201114650 六、發明說明： 【發明所屬之技術領域】 ==於一種即便於船體中未設置壓載搶，亦使 工歧衝至具有作為㈣驗之作用之無聽物船。 【先前技術】 船舶、特別是貨船係將裝載貨 ★ — < a m 科貝初寺之重篁包含在内來 進仃s又计，因此若無裝載貨物， ,, 幻为口體之重心上升而易翻 藉i %水深度變淺’船舶上浮而對於橫浪或橫風變得不 m角區域擴大’觀察不到小型船而產生碰撞之 巳險，且對於外力應力強度 乂 度玍過難之危險，又， ，=效率下降之障礙。為防止該等問題，採取於設置 =船體中之壓載艙中裝載海水來代替重物使船體穩定之對 威。通韦，越為大型船需要越多壓艙水。相對於 量 嘲數之壓載艙容量，於眢牆办L 士 &、去（ A , 力貨櫃4大致相3G%，原油油輪大 致達到40%，LNG舢r 」 。q le natural gas ship，液化天然 氣船）大致達到帆。㈣水之裝人港口與排出港口不同， 由於船舶速度之提高，壓搶水中所包含之水生生物於生存 之狀態下在短時間來往於其他國家之間，從而產生於全球 規模擾亂生態系之環境問題。 ；]題不裝載壓艙水之無壓艙物船在研究開發 中:例如’有提案如下者：於船體平行部設置較大之船底 傾斜’即便於無裝載貨物狀態下，亦不注入壓艙水便可猝 得安全航海所需之吃水深度（例如參照非專利文獻i㈣ 專利文獻2 )。 4 201114650 非專利文獻1及非專利文獻2中所記載之無壓臉物船 具有如下問題：藉由增加船體寬度來彌補因使左舷及右舷 之下。卩内傾來將船底形成為縱剖面為等腰三角形狀而產生 之載貨重量之不足部分，因此停靠受到運河之通行寬度限 制及港灣情況之影響，又，為減小船尾吃水深度而使螺旋 名直徑較以往之船減少約丨〇%左右，因此為彌補螺旋槳效 率下降而增加馬力，有使用燃料量增加之問題。 非專利文獻3中所s己載之無壓臉物船係於船體之水面 下部分，自船首至船尾設置有大直徑管，因此具有如下問 題：於海水隨時通過管内之狀態下，管易因海水而腐蝕， 苢之維濩作業性較差，又，根據通過管内之海水之流速而 有產生成為水生生物之棲息地’水生生物在短時間來往於 其他國家之間的情況之問題。又，因設置於船體内之管佔 據船體内容積之比例較大，故存在總噸數變小之問題。 揭示有如下者：凹設船底且設置開放下方之空氣積存 用水密凹部，使縱區隔壁與橫區隔壁正交而區隔空氣積存 用水密凹部，將自設置於船體上方之空氣供給裝置連通之 空氣供給管於中途位置分支’該等分支並分別夾裝有空氣 閥之空氣供給管之下端連通開口於各區間，根據以設置於 船底之水面監視裝置所獲得之資訊而調整空氣闊，對各區 間送入或抽出空氣’藉此進行各區間之空氣量之調整，利 用各區間内之空氣層而使船體浮起於水面上，於航行 減小黏性阻力而可進行經濟之航行（例如參照專利文獻1 )。 若為具有專利文獻1中所記載之船底構造作為特徵之201114650 VI. Description of the invention: [Technical field to which the invention belongs] == In a case where no ballast is not provided in the hull, the work is rushed to an unaccompanied ship having the function of (4). [Prior Art] Ships, especially cargo ships, will load goods. — < am The beginning of the Kebeichu Temple is included, so if there is no cargo loading, the center of gravity of the phantom is rising. It is easy to turn over. I% water depth becomes shallower. The ship is floating and the transverse wave or cross wind becomes not enlarged. The observation of the small ship is not dangerous, and the external stress intensity is too difficult. The danger, and, = the obstacle to the decline in efficiency. In order to prevent such problems, it is necessary to install seawater in the ballast tank in the hull to replace the heavy objects to stabilize the hull. Tongwei, the more ballast water is needed for a large ship. Compared with the capacity of the ballast tanks, the L-Shih & The LNG ship) roughly reaches the sail. (4) The port of water is different from the port of discharge. Due to the increase in the speed of the ship, the aquatic organisms contained in the water are in a state of survival in a short period of time between other countries, resulting in a global scale disrupting the environment of the ecosystem. problem. ;]The problem is that the non-ballasted ship that does not load ballast water is under research and development: for example, 'there are proposals as follows: a large ship bottom inclination is set in the parallel part of the hull'. Even in the case of no cargo loading, no pressure is injected. The water in the tank can be used to obtain the draught depth required for safe navigation (see, for example, Non-Patent Document i (4) Patent Document 2). 4 201114650 The non-pressure-faced ship described in Non-Patent Document 1 and Non-Patent Document 2 has a problem in that the hull width is increased to compensate for the port side and the starboard side. The inside of the ship is formed to form the bottom of the ship into a portion of the weight of the cargo that is formed by the shape of the isosceles triangle. Therefore, the docking is limited by the width of the canal and the influence of the harbor. Moreover, the name of the spiral is reduced to reduce the draught of the stern. The diameter is reduced by about 丨〇% compared with the previous ship. Therefore, in order to compensate for the decrease in the efficiency of the propeller, the horsepower is increased, and the amount of fuel used is increased. The non-pressure-faced ship carried out in Non-Patent Document 3 is attached to the lower surface of the hull, and a large-diameter pipe is provided from the bow to the stern. Therefore, there is a problem that the seawater is easily passed through the pipe at any time. Corrosion due to seawater, the maintenance of the cockroaches is poor, and the problem of the aquatic life living in the habitat of the aquatic organisms in the short-term between the other countries is caused by the flow rate of the seawater passing through the pipes. Further, since the tube disposed in the hull accounts for a large proportion of the volume inside the hull, there is a problem that the total tonnage becomes small. It is disclosed that the bottom of the ship is provided with an air-tight recessed portion that is disposed below the open space, and the partition wall of the vertical section is orthogonal to the partition wall of the horizontal section, and the water-tight recessed portion is partitioned from the air to connect the air supply device provided above the hull. The air supply pipe branches in the middle of the branch, and the lower end of the air supply pipe with the air valve is respectively connected to the opening in each section, and the air width is adjusted according to the information obtained by the water surface monitoring device installed at the bottom of the ship. The air is fed or extracted in each section to adjust the air volume in each section, and the hull is floated on the water surface by using the air layer in each section, and the viscous resistance is reduced during navigation to facilitate economic navigation ( For example, refer to Patent Document 1). The ship bottom structure described in Patent Document 1 is characterized as
