WO2001066410A1 - Procede de reduction de la resistance de frottement et bateau presentant une resistance de frottement reduite - Google Patents

Procede de reduction de la resistance de frottement et bateau presentant une resistance de frottement reduite Download PDF

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Publication number
WO2001066410A1
WO2001066410A1 PCT/JP2000/008664 JP0008664W WO0166410A1 WO 2001066410 A1 WO2001066410 A1 WO 2001066410A1 JP 0008664 W JP0008664 W JP 0008664W WO 0166410 A1 WO0166410 A1 WO 0166410A1
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WO
WIPO (PCT)
Prior art keywords
hull
water
frictional resistance
ship
negative pressure
Prior art date
Application number
PCT/JP2000/008664
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English (en)
Japanese (ja)
Inventor
Yoshiaki Takahashi
Original Assignee
Ishikawajima-Harima Heavy Industries Co., Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2000067649A external-priority patent/JP2001055189A/ja
Application filed by Ishikawajima-Harima Heavy Industries Co., Ltd. filed Critical Ishikawajima-Harima Heavy Industries Co., Ltd.
Priority to US10/019,765 priority Critical patent/US6748891B2/en
Publication of WO2001066410A1 publication Critical patent/WO2001066410A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
    • B63B1/38—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

Definitions

  • the present invention relates to a method for reducing the friction of a hull and a ship for reducing frictional resistance. More particularly, the present invention relates to a method for reducing power required for sending gas into water and effectively saving power during navigation of the ship.
  • JP-A-50-83992, JP-A-53-136289, JP-A-60-139586, JP-A-61-7290, JP-A-61-39691, and Japanese Utility Model Application Publication No. Sho 61-128185 discloses a technology relating to a frictional resistance reducing ship.
  • gas such as air is sent out into the water from the hull surface (hull outer plate) in the navigation state, and a large number of microbubbles (microbubbles) are interposed on the hull outer plate. This reduces frictional resistance acting between water and the hull.
  • the present applicant has proposed a technology relating to such a frictional resistance reducing ship, in which a gas (for example, air) is sent out into the water from near the bow and microbubbles are interposed on the hull outer plate.
  • a gas for example, air
  • This technology intends to diffuse microbubbles generated by sending gas from near the bow along the streamlines of water on the hull skin, and to cover the hull skin with microbubbles.
  • a gas supply device such as a blower has been used as a power source for transmitting gas into water.
  • the present invention has been made in view of the circumstances described above, and has the following objects.
  • the present invention is a method for reducing frictional resistance between a hull and water by interposing air bubbles near the surface of a hull outer panel, and the method includes the steps of: A technology is used in which a negative pressure point, which has a lower pressure, is formed in the water, and gas is introduced from the gas space to the negative pressure point in the water to release bubbles into the water.
  • the present invention relates to a frictional resistance reducing ship for reducing the frictional resistance between the hull and water by interposing air bubbles near the surface of the hull outer plate, wherein a negative pressure portion having a low pressure with respect to the gas space is submerged.
  • a technology is provided that includes a negative pressure forming portion provided on the hull outer plate to form the gas, and a gas passage for guiding the gas from the gas space to a negative pressure location in the water.
  • FIG. 1 is a diagram schematically showing a frictional resistance reducing ship 10 according to the present invention.
  • reference numeral 11 denotes a hull shell
  • 12 denotes a negative pressure forming part
  • 13 denotes a gas passage
  • 14 denotes a water surface (waterline).
  • a water flow 20 relative to the hull 10 is formed as the hull 10 travels in the direction of arrow Xa in the figure at a predetermined boat speed Vh.
  • the frictional resistance reducing ship 10 forms a negative pressure portion 21 in the water that is low pressure (negative pressure, vacuum pressure) with respect to the gas space (atmosphere). That is, the flow state of the water is changed to a desired state by the negative pressure forming section 12 provided on the hull outer panel 11, thereby forming the negative pressure portion 21 in the water (negative pressure method).
