation part of the said energy saving apparatus 4 is not limited to the ejector 13, The apparatus which mixes the bubble produced | generated with another apparatus with seawater may be sufficient. The specific configuration of each part of 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.

1 ... a ship equipped with an energy saving device,
1A ... ship body,
4 ... Energy saving device,
5a ... Water intake,
6 ... Intake piping,
8a ... discharge port,
9 ... discharge piping,
10 ... chamber tank,
13 ... Ejector,
18: Full water detection sensor,

Claims (7)

  A water intake pipe for opening the water intake in the forward direction on the stern side, a mixed gas generation part that mixes micro bubbles with water taken through the intake pipe to generate a micro bubble mixture, and the mixed gas generation part A bubble characterized in that a discharge pipe for opening a discharge port for discharging a fine bubble mixture generated by the above in the backward direction at the ship bottom side of the bow from the intake port can be externally attached to the ship body. Energy saving device used.   It has a chamber tank that can be externally attached to the stern, and in this chamber tank, one end of a water intake pipe, one end of a mixed gas generation unit, one end of a discharge pipe, and a discharge pump for sending a microbubble mixture to this discharge pipe are provided. The energy-saving apparatus using bubbles according to claim 1, wherein the microbubble mixture generated by the mixed gas generation unit can be temporarily stored in the chamber tank.   The energy-saving device using bubbles according to claim 1, wherein the discharge pipe has a horizontal pipe having a substantially triangular cross section having an adhesion plane and a protrusion.   A ship comprising the energy-saving device according to any one of claims 1 to 3 attached to a ship body.   A water intake pipe having a water intake port, a main on-off valve attached to the water intake pipe, a gas mixture generating part attached to the water intake pipe for mixing microbubbles with water to generate a microbubble mixture, and a gas mixture generating part Detects a discharge pipe having a discharge port for discharging a microbubble mixture generated by the gas, one end of a water intake pipe, a mixed gas generation unit, one end of the discharge pipe, a discharge pump for sending the microbubble mixture to the discharge pipe, and full water A chamber tank in which a full water detection sensor is disposed, and a microbubble mixture generated by the mixed gas generation unit can be temporarily stored, and water from the water intake port disposed in the chamber tank, in the chamber tank And a water intake pump that takes in any one of the microbubble mixtures, and the intake pipe has a dynamic pressure pipe that takes in water from the intake port into the mixed gas generation section when the water intake pump is stopped. And a control unit that drives the water absorption pump to keep the dynamic pressure pipe closed by the full water detection of the full water detection sensor and to send the fine bubble mixture in the chamber tank to the water pipe. Energy saving device using   A ship comprising the energy-saving device according to claim 5 in a ship body. The intake pipe has an intake port on the stern side, a main on-off valve between the intake port and the water intake pump, the discharge port is positioned on the forward side from the intake port, and the chamber tank is externally attached to the stern side. The ship according to claim 6, wherein the ship is a ship.

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