S 5 201114650 船舶，則於供給空氣之情形時，為避免船底浮起至高過水 面，^貝密切注意地利用水面監視裝置以肉眼監視水面位 置。右：空氣供給管供給區間之容積以上之空氣，則使剩 餘之工：自區間之下方開放部排出至外部因此存在船底 自X面浮起船體失去平衡而極危險之問題。 揭不有如下船舶：於船底之周圍設置側板並於側板之 内側》又置凹# ’或者使船底之船首部及整個船尾部之中間 平面部之船底凹陷侧板之高度量而形成凹冑，於該等凹部 :置縱橫區隔壁而形成多個空氣室，冑夹裝有止回閥之壓 縮空氣用配管連通開口於各空氣室，自設置於船體之空氣 壓縮機對各空氣室供給壓縮空氣（例如參照專利文獻2)。 專利文獻2中所記載之船底構造之船舶，若自空氣供 給管供給各空 咖产 轧至之奋積以上之空氣，則使剩餘之空氣自 空氣室之下方開放部排出至外部，因此存在船底自水面浮 起’船體失去平衡而極危險之問題。 、。揭不有發明者與本案發明者相同之如下空氣緩衝船： =區隔空氣緩衝室之區隔板之下部設置水平整流板之後端 P,且延伸β又置引擎冷卻水用配管排水部分，以使在空氣 ，衝室中位於最靠船首側之空氣緩衝室内引擎冷卻水用配 吕具有至少2個山狀彎曲部，使上端於船體上方開口之空 氣及入g·與引擎冷卻水用配管會合，於空氣緩衝室内可使 二氣與使用完畢之冷卻水一併進行排出，並可將該排出之 空氣供給至空氣緩衝室内（例如參照專利文獻3 )。 上述專利文獻1、專利文獻2以及專利文獻3之具有空 201114650 室之任^一船舶皆夫蚀六友Μ ^ 禾使二虱緩衝室具有作為壓載艙 軋緩衝 n叫王六·巧，丨卞马歷載餘之 而另外，置壓載搶。總健係指自船體整體内容積 減去一定場所（例如壓載幻而得者，載貨重量或對於船 之稅金係由總Β頓數所決定。因此，於内部設置壓載搶之船 舶存在載貨重量或對於船之稅金變得昂貴之問題。 [非專利文獻U日本財團援助事#料.運輸機構 =罔路上之首胃無壓搶物船之研究開發”成果概要報 。書平成財Μ財團法人日本船舶技術研究協會㈣ [非專利文獻2]試驗巾d團法人日本造船技術中心 之網際網路上之首頁 [非專利文獻3]利用無壓艙物船保護生態系統/TnwRx (營運]R總研資訊系統)之首頁中Univershy 〇f職抓 之照片 [專利文獻1]曰本特開昭61_232982號公報 [專利文獻2]日本特開平10—100985號公報 [專利文獻3]日本專利第3677682號之專利公報 【發明内容】 [發明所欲解決之問題] 本案發明係鑒於上述先前技術所具有之 ^、问喊而發明 ’其目的在於：於船體之左右兩舷下部之內 ^ Μ板與外板之 句所設置的空氣室使兩端開口之通氣口之 Γ鴂於與整流板 上表面同一向度方向位置處開口，使各空翁绞级a 札緣衝室内之 海水面不為較通氣管下端開口位置更下方， 精由調整來自 愛縮空氣供給管之空氣供給量或排出量， 叩進仃船體搖晃In the case of S 5 201114650 ships, in order to prevent the bottom of the ship from floating above the water surface when the air is supplied, the water surface monitoring device is used to monitor the water surface visually. Right: The air above the volume of the air supply pipe supply section causes the remaining work to be discharged from the lower open portion of the section to the outside. Therefore, there is a problem that the bottom of the ship is unbalanced from the X-face floating hull and is extremely dangerous. The following ships are not disclosed: a side plate is arranged around the bottom of the ship and is placed on the inner side of the side plate; or the concave portion is formed by the height of the bottom plate of the bottom of the ship's head and the mid-plane portion of the entire stern. In the recesses, a plurality of air chambers are formed in the vertical and horizontal partition walls, and the compressed air with the check valves is connected to the air chambers through the pipes, and the air compressors provided in the hull supply compression to the air chambers. Air (for example, refer to Patent Document 2). In the ship of the ship bottom structure described in Patent Document 2, if the air is supplied from the air supply pipe to the air above the air supply, the remaining air is discharged to the outside from the lower opening portion of the air chamber, so that there is a ship bottom. Floating from the water surface, the hull is out of balance and extremely dangerous. ,. The following air cushioning ship is not disclosed by the inventor and the inventor of the present invention: = the rear side of the horizontal rectifying plate is disposed at the lower portion of the partitioning block of the air buffering chamber, and the extension β is provided with the piping portion for the engine cooling water to In the air, the air-buffered indoor engine cooling water located on the bow side of the flushing chamber has at least two mountain-shaped curved portions, and the upper end of the air that is open above the hull and the piping for the engine cooling water In the air buffer chamber, the two gases can be discharged together with the used cooling water, and the discharged air can be supplied to the air buffer chamber (see, for example, Patent Document 3). In the above-mentioned Patent Document 1, Patent Document 2, and Patent Document 3, any ship having an empty space of 201114650 is a ruined six-friend Μ ^ 禾 虱 虱 虱 虱 虱 具有 具有 虱 虱 虱 虱 虱 虱 虱 虱 虱 虱 虱 虱 虱 虱The 卞 历 载 carries the rest and the other, the ballast grab. Total health refers to the reduction of the total contents of the hull from a certain place (for example, the ballast illusion, the weight of the cargo or the tax on the ship is determined by the total number of hulls. Therefore, the ship with internal ballast robbing exists. The problem of the weight of the cargo or the tax on the ship becomes expensive. [Non-Patent Document U Japan Foundation Assistance #material. Transportation Agency = Research and Development of the First Stomach Pressureless Grab Ship on the Road" Summary report. The Japan Ship Technology Research Association (4) [Non-Patent Document 2] The home page on the Internet of the Japan Shipbuilding Technology Center [Non-Patent Document 3] uses the non-ballasted ship protection ecosystem/TnwRx (Operation)R 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 Patent Publication No. [Invention] [The problem to be solved by the invention] The invention of the present invention is invented in view of the above-mentioned prior art, and the object of the invention is that the lower part of the left and right sides of the hull ^ The air chamber provided by the sill and the outer plate makes the vents at both ends open at the same direction as the surface of the rectifying plate, so that the air slings a The surface is not lower than the lower end of the vent pipe, and the air supply or discharge amount from the air supply pipe is adjusted, and the hull is shaken.
S 7 201114650 時之調整’從而即便為無壓艙物船，亦可進行與具有壓载 搶之船舶同等之船體調整。 [解決問題之技術手段] 本案發明中之技術方案i中所記載之發明之特徵在 於：於船體之左右側壁下部設置有空氣室；自船首側至船 尾側且沿著船體縱中心線上而設置有具有平垣之船底之 室，以船體縱中心線為對稱軸於上述室之左右兩側之對向 位f，凹設有下方開口之空氣緩衝室；於上述空氣緩衝室， 沿者船體之前進方向而將縱區隔板垂設於上述船底外板， 並且使複數個相互平行之橫區隔板相對於船體之前進方向 ，直角且垂設於上述船底外板，以上述縱區隔板與上 ，隔板為劃分壁而劃分上述空氣緩衝室，以位於較上述縱 下端緣水平位置更上方之方式設置上述橫區隔板 夕扣 、述杈區隔板之下方位置隔著海水通過 之水平設置有整流板；上述整流板下表面與上述 =右側壁下端緣及上述室之船底外表面位置係於高度 ::亡設置於同一水平位置；使-端連接於用以對被割分 壓縮空氣供給配管之另==之壓縮空氣供給裝置的 室另=管之兩端開口，該開。中之-端二水 板之上端面▲产=於上述空氣室開口設置在與上述整流 ^ ® X ^ u + 置處；為使空氣緩衝室内之海 ^面不為較上述通氣管之下端開口位置更下方，並且使各 -氟緩衝室間之空氣量均句 使各 勺句化，而使上述空氣室與上述空 8 201114650 氣缓衝室間具有通氣性。 技術方案2中所記載之發明之特徵在於：於船體之左 右側壁下部設置有空氣室；於船體之船底，自船首側至船 尾側凹a又有下方開口之空氣緩衝室，於上述空氣緩衝室， 沿著船體之前進方向而將縱區隔板垂設於上述船底外板， 並且使複數個相互平行之橫區隔板相對於船體之前進方向 成直角且垂設於上述船底外板，以上述縱區隔板與上述橫 區隔板為劃分壁而劃分上述空氣緩衝室，以位於較上述縱 區隔板之下端緣水平位置更上方之方式設置上述橫區隔板 之下端緣位置，於上述橫區隔板之下方位置，隔著海水通 過之空間部而水平設置整流板，上述整流板下表面與上述 船體左右側壁下端緣係於高度方向上設置於同一水平位 置，使一端連接於用以對被劃分之空氣緩衝室供給或排出 壓縮空氣之壓縮空氣供給裝置的壓縮空氣供給配管之另一 端分別連通開口於空氣緩衝室與上述空氣室；通氣管之兩 端開口，該開口中之一端係於水面上開口，另一端係於上 述空氣室開口設置在與上述整流板之上端面高度方向同一 位置處；為使空氣緩衝室内之海水面不為較上述通氣管之 下端開口位置更下方，並且使各空氣緩衝室間之空氣量均 句化’而使上述空氣室與上述空氣緩衝室間具有通氣性。 [發明之效果] 本案發明具有如下效果：因於設置在船體之左右側壁 下部之空氣室設置有通氣管，且使通氣管之下端與整流板 上表面在高度方向同一位置處開口，故使空氣缓衝室内之 9 201114650 海水面不為 重心上升， 給量或排出 艙物船，亦 功能。具體 置供給過剩 内之通氣管 氣管下端開 排出，因此 位置，因船 生喪失平衡 較通氣管下端開口位置 又，藉由調整來自壓縮 量’防止船體之橫向搖 具有與具有壓載艙之船 而吕，存在如下效果： 之壓縮空氣或船體橫向 下端開口位置自海水面 口進入，通過通氣管而 空氣緩衝室内之海面之 體不會異常上浮而船體 而遇難等之危險性。 更下方 空氣供 晃等， 舶同等 由於自 榣晃， 上升時 自通氣 下限為 重心不 ，而避 給配管 從而即 之船體 壓縮空 而連通，在 管之上 通氣管 會上升 免船體之 之空氣供 便為無壓 平衡調整 氣供給農 於空氣室 瞬間自通 端開口被 下端開口 ，不會產 本案無壓搶物船係於航行中將流過整流板上之海水整 流化，進入空氣緩衝室内下部之出發港口之海水於船舶開 始航行後，自空氣緩衝室朝與前進方向相反之方向被流 出於航灯初期階段，出發港口之水生生物亦自空氣緩衝 室内被流出。#，船舶停泊之出發港口海域之進入至空氣 緩衝至内之水生生物於航行初期階段，由於船舶前進所產 生之船底之阻力而自空氣緩衝室朝後方與海水一併瞬間被 排出，水生生物不會停留於空氣緩衝室内而無法搬運移 動。因此’存在不會發生擾生態系之情況之效果。 本案無壓搶物船存在如下效果：於航行中，空氣緩衝 至内之海水It時朝肖冑進方向相反之方向力出而進行更 奐藉自壓，缩2氣供給裝置之I缩空氣之供給，可防 止海水附I於空氣緩衝室内之船底外，船底不易因海水 10 201114650 而腐★虫。 總嘴數係指船體 室位於船體外，因μ 本案…、壓艙物船之空氣緩衝 内。因此存在：算總嘲數之情形時其不包含在 壓搶物船，=居下:：:藉由製造船體内容積更大之無 增大载貨重量^物裝載用貨餘之容積，可 設之空氣緩衝室可使船體内容積增大被凹 .# ^ _ 積之效果，且存在船員用居住環境 或載貝重量飛躍性地提高之效果。 【實施方式】 =由使兩端開口之通氣管之另一端於與整流板上表面 广方向上同-水平位置開口，使進入空氣緩衝室内之 海水之海面位置不位於較整流板上表面更下方，使船體之 重心不會上升超過固定位置，即便於惡劣天氣亦可防止船 體之橫向搖晃等’可避免翻倒等遇難之危險。又，藉由根 據無裝載貨物或載貨重量進行壓縮空氣之供給或排出來調 整船體之平衡，避免船舶之橫向搖晃或翻倒等之危險，且 防止海水附著於空氣緩衝室内船底外板而防止船底外板之 腐敍。又’於船塢（dock )可極容易地自船體下方目測空氣 緩衝至内#此與先别之壓舱物船相比’顯著提高維護作 業性。又，著眼於總噸數係指船體内部容積，而於船體底 部凹設空氣緩衝室，藉此總嘴數中不包含空氣緩衝室容積 〜和，可實現使船體内部容積擴大空氣缓衝室之總和量。 [實施例1] 根據圖1〜圖5所示之圖式’對實施例丨之無壓艙物船S 7 201114650 Adjusted so that even for a ballastless ship, the same hull adjustment as a ship with ballast can be carried out. [Technical means for solving the problem] The invention described in the first aspect of the invention is characterized in that an air chamber is provided at a lower portion of the left and right side walls of the hull; from the bow side to the stern side and along the longitudinal center line of the hull a chamber having a flat bottom of the ship, with a longitudinal axis of the hull as a symmetry axis on the left and right sides of the chamber, and an air buffer chamber with a lower opening; in the air buffer chamber, along the ship The longitudinal section partition is suspended from the outer bottom plate of the ship, and the plurality of parallel horizontal partitions are vertically angled and suspended from the outer bottom plate of the ship. The partitioning partition and the partitioning partitioning wall divide the air buffering chamber, and the lateral partitioning partition is disposed at a position higher than the horizontal position of the longitudinal lower edge, and the lower position of the partitioning partition is interposed. a leveling plate is provided with a rectifying plate; the lower surface of the rectifying plate and the lower end edge of the right side wall and the outer surface of the bottom of the chamber are at a height: the dead is set at the same horizontal position; the end-end connection Ends of the chamber to a compressed air supply pipe cut points of the other == = compressed air supply pipe of a further opening of the opening. The upper end of the middle-end two water plate ▲ production = the opening of the air chamber is set at the same position as the above-mentioned rectification ^ X ^ u +; in order to make the sea surface of the air buffer chamber not open than the lower end of the vent pipe The position is further below, and the air volume between the respective fluorine buffer chambers is made uniform, so that the air chamber and the air chamber 201114650 air buffer chamber are ventilated. The invention described in claim 2 is characterized in that an air chamber is provided at a lower portion of the left and right side walls of the hull; and at the bottom of the hull, an air buffer chamber having a lower opening from the bow side to the stern side a is provided in the air a buffer chamber, which is disposed on the outer bottom plate of the ship along a forward direction of the hull, and a plurality of mutually parallel transverse partitions are disposed at right angles to the forward direction of the hull and are suspended from the bottom of the ship The outer panel divides the air buffer chamber by using the longitudinal partition plate and the horizontal partition plate as partition walls, and the lower end of the horizontal partition plate is disposed at a position higher than a horizontal position of the lower edge of the lower partition plate a rib position, a rectifying plate is horizontally disposed at a position below the horizontal partition plate, and a space portion passing through the seawater is provided, and a lower surface of the rectifying plate and a lower end edge of the left and right side walls of the hull are disposed at the same horizontal position in a height direction. The other end of the compressed air supply pipe that connects one end to the compressed air supply device for supplying or discharging compressed air to the divided air buffer chamber is respectively communicated with the opening An air buffer chamber and the air chamber; the two ends of the air vent tube are open, one end of the opening is open on the water surface, and the other end is disposed at the same position as the upper end surface of the rectifying plate in the air chamber opening; The seawater surface in the air buffer chamber is not lower than the opening position of the lower end of the vent pipe, and the air amount between the air buffer chambers is made uniform, and the air chamber and the air buffer chamber are ventilated. [Effects of the Invention] The present invention has an effect that a vent pipe is provided in an air chamber provided at a lower portion of the left and right side walls of the hull, and the lower end of the vent pipe is opened at the same position in the height direction as the surface of the rectifying plate, thereby 9 in the air buffer room 201114650 The sea surface is not the center of gravity rise, and the capacity or discharge of the ship is also functional. Specifically, the