  • the negative pressure forming section 12 narrows the flow path of water flowing along the hull Can increase the flow velocity of the water at (Bernoulli's theorem).
  • the flow velocity of the water is V 1 and the pressure (atmospheric pressure) of the gas space is P.
  • the density of water is p
  • the acceleration of gravity is g
  • the depth of water is h
  • the pressure P at that point is
  • a separation zone with irregular vortices generally occurs in the downstream area immediately after the object.
  • the fluid flows along the cylinder with decreasing pressure until it reaches the lowest pressure point, and then immediately separates from the surface of the cylinder to separate the separated area.
  • the pressure at the lowest pressure point is, for example,
  • the negative pressure point 21 is formed in the water as described above, and the negative pressure point 21 in the water on the low pressure side from the gas space on the high pressure side, The gas is led into the water through the gas passage 13 and the bubbles 22 are released into the water. As a result, the hull skin 11 is covered with the bubbles 22, and the frictional resistance between the hull 10 and water is reduced.
  • the pressure P in the delivery position of the gas is lower pressure than the atmospheric pressure [rho »(P rather P u) case, the energy becomes negative (E ⁇ 0), the gas Theoretically does not need the energy required for the transmission itself.
  • the main power required for gas delivery is gas Only the energy that carries the gas to the delivery position (water depth h). This energy is obtained by changing the flow state of the water by the negative pressure forming part, and is included in the propulsion power (navigation power) of the hull.
  • the gas when gas is sent out into water, as shown in Fig. 3 (c), the gas is supplied using a gas supply device 30 as a pressurizing means such as a blower or a pump. Pressurized (pressurized method).
  • the power required for gas delivery is the energy required to pressurize the gas beyond the water pressure P1, in addition to the energy that transports the gas to the gas delivery position (water depth h) (ie, expressed by equation (3)).
  • Energy energy that increases the internal energy of the gas).
  • the power required for sending gas into water can be reduced.
  • the conventional method consumes a lot of energy because it is necessary to pressurize the gas to overcome a large static pressure (water pressure).
  • the present invention it is possible to easily send gas into water simply by forming a negative pressure point in the water. Since the shape of the negative pressure forming part and the Reynolds number are the main controlling factors in forming the negative pressure part and it is considered that disadvantages due to water depth are unlikely to occur, the technology according to the present invention is also applicable to large ships. It is advantageous.
  • FIG. 1 is a schematic diagram for explaining an outline of a hull friction reducing method and a frictional resistance reducing ship according to the present invention.
  • FIG. 2 is an enlarged schematic view showing an example of a portion for sending out gas in the frictional resistance reducing ship of FIG.
  • FIGS. 3A and 3B are diagrams schematically showing a state in which water or gas is filled in a gas passage.
  • FIG. 3A shows a state in which water is contained in a gas passage
  • FIG. 3B shows a negative pressure according to the present invention.
  • (C) shows a state in which gas is filled by the conventional pressurizing method.
  • FIG. 4 is a side view and an enlarged sectional view of a main part showing a first embodiment of the frictional resistance reducing ship according to the present invention.
  • FIG. 5 is a sectional view taken along the arrow A shown in FIG.
  • FIG. 6 is a view on arrow B shown in FIG.
  • FIG. 7 is a view on arrow C shown in FIG.
  • FIG. 8 is a cross-sectional view of a main part showing a state where a plurality of gas passages are provided side by side.
  • FIG. 9 is a side view and a front view of a main part showing a third embodiment of the present invention.
  • FIG. 10 is a side view and an enlarged sectional view of a main part of a frictional resistance reducing ship according to a fourth embodiment of the present invention.
  • FIG. 11 is a view on arrow A shown in FIG.
  • FIG. 12 is a cross-sectional view taken along the arrow B shown in FIG.
  • FIG. 13 is a sectional view showing another embodiment of the gas passage pipe.
  • FIG. 14 is a side view of a main part showing a state in which a blow-out skin is installed on the ship side.
  • FIG. 15 is a bottom view of an essential part showing a fifth embodiment of the present invention.