lower end of the vent pipe of the vent pipe is opened and discharged, so the position is lost due to the loss of balance of the ship compared with the opening position of the lower end of the vent pipe, and by adjusting the amount of compression from the hull, the ship is prevented from rolling laterally with the ship having the ballast tank. Lu, there is the following effect: The compressed air or the lower end opening position of the hull enters from the sea surface mouth, and the body of the sea surface in the air buffer chamber does not rise abnormally and the hull is in danger due to the vent pipe. Further, the air is swayed, etc., and the ship is equal to the center of gravity due to self-swaying, and the lower limit of the venting is the center of gravity when it rises, and the hull is emptied and connected to the pipe, and the snorkel rises above the pipe to avoid the hull. The air supply is the pressure-free balance adjustment gas supply. The farm is opened in the air chamber and the opening is opened at the lower end. It will not produce the pressure-free ship in the case. The ship will rectify the seawater flowing through the rectifier plate during navigation and enter the air buffer. The seawater at the departure port of the lower part of the room is discharged from the air buffer chamber in the opposite direction to the forward direction from the air buffer chamber. The aquatic life at the departure port is also discharged from the air buffer chamber. #, The aquatic organisms entering the sea area of the departure port of the ship are in the initial stage of navigation. Due to the resistance of the bottom of the ship caused by the advancement of the ship, the air buffer room is immediately discharged from the air buffer room together with the sea water. The aquatic life is not Will stay in the air buffer room and cannot move. Therefore, there is an effect that the situation of disturbing the ecosystem does not occur. In this case, the non-pressure looting ship has the following effects: during the voyage, the air is buffered to the inner seawater. It is forced to flow in the opposite direction of the direction of the shovel, and the air is compressed by the air supply device. The supply can prevent the seawater from being attached to the bottom of the ship in the air buffer room, and the bottom of the ship is not easily rotted by the seawater 10 201114650. The total number of nozzles means that the hull room is located outside the hull, because of the μ case... and the air cushion of the ballast ship. Therefore, there is a case where the total number of ridicules is not included in the smashing ship, = squatting::: by making the volume of the hull, the volume of the cargo is not increased, and the volume of the cargo is used for loading. The air buffer chamber can be installed to increase the volume of the hull by the concave effect of #^ _ accumulation, and the effect of the crew's living environment or the weight of the scallop is dramatically improved. [Embodiment] = The other end of the vent pipe which is open at both ends is opened in the same horizontal position as the surface of the rectifying plate, so that the sea surface position of the seawater entering the air buffer chamber is not located below the surface of the rectifying plate Therefore, the center of gravity of the hull will not rise above a fixed position, and even in bad weather, it can prevent the hull from shaking laterally, etc., to avoid the danger of falling over. Moreover, the balance of the hull is adjusted by supplying or discharging compressed air according to the unloaded cargo or the weight of the cargo, thereby avoiding the danger of lateral shaking or tipping of the vessel, and preventing seawater from adhering to the outer bottom plate of the air buffer indoor to prevent The rot of the outer bottom of the ship. Moreover, it is extremely easy to visually measure the air cushion from the hull to the inside of the dock. This is a significant improvement in maintenance work compared to the previous ballast ship. Also, focusing on the total tonnage refers to the internal volume of the hull, and the air buffer chamber is recessed at the bottom of the hull, so that the total number of nozzles does not include the volume of the air buffer chamber, and the air volume inside the hull can be expanded. The sum of the chambers. [Embodiment 1] A ballastless ship according to the embodiment shown in Figs. 1 to 5
V 11 201114650 加以說明。 圖1係表示無壓艙物船之主要部分之平面說明圖，圖2 係表示無壓艙物船之主要部分之沿著船體型寬方向之放大 縱剖面說明圖’圖3係表示主要部分之缺欠右側視圖，圖4 係表示航行中之整流板與海水之流動之關係的剖面圖，圖5 係表示一部分缺欠底視圖。 該等圖中，於船體丨之船底部，設置由船體1之兩側 壁2與船首密封件及船尾密封件所包圍、下方開口且使船 底凹陷之縱剖面為倒凹形狀之空氣緩衝室。如圖2所示， 側壁2係由鋼板所形成，且係由構成舷之平坦面及與該平 坦面連接且朝内方彎曲之船底彎曲部外板所形成。於側壁2 之内侧設置有内板3，於側壁2與内板3之間設置有空氣室 4。空氣室4係由側壁2與内板3及第丨橫板5所包圍之空 間所形成。於側壁2與内板3之間，設置有藉由第2橫板6 與第3橫板7上下劃分之2個空間部。第3橫板7係與主 曱板8連設。 八 πα H. … -。口曰网土如-/¾ Wj儿沿者船體絲 中線上设置有具有既定橫寬之室9。室9係由平垣之船肩 1〇、及與平坦之船底W具有90度之角度且自船底1〇^ :兩：緣分別立設之壁丨丨水密地包圍的空間部且可用別 =室或，員之居住空間等各種料。平坦之船底1〇係言; 立於问度方向與側壁2之下端緣（船底彎曲 端緣）為同-位置之同一面上。 於船體1之船底外板12上，沿著船體i之前進方向夺 12 201114650 縱區隔板13相對於船體外板12成直角且垂設至船體1之 左右兩側壁2之下端緣（船底彎曲部外板下端緣）對應位 置為止。又，於船底外板12上，使相對於船體1之前進方 向成直角之複數個相互平行之橫區隔板14，相對於船底外 板12成直角且垂設至左右兩側壁2之高度方向中途位置為 止。橫區隔板14之隔離間隔根據船舶之種類而不同。由縱 區隔板1 3與橫區隔板14劃分空氣緩衝室，於該等被劃分 之各空氣緩衝室15之由縱區隔板13與橫區隔板14所形成 之劃分壁中分別穿設有空氣流通孔16。縱區隔板13與橫區 隔板14中之空氣流通孔16之高度方向穿設位置係穿設於 較後述之通氣管17之下端開口位置更上方。 於橫區隔板14之下方，沿著橫區隔板14設置有整流 板1 8。整流板1 8係以成為與水平形成之船底外板12平行 之位置關係之方式安裝於縱區隔板13之下端緣。詳細而 。，於縱區隔板13之下端的橫區隔板14之下方對應位置， 將具有既定前後寬度且於橫向明顯長之俯視矩形之整流板 1 8以成為與船底外板12平行之位置關係之方式一體安裝於 縱區隔板13上。縱區隔板13之下表面與船體左右側壁下 端緣及室9之船底10係以位於同一面上之方式設置於高度 方向上之同一水平位置。 又 於船體1中設置有空氣壓縮機19。空氣壓縮機19係經 由空氣壓縮室與空氣槽而與壓縮空氣供給配管扣之主管連 通連接。壓縮空氣供給手段係使用公知手⑨，例如使:日 本發明專㈣3〇77〇32號之發明專利公報中所記载者。 £ 13 201114650 壓縮空氣供給配管2〇夕+ β . i .. x 之主官分支，被分支之壓縮空氣 供給配管20之支管央奘古 y 裝有閥，且分別連通開口於各空氣緩 衝室15與各空氣室4。夹裴於壓縮空氣供給配管20之支管 之閥係偵測各空氣緩衝室 e *办A 〇 15内之填充二氧置或海面位置 等，且可由控制裝置根據所得之資訊而控制開閉。 排氣管21夾裝有閥，且-端於側壁2開π ,另一端盘 I缩空氣供給配管20之主管會合。失裝於排氣管21中： =成為1料空氣緩衝室15内之填充空氣量或海面位 置專’且可由控制裝置根據所得之資訊控制開閉。 通氣管17之兩端開口。通氣管17貫穿第"黃板5與 第2杈板6 ’通氣管17之-端係於側壁2外表面之海面上 開口。通氣管17之另一端係於空氣室4在與整流板18之 上表面為同一高度方向位置處開口。 其次’對作用加以說明。 ★右船體1成為無裝載貨物，則空氣緩衝室15内之壓縮 空氣將海面下壓’船體1上浮，船體1之重心欲上升。若 船體i之重心上升，則船體i存在失去平衡而翻倒之危險 性。因此，實施例丨中，於船體丨為無裝載貨物之情形時， 停止空氣壓縮機19之驅動’打開夾襄於壓縮供給配管2〇 之支管閥及夾裝於排氣管21之閥。空氣緩衝室15内之空 氣通過壓縮供給配管20之支管而自職管21排出至海面 上。若排出空氣緩衝室15内之空氣，則空氣緩衝室15内 之海面上升，船體i不會上浮。以海面不接觸船底外板12 之方式，藉由控制裝置（未圖示）以與海面位置之關聯來 201114650 控制調整壓縮空氣之排出量。 右船體1上載則船體1將因載貨之重量而欲下降。 於打開夾裝於壓縮供給配管20之支管之閥，關閉夾裝於排 氣管2 1之閥之狀態下，驅動空氣壓縮機i 9而將壓縮空氣 自壓縮供給配管20之支管供給至空氣緩衝室15内。利用 壓縮空氣之氣壓，下壓空氣緩衝室15内之海面，船體1上 升。若空氣緩衝室15内之海面位置成為與整流板18之上 表面為同一高度方向位置，則即便進一步繼續供給壓縮空 氣，被供給之壓縮空氣亦會進入通氣管17之另一端開口， 且自通氣官17之一端開口排出至海面上之大氣中。即便將 壓細空氣過剩地供給至空氣緩衝室1 5，空氣緩衝室1 5内之 海面位置亦不位於較整流板18之上表面更下方，因此船體 1亦不會因過剩供給壓縮空氣而翻倒。 通氣管17之另一端係於以室9為中心且左右成對之空 氣室4内，分別在與整流板18之上表面為同一高度方向位 置處開口。於船體1失去左右平衡之情形時，若於左右空 氣室4中之一之上浮之空氣室4内所設置之通氣管17的另 立而開口上升超過海面，則關閉夾裝於上浮側之壓縮空氣 供，·、σ配言20之支管之閥。填充於上浮側之空氣緩衝室^ 5 内之工氣自通氣管17之另一端開口進入，且自通氣管p 之一端開口排出至海面上之大氣中，而上浮側之通氣管17 之另一端開口保持隨時接觸於海面之狀態。另一方面，於 下儿側之二氣緩衝室丨5中’藉由空氣壓縮機丨9之驅動而 自壓縮空氣供給配管2〇供給壓縮空氣，從而該側上升，使V 11 201114650 is explained. Fig. 1 is a plan explanatory view showing a main part of a non-ballasted ship, and Fig. 2 is an enlarged longitudinal sectional view showing a main part of a non-ballasted ship in a width direction of the hull; Fig. 3 is a main part In the right side view, Figure 4 is a cross-sectional view showing the relationship between the rectifying plate and the flow of seawater during navigation, and Figure 5 is a partial bottom view. In the figures, at the bottom of the ship of the hull, an air buffer chamber is provided which is surrounded by the two side walls 2 of the hull 1 and the bow seal and the stern seal, and has a downwardly-opened vertical section which is recessed in the shape of the bottom of the ship. . As shown in Fig. 2, the side wall 2 is formed of a steel plate and is formed by a flat surface constituting the side of the ship and an outer plate of the bottom curved portion which is connected to the flat surface and curved inward. An inner panel 3 is disposed on the inner side of the side wall 2, and an air chamber 4 is disposed between the side wall 2 and the inner panel 3. The air chamber 4 is formed by the space surrounded by the side wall 2 and the inner panel 3 and the second cross panel 5. Between the side wall 2 and the inner panel 3, two space portions which are vertically divided by the second horizontal plate 6 and the third horizontal plate 7 are provided. The third horizontal plate 7 is connected to the main sill plate 8. Eight πα H. ... -. The mouth of the net such as -/3⁄4 Wj children's hull wire is provided with a room 9 with a predetermined width. Room 9 is a space portion that is watertightly surrounded by a stern shoulder of the flat stern and a 90 degree angle from the flat bottom of the ship W and from the bottom of the ship: Or, the living space of the staff and other materials. The flat bottom of the ship is one-sided; it stands on the same side of the same position as the lower edge of the side wall 2 (the curved edge of the bottom of the ship). On the outer bottom plate 12 of the hull 1, along the hull i forward direction 12 201114650 The longitudinal partition 13 is at right angles to the hull plate 12 and is suspended to the lower edge of the left and right side walls 2 of the hull 1 (The lower end edge of the outer plate of the curved bottom of the ship) corresponds to the position. Further, on the bottom outer panel 12, a plurality of mutually parallel transverse partitions 14 are formed at right angles to the forward direction of the hull 1, at right angles to the bottom outer panel 12 and to the height of the left and right side walls 2. The direction is midway. The separation interval of the lateral partitions 14 varies depending on the type of the vessel. The air buffer chamber is divided by the vertical partition plate 13 and the horizontal partition plate 14, and is respectively inserted in the partition walls formed by the vertical partition plate 13 and the horizontal partition plate 14 of the divided air buffer chambers 15 An air circulation hole 16 is provided. The height direction of the air passage hole 16 in the vertical partition plate 13 and the horizontal partition plate 14 is penetrated above the lower end opening position of the vent pipe 17 which will be described later. Below the transverse zone partition 14, a rectifying plate 18 is provided along the transverse zone partition 14. The flow regulating plate 18 is attached to the lower end edge of the vertical partition plate 13 so as to be in a positional relationship parallel to the horizontally formed bottom outer plate 12. Detailed. At a position corresponding to the lower portion of the lateral partition 14 at the lower end of the longitudinal partition 13 , a rectifying plate 18 having a predetermined front and rear width and a substantially long lateral direction is formed in a positional relationship parallel to the bottom outer panel 12 . The method is integrally mounted on the vertical partition 13 . The lower surface of the longitudinal partition 13 is disposed at the same horizontal position in the height direction as the lower end edge of the left and right side walls of the hull and the bottom 10 of the chamber 9 on the same surface. Further, an air compressor 19 is provided in the hull 1. The air compressor 19 is connected to the main pipe of the compressed air supply pipe via the air compression chamber and the air tank. The compressed air supply means uses a known hand 9, and is described, for example, in Japanese Patent Laid-Open Publication No. Hei. £ 13 201114650 Compressed air supply piping 2 〇 + β β i i i i i i i i i i i 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主 主With each air chamber 4. The valve system clamped to the branch pipe of the compressed air supply pipe 20 