  • FIG. 16 is a sectional view taken along the arrow C shown in FIG.
  • FIG. 17 is a side view of a main part showing a sixth embodiment of the present invention.
  • FIG. 18 is a sectional view taken along the arrow D shown in FIG. BEST MODE FOR CARRYING OUT THE INVENTION
  • FIG. 4 is a schematic cross-sectional view showing a configuration of a main portion near the bow of the frictional resistance reducing ship X, where reference numeral 101 denotes a hull shell, and L denotes a waterline.
  • a long hole BH1 long in the width direction of the ship is provided at the bottom 101b near the bow 101a.
  • the long hole B H1 is surrounded on the bottom 101b side by a running water guide 102 from below, and the inside of the hull is covered by a chamber partition 103.
  • the running water guide section 102 includes a planner fin 120 arranged substantially parallel to the ship bottom 101b at a predetermined interval, and a guide fin 120 for supporting the guide fin 120.
  • Ship bottom And a side wall 1 2 1 disposed between the side wall 1 1 b and the side wall 2.
  • the guide fins 120 are formed with a predetermined thickness Z1 so as to have sufficient rigidity, and are further provided with an edge near the bow 101a side and an edge near the stern side 120b. It is formed so that its thickness gradually decreases in the vicinity.
  • the guide fins 120 have a length L1 in the length direction near the center where the distance from the hull outer plate 101 is the smallest, compared to the length L2 of the long hole BH1 in the length direction. It is formed to be almost the same or slightly longer. As shown in FIG. 5, the guide fins 120 are formed with a width H1 in the width direction of the ship, and both edges thereof are supported by the side walls 121, respectively.
  • the side wall 12 1 is formed with a predetermined thickness Z 2 so that the state in which the guide fins 120 are supported has sufficient strength. Further, like the guide fins 120, It is formed so that the thickness gradually decreases near the edge 121 a of the bow 101 a and near the edge 121 b on the stern side.
  • a flow passage WR having openings in the bow 101 a direction and the stern direction is formed on the hull outer plate 101 by the flowing water guide portion 102. Since the channel cross-sectional area S of the channel WR is obtained from the product of the channel height T and the channel width H, the size changes with the change of the channel height T. Therefore, the channel WR is divided into a region where the channel cross-sectional area S gradually narrows toward the stern (introduction part WR1) and a region near the center having the narrowest channel cross-sectional area S (slit part WR2). However, it can be divided into a region (discharge portion WR 3) where the cross-sectional area S gradually increases toward the stern.
  • the channel WR is determined by the cross-sectional area of the inlet (opening area S 1) at the inlet WR 1 and the cross-sectional area of the channel (slit area S 2) at the slit WR 2, such as water depth and standard navigation speed. Is determined in advance so as to have a predetermined ratio. This ratio will be described later.
  • the chamber partition 103 is formed, for example, in a box shape having one open side, and the open end is welded to the hull outer plate 101 so that a rectangular chamber space AR 1 is formed inside. It has become.
  • a predetermined portion of the chamber partition 103 is provided with a tubular member.
  • the gas passage pipe 130 is welded, so that the pipe space AR2 and the chamber space AR1 in the gas passage pipe 130 communicate with each other. Further, the gas passage pipe 130 is installed so as to penetrate the inside of the hull upward from the chamber partition wall 103.
  • an air inlet BH 2 is provided on the deck, and the pipe space AR 2 is opened to the atmosphere.
  • the chamber space AR 1 and the pipe space AR 2 are provided in communication with each other.
  • the hull has one end open to the atmosphere at the air intake BH 2 on the deck and the other end flowing through the slot BH 1.
  • a gas passage 131 opened to the passage WR is formed.
  • the long hole BH1 is formed so as to face the slit portion WR2, so that one end of the gas passage 131 is open to water in the narrowest area of the flow path cross-sectional area.
  • the chamber partition wall 103 and the gas passage pipe 130 forming the gas passage 131 are each subjected to a corrosion-resistant treatment so that at least the wall surface on the gas passage 131 side is not corroded by seawater.