detects the filling oxygen storage or the sea surface position in each air buffer chamber e*, and can be controlled by the control device according to the obtained information. The exhaust pipe 21 is fitted with a valve, and the end is opened by π on the side wall 2, and the other end of the disk I is contracted by the main pipe of the air supply pipe 20. It is lost in the exhaust pipe 21: = becomes the amount of filling air or sea level in the material air buffer chamber 15 and can be controlled by the control device based on the obtained information. Both ends of the vent pipe 17 are open. The vent pipe 17 extends through the sea surface of the outer surface of the side wall 2 through the end of the yellow plate 5 and the second dam 6 vent pipe 17. The other end of the vent pipe 17 is opened at a position in the air chamber 4 at the same height direction as the upper surface of the rectifying plate 18. Second, let's explain the role. ★When the right hull 1 becomes unloaded, the compressed air in the air buffer chamber 15 lowers the sea surface and the hull 1 rises, and the center of gravity of the hull 1 rises. If the center of gravity of the hull i rises, the hull i may be out of balance and fall over. Therefore, in the embodiment, when the hull is unloaded, the driving of the air compressor 19 is stopped to open the branch valve sandwiched between the compression supply pipe 2 and the valve interposed between the exhaust pipe 21. The air in the air buffer chamber 15 is discharged to the sea surface by the self-service pipe 21 by compressing the branch pipe of the supply pipe 20. When the air in the air buffer chamber 15 is exhausted, the sea surface in the air buffer chamber 15 rises, and the hull i does not rise. The discharge amount of the compressed air is controlled by the control device (not shown) in association with the sea surface position so that the sea surface does not contact the bottom plating 12 of the ship. When the right hull 1 is uploaded, the hull 1 will be lowered due to the weight of the cargo. The valve that is clamped to the branch pipe of the compression supply pipe 20 is opened, the valve that is clamped to the exhaust pipe 21 is closed, the air compressor i 9 is driven, and the compressed air is supplied from the branch pipe of the compression supply pipe 20 to the air buffer. Inside the room 15. Using the air pressure of the compressed air, the sea surface in the air buffer chamber 15 is pressed down, and the hull 1 rises. If the sea surface position in the air buffer chamber 15 is at the same height direction as the upper surface of the rectifying plate 18, even if the compressed air is further supplied, the supplied compressed air enters the other end of the vent pipe 17, and is self-ventilated. One of the openings of the official 17 is discharged into the atmosphere on the sea surface. Even if the compressed air is excessively supplied to the air buffer chamber 15, the sea surface position in the air buffer chamber 15 is not located below the upper surface of the rectifying plate 18, so that the hull 1 is not supplied with excess compressed air. Overturned. The other end of the vent pipe 17 is opened in the air chamber 4 which is centered on the chamber 9 and is paired in the left and right, and is opened at the same height direction as the upper surface of the rectifying plate 18, respectively. When the hull 1 loses the right and left balance, if the vent pipe 17 provided in the air chamber 4 floating above one of the left and right air chambers 4 rises and rises above the sea surface, the clamp is attached to the floating side. Compressed air supply, ·, σ with the valve of the 20 branch pipe. The working gas filled in the air buffer chamber 5 of the floating side enters from the other end of the vent pipe 17, and is discharged from the opening of one end of the vent pipe p to the atmosphere on the sea surface, and the other end of the vent pipe 17 on the floating side The opening is kept in contact with the sea at any time. On the other hand, in the second air buffer chamber 5 of the lower side, the compressed air is supplied from the compressed air supply pipe 2 by the driving of the air compressor 丨9, so that the side rises.
S 15 201114650 左右空氣緩衝室15内之海面位置均 。 司化。如上所述，即便 於船體1失去左右平衡之情形時 /母面亦不會下降超過通 氣管17之另一端開口而可保持平衡。 又，通氣管17於與整流板a之 〇之上表面為同一高度方 向位置處開口，因此高度方向上之海 〜冲卸之位置，於空氣緩 衝室15内以整流板18之上表面位置為下限而不會成為其 以下之位置。目4中之箭頭表示航行中之海水之流動，於 航行中海水一邊流過整流板1 8上一邊計、仓 m 攸1 δ上逯剛進，因此空氣緩衝 室15内之海水不會積存於空氣緩衝室15内而隨時更換。 海水中之纟生生物亦Μ水一併藉由船抽之航行所產生之 水流而自空氣緩衝室15朝後方流出，從而不會移送至其他 港口，不會破壞生態系統。 ^ [實施例2] 根據圖6及圖7說明實施例2。為簡單進行說明，對於 發揮與圖1〜圖5相同之作用之部分以相同符號進行說明。 於船體1之船底，設置使船底凹陷之縱剖面為倒凹形狀之 空氣緩衝至。側壁2係由構成般之平坦面及與該平括面連 接且朝内方彎曲之船底彎曲部外板所形成。於側壁2之内 側設置有内板3，於側壁2與内板3之間設置有空氣室4。 空氣室4係由以側壁2與内板3及第丨橫板5所包圍之空 間所形成。於侧壁2與内板3之間，設置有藉由第2橫板6 與第3橫板7上下劃分之2個空間部。第3橫板7係與主 甲板8連設。於船體1之船底外板12上’沿著船體1之前 進方向而使縱區隔板13相對於船體外板12成直角且垂設 ⑧ 16 201114650 至船體1之左右兩側壁2之下端緣（船底彎曲部外板下端 緣）對應位置為止。又’於船底外板12上，使相對於船體 1之則進方向成直角之複數個相互平行之橫區隔板14，相 對於船底外板12成直角且垂設至左右兩側壁2之高度方向 中途位置為止。由縱區隔板1 3與橫區隔板1 4劃分空氣緩 衝室。於縱區隔板13之下端的橫區隔板14之下方對應位 置，沿著橫區隔板14而設置有整流板1 8。整流板1 8係以 成為與水平形成之船底外板12平行之位置關係之方式安裝 於縱區隔板13之下端緣。於縱區隔板13與橫區隔板14穿 °又有工氣流通孔16。於縱區隔板1 3中之設置於船體1之縱 中心線上的縱區隔板1 3中未穿設有空氣流通孔。 再者，於縱區隔板13中之設置於船體丨之縱中心線上 的縱區隔板13穿設有空氣流通孔18者亦包含於本案發明 中。 壓縮空氣供給配管20分支，壓縮空氣供給配管2〇之 支官係失裝閥且分別連通開口於各空氣緩衝室丨5與各空氣 至4。失裝於壓縮空氣供給配管2〇之支管之閥構成為：偵 測各空氣緩衝室15内之填充空氣量或海面位置等且可由 控制裝置根據所得之資訊控制開閉。 於排氣管21中夾裝有閥，且一端於側壁2開口，另— 端與壓縮空氣供給配管2〇之主管會合。炎裝於排氣管Μ 之閥構成為：偵測各這緩衝室15内之填充空氣量或海面 4置等且可由控制裝置根據所得之資訊控制開閉。 通氣管17之兩端開σ。通氣管17貫穿第1橫板5與 17 201114650 ^橫板6,通氣管17之—端係於側壁2之外表面之海面 :口通…7之另-端係於空氣室4内在與整流板】8 之上表面為同一高度方向位置處開口。 其：，對作用加以說明。若船體〗成為無裝載貨物， 則工讀衝室内之壓縮空氣將海面下壓，船體… 船體1之重心欲上升。若船體〗之重心上升，則船體；广 ::去平衡而翻倒之危險性。因此，實施例2中，於船體： 成為無裝載貨物之情形時’停止空氣愿縮機19之驅 =裝於塵縮供給配管20之支管之間與夹裝於排氣管21 二氣緩衝至15内之空氣通過壓縮供 :而自排氣管Μ排出至海面上之大氣中。若排：空氣:； 至15内之空氣，則空氣緩衝室15内之海面上升，船體1 =洋：以海面不接觸船底外板12之方式，藉由控制裝 圖示）以與海面位置之關聯來控制調整壓縮空氣之 排出量。 认右船體1上載貨，則船體1將因載貨之重量而欲下降。 」糾裝於打開壓縮供給配管2。之支管之閥，關閉夾裝於排 氣官21之間夕& μ I下，驅動空氣壓縮機1 9，將壓縮空氣自 ::給配管2〇之支管供給至空氣緩衝室Η内。利用壓 2允氣之氣壓，下壓空氣缓衝室1 5内之海面，船體1上升。 氣緩衝室15内之海面位置成為與整流板18之上表面 被供給二1位：，則即，—步繼續供給壓縮空氣， 知 、、A瑕*亦進入通氣管17之另一端開口，且自通 蠕開口排出至海面上之大氣中。即便將壓縮空 18 201114650 虱過剩供給至空氣緩衝室15 ’空氣緩衝室15内之海面位置 亦不位於較整流板i 8之上表面更下方，因此船體1亦不會 因過剩供給壓縮空氣而翻倒。 ☆通氣官17之另一端係於左右空氣冑4内分別在與整 流板18之上表面為同一高度方向位置處開口。於船體：失 去左右平衡之情形時，且於左右空氣室4中之一之一方之 上浮之二氣至4内所設置之通氣管17的另一端開口上升超 過海面之情形時，關閉夾裝於上浮側之壓縮空氣供給配管 2〇之支管之閥。填充於上浮側之空氣緩衝室1 5内之空氣自 上'于側之通氣管1 7之另一端開口進入，且自通氣管1 7之 端開口排出至海面上，而上浮側之通氣管丨7之另一端開 口保持隨時接觸海面之狀態。另一方面，於下沉側之空氣 緩衝室15中，藉由空氣壓縮機19之驅動而自壓縮空氣供 、”。配管2 0供給壓縮空氣，從而該侧上升，以設置於船體1 之縱中心線上之縱區隔板13為中心，使左右之各空氣緩衝 至1 5内之海面位置均勻化。如上所述’即便於船體1失去 左右平衡之情形時，海面亦不會下降超過通氣管17之另— 端開口而可保持平衡。 又’通亂管17於與整流板18之上表面為同一高度方 向位置處開口’因此海面於空氣緩衝室丨5内以整流板i 8 之上表面位置為下限，而不會成為其以下位置。於航行中， 海水一邊流過整流板1 8之上表面一邊前進，因此空氣緩衝 室15内之海水不會積存而隨時更換。而且，使空氣緩衝室 1 5内之水生生物與海水一併朝船體後方流出。因此，水生 19 201114650 生物與海水一併於流入附近之海域排出，而不會移動至其 他港口’從而不會破壞生態系。 【圖式簡單說明】 圖1係表示無壓搶物船之主要部 施例1 ) 分之平面說明圖 ° (實 著船體型寬方 圖2係表示無壓艙物船之主要部分之沿 向之放大縱剖面說明圖。（實施例1 ) 圖3係表示主要部分之缺欠右側視圖。（實施例㈠ 圖4係表示航行中之整流板與海水之關係之剖面 (實施例1 ) θ 圖5係一部分缺欠仰視圖。（實施例1 ) 圖6係表示無壓艙物船 牙。又主要部分之沿者船體型寬方 向之放大縱剖面說明圖。（實施例2) 圖7係表示圖6之主加八 ， 、 要部分之缺欠右側視圖。（實於 例2 ) 【主要元件符號說明】 1 船體 2 側壁 3 内板 4 空氣室 5 第1橫板 6 第2橫板 7 第3 k板 201114650 9 室 10 平 坦 之 船底 11 壁 12 船 底 外 板 13 縱 區 隔 板 14 橫 隔 板 15 空 氣 緩 衝室 16 空 氣 流 通孑L 17 通 氣 管 18 整 流板 19 空 氣 壓 縮機 20 壓 縮 空 氣供給配管 21 排 氣 管 21S 15 201114650 The position of the sea surface in the air buffer chamber 15 is about the same. Division. As described above, even if the hull 1 loses the right and left balance, the / mother side does not fall beyond the opening of the other end of the vent pipe 17 to maintain balance. Further, since the vent pipe 17 is opened at the same height direction from the upper surface of the rectifying plate a, the position of the upper surface of the rectifying plate 18 in the air buffer chamber 15 is the position of the sea in the height direction. The lower limit does not become the following position. The arrow in the head 4 indicates the flow of the seawater during the voyage. During the voyage, the seawater flows over the rectifying plate 18 and the sump m 攸1 δ swells up, so the seawater in the air buffer chamber 15 does not accumulate in the air buffer. It can be replaced at any time in room 15. The aquatic organisms in the seawater also flow out from the air buffer chamber 15 toward the rear by the water flow generated by the ship's voyage, so that they are not transferred to other ports and do not damage the ecosystem. [Embodiment 2] Embodiment 2 will be described with reference to Figs. 6 and 7 . For the sake of simplicity, the same functions as those of Figs. 1 to 5 will be described with the same reference numerals. At the bottom of the hull of the hull 1, air is provided so that the longitudinal section of the bottom of the ship is in an inverted concave shape. The side wall 2 is formed by a flat surface which is a flat surface and a bottom curved portion which is connected to the flat surface and which is curved inward. An inner panel 3 is disposed on the inner side of the side wall 2, and an air chamber 4 is disposed between the side wall 2 and the inner panel 3. The air chamber 4 is formed by a space surrounded by the side wall 2 and the inner panel 3 and the second cross panel 5. Between the side wall 2 and the inner panel 3, two space portions which are vertically divided by the second horizontal plate 6 and the third horizontal plate 7 are provided. The third horizontal plate 7 is connected to the main deck 8. On the bottom outer panel 12 of the hull 1 'the longitudinal partition 13 is at right angles to the hull plate 12 along the forward direction of the hull 1 and is disposed 8 16 201114650 to the left and right side walls 2 of the hull 1 The lower end edge (lower edge of the outer plate of the bottom of the ship's bottom) corresponds to the position. Further, on the outer bottom plate 12, a plurality of mutually parallel transverse partitions 14 are formed at right angles to the hull 1 at a right angle, at right angles to the bottom outer panel 12 and to the left and right side walls 2 The height direction is midway. The air buffer chamber is divided by the vertical partition 13 and the lateral partition 14. A rectifying plate 18 is provided along the lateral partition plate 14 at a position below the lateral partition 14 at the lower end of the longitudinal partition 13 . The flow regulating plate 18 is attached to the lower end edge of the vertical partition plate 13 so as to be in a positional relationship parallel to the horizontally formed bottom outer plate 12. The longitudinal partition 13 and the lateral partition 14 are further provided with a working air flow through hole 16. An air flow hole is not formed in the vertical partition plate 13 of the longitudinal partition plate 13 which is disposed on the longitudinal center line of the hull 1. Further, the longitudinal partitioning plate 13 provided on the longitudinal center line of the hull of the longitudinal partition 13 is also provided with the air flow hole 18 in the present invention. The compressed air supply pipe 20 branches, and the compressed air supply pipe 2 is a branch out valve, and is communicated with each of the air buffer chambers 与5 and the respective air to 4. The valve that is lost in the branch pipe of the compressed air supply pipe 2 is configured to detect the amount of filling air or the sea surface position in each air buffer chamber 15, and the control device can control the opening and closing based on the obtained information. A valve is interposed in the exhaust pipe 21, and one end is open to the side wall 2, and the other end meets with the main pipe of the compressed air supply pipe 2'. The valve installed in the exhaust pipe 构成 is configured to detect the amount of filling air or the sea surface in each of the buffer chambers 15, and the control device can control the opening and closing according to