  • Each cross-sectional area and shape is designed to give as little extra pressure loss as possible.
  • the opening area S1 and the slit area S2 are set so that the slit WR2 becomes a vacuum pressure (a pressure value lower than the atmospheric pressure) during navigation of the hull at the standard navigation speed Vh.
  • the ratio is determined, and the flow path WR is formed based on the ratio.
  • the seawater in the gas passage 131 When the pressure in the slit portion WR2 becomes a vacuum pressure, the seawater in the gas passage 131, one end of which is open to the atmosphere (the air inlet BH2), is discharged from the slot BH1 into the flow passage WR. Further, air flows into the gas passage 13 1 from the air intake BH 2, and the air is sent out into the flow passage WR (underwater) from the long hole BH 1.
  • the air sent into the flow path WR generates microbubbles (fine bubbles) near the discharge part WR3, and the microbubbles flow toward the stern to cover the bottom 101b, and The frictional resistance with water is reduced.
  • the gas passage pipe 1 is designed so that the ability to reduce frictional resistance due to the microbubbles compensates for the increase in wave-making resistance due to the flowing water guide portion 102 and further saves navigation power.
  • the flow passage cross-sectional area of 30 and the size and shape of the flowing water guide 102 are determined by analysis.
  • the flow path WR in which the flow path cross-sectional area S gradually narrows toward the stern is formed by the flowing water guide portion 102.
  • the slit portion WR 2 having a narrow passage cross-sectional area S can be made to have a vacuum pressure. Therefore, the gas is sent from the atmosphere to the slit WR2 through the gas passage 131, and the gas can be sent into the water without requiring any new power other than the navigation force.
  • the running water guide section 102 is provided so as to extend in the ship width direction at the ship bottom 101 b, air is sent out across the ship width direction of the ship bottom 101 b, and the ship bottom is widened. The microbubbles become covered. Therefore, the ship's sailing power can be effectively reduced by reducing the frictional resistance due to the microbubbles.
  • FIG. 8 shows a second embodiment of the present invention.
  • each of the gas passages 150 is provided with a running water guide portion 151.
  • a plurality of running water guides Since the portion 151 is provided, the space required for the gas passage 150 at each location is reduced, and the gas passage 150 can be efficiently arranged in the hull.
  • the air delivery locations are dispersed at a plurality of locations, it is possible to reduce the required air delivery volume per location. Therefore, the required amount of air can be reliably sent from each sending place, and the amount of microbubbles interposed in the ship bottom in the ship width direction can be made more uniform.
  • FIG. 9 shows a third embodiment of the present invention, in which the present invention is applied to a high-speed ship. That is, in the frictional resistance reducing ship Z of the present embodiment, since the bottom 135b is relatively smaller than the side 135c, the running water guide 160 is not the bottom 135b but the bow 1 It is arranged on the ship side 135c (starboard and port side) near 35a, and is configured to discharge air through the gas passage 161. In high-speed ship Z, as shown in Fig. 9 (a), seawater tends to flow from bow 13a to bottom 13b. That is, by arranging the flowing water guide section 160 on the ship side 135b, the same effect as that of the flat bottom ship shown in the first embodiment can also be exerted on the high-speed ship Z.
  • the present invention can flexibly cope with various hull shapes and standard sailing speeds by appropriately determining the arrangement position, the number, and the like of the flowing water guides.
  • a fourth embodiment of the present invention will be described with reference to FIGS.
  • FIG. 10 is a schematic cross-sectional view showing a main part configuration near the bow of the frictional resistance reducing ship X2.
  • reference numeral 201 denotes a hull shell
  • L denotes a draft line.
  • a long hole BH11 is formed in the hull skin 201 at the bottom 201b near the bow 201a as shown in Fig. 11.
  • a blow-out outer plate 202 is provided so as to cover the slot BH1 from below the bottom 201b, and further covers the slot BH11 from inside the hull.
  • the chamber partition 203 is provided as described above.