the obtained information. Both ends of the vent pipe 17 are opened to σ. The vent pipe 17 runs through the first horizontal plates 5 and 17 201114650 ^ transverse plate 6, and the end of the vent pipe 17 is tied to the sea surface on the outer surface of the side wall 2: the other end of the port 7 is in the air chamber 4 and the rectifying plate 】 8 The upper surface is open at the same height direction. Its:, the role is explained. If the hull becomes unloaded, the compressed air in the working chamber will press the sea surface, and the hull... The hull of the hull 1 will rise. If the center of gravity of the hull rises, then the hull; wide: the danger of going to balance and falling over. Therefore, in the second embodiment, in the case where the hull is in the case of no load, the drive of the stop air retractor 19 is installed between the branch pipes of the dust supply pipe 20 and the second gas buffer clamped to the exhaust pipe 21. The air to 15 is supplied by compression: and discharged from the exhaust pipe to the atmosphere on the sea surface. If the row: air:; to the air within 15, the sea surface in the air buffer chamber 15 rises, the hull 1 = ocean: the sea surface does not touch the bottom plate 12 of the ship, by means of the control device) and the sea surface position The association controls the amount of compressed air discharged. If the right hull 1 is loaded, the hull 1 will be lowered due to the weight of the cargo. The correction is performed to open the compression supply pipe 2. The valve of the branch pipe is closed between the exhaust valve 21 and the air compressor 19, and the compressed air is supplied from the branch pipe of the supply pipe 2 to the air buffer chamber. The hull 1 is raised by pressing the air pressure in the air buffer chamber 15 by the pressure of the pressure. The sea surface position in the air buffer chamber 15 is supplied to the upper surface of the rectifying plate 18 in two positions: then, that is, the compressed air is continuously supplied, and that the A瑕* also enters the other end opening of the vent pipe 17, and It is discharged from the through-opening opening into the atmosphere on the sea surface. Even if the sea level position in which the compressed air 18 201114650 is excessively supplied to the air buffer chamber 15 'air buffer chamber 15 is not located below the upper surface of the rectifying plate i 8 , the hull 1 is not supplied with excess compressed air. Overturned. ☆ The other end of the ventilator 17 is opened in the left and right air dams 4 at the same height direction as the upper surface of the damper plate 18. In the case of the hull: when the left and right balance is lost, and the air is floated above one of the left and right air chambers 4 to the other end of the vent pipe 17 provided in the case where the opening of the vent pipe 17 is raised above the sea surface, the clamp is closed. The compressed air of the upper floating side is supplied to the valve of the branch pipe of the pipe 2〇. The air filled in the air buffer chamber 15 of the floating side enters from the other end of the upper side of the vent pipe 177, and is discharged from the end opening of the vent pipe 17 to the sea surface, and the vent pipe of the floating side 丨The other end of the 7 is kept in contact with the sea surface at any time. On the other hand, in the air buffer chamber 15 on the sinking side, the air is supplied from the compressed air by the driving of the air compressor 19. "The pipe 20 supplies compressed air, so that the side rises to be disposed in the hull 1 The vertical section partition 13 on the longitudinal center line is centered, so that the left and right air cushions are equalized to the sea level within 15 5. As described above, even if the hull 1 loses the balance of the left and right, the sea surface does not fall more than The other end of the vent pipe 17 is open to maintain balance. Further, the "communication pipe 17 is opened at the same height direction as the upper surface of the rectifying plate 18" so that the sea surface is in the air buffer chamber 丨5 with the rectifying plate i 8 The upper surface position is the lower limit and does not become the lower position. During the voyage, the seawater flows forward through the upper surface of the rectifying plate 18, so that the seawater in the air buffer chamber 15 is not accumulated and is replaced at any time. The aquatic organisms in the air buffer chamber 15 and the seawater flow out toward the rear of the hull. Therefore, the aquatic life 19 201114650 is discharged together with the sea water into the nearby sea area, and will not move to other ports. Destroy the ecosystem. [Simplified illustration] Figure 1 shows the main part of the non-pressure looting ship. 1) The plane description of the sub-section (the hull-type width diagram 2 shows the main non-ballast ship) A part of the enlarged longitudinal section is shown in the figure. (Embodiment 1) Fig. 3 is a left side view showing the defect of the main part. (Embodiment (1) Fig. 4 is a cross section showing the relationship between the rectifying plate and seawater during navigation (Example 1) θ Fig. 5 is a partial undercut view. (Embodiment 1) Fig. 6 is a diagram showing an enlarged longitudinal section of the hull type in the main part of the ship without the ballast. (Embodiment 2) Fig. 7 It is the main plus eight of Figure 6, and the right side view of the missing part. (Real Example 2) [Explanation of main component symbols] 1 Hull 2 Side wall 3 Inner panel 4 Air chamber 5 First horizontal plate 6 Second horizontal plate 7 3k plate 201114650 9 chamber 10 flat bottom 11 wall 12 bottom outer panel 13 longitudinal partition 14 transverse diaphragm 15 air buffer chamber 16 air flow 17 L 17 vent tube 18 rectifying plate 19 air compressor 20 compressed air supply Match 21 exhaust pipe 21