  • the blow-out outer skin 202 is formed by the hull outer skin 20 1 and is formed so that the gap with the hull outer plate 201 gradually increases toward the stern.
  • a blowing space AR 11 is formed inside the blowing outer plate 202, and the blowing space AR 11 has a slit-shaped outlet BH 12 opened in the stern direction and elongated in the ship width direction. are doing. Also, as shown in Fig. 10, the blow-out outer skin 202 has a sharply closed shape with the stern-side edge 202c having a substantially right angle, and the vicinity of the edge 202c It forms a sharp angle with the space.
  • the chamber partition wall 203 is formed, for example, in a box shape having one open side, and the open end is welded to the hull outer panel 201 so that a rectangular chamber space AR 12 is formed inside. It has become.
  • a gas passage pipe 204 made of a tubular member is welded to a predetermined portion of the chamber partition wall 203, thereby forming a pipe space AR13 and a chamber space AR12 in the gas passage pipe 204. Communicate with each other.
  • the gas passage pipe 204 is installed so as to penetrate the inside of the hull upward from the chamber partition 203.
  • the upper end protruding above the deck is formed in a substantially U-shaped curve, and a pipe space A R 13 is open to the atmosphere at an air intake B H 13 provided downward.
  • the outlet space AR11, the chamber space AR12, and the pipe space AR13 described above are provided in communication with each other. These spaces allow the hull to have one end at the air inlet BH13 on the deck.
  • a gas passage 205 that is open to the atmosphere and has the other end open to water is formed at an outlet BH12 of a ship bottom 201b.
  • at least the wall surface on the gas passage 205 side is corroded by seawater in the blowout outer plate 202 forming the gas passage 205, the chamber partition wall 203, and the gas passage pipe 204. Corrosion-resistant treatment is applied so that the fluid does not flow, and the cross-sectional area and shape are determined so as not to give extra pressure loss as the fluid flows in the passage.
  • seawater in the stopped state, seawater has entered the gas passage 205 to the same height as the water level around the hull.
  • seawater flows along the hull skin 201 and close to the bow 201 a at the bottom 201 b.
  • seawater flows along the outer surface of the blowout skin 202. Since the blow-out skin 202 is formed so that the gap with the hull skin 201 gradually increases toward the stern, the seawater flowing on the outer surface of the blow-out skin 202 gradually increases. As the flow velocity increases, the static pressure decreases.
  • the pressure in the separation area Wa greatly changes depending on the water depth, the traveling speed, the shape of the blow-out skin 202, and the like.
  • the shape of the blow-out skin 202 is determined by experiments, analysis, and the like so that the vicinity of the blow-out opening BH12, which is open to the separation area Wa, becomes negative pressure at the standard navigation speed. Designed.
  • Air blown out from the outlet BH12 generates microbubbles near the separation area Wa, and these microbubbles flow toward the stern and cover the bottom 201b. The frictional resistance between the outer plate 201 and water is reduced.
  • the separation region Wa in which the negative pressure is generated near the corner of the stern-side edge portion 202c of the blowing outer plate 202 so that the atmosphere
  • the gas is sent from the inside to the water through the gas passage 205, and the gas can be sent to the water without requiring any additional power other than the navigational power. Therefore, the ship's navigational power can be effectively reduced by reducing the frictional resistance due to the microbubbles.
  • the separation area Wa is formed by the fluid flowing around the corner of the stern side edge 202c of the blowout outer panel 202, the pressure valley in the separation area Wa is reduced. Extremely deep, easily reduces the static pressure at the outlet BH12 to negative pressure Can be
  • the blowing outer plate 202 and the gas passage 205 are not limited to those shown in the present embodiment, and various shapes can be applied.
  • the gas passage pipe 250 is bent at a substantially right angle in the outlet space AR11, and the open end is arranged near the outlet BH12. It is also possible to adopt a configuration in which gas is directly sent from the pipe space AR 13 in 50 downstream (to the stern side). With such a configuration, it is possible to reduce the pressure loss in the gas passage 205 and efficiently send the gas into the water.
  • the hull is a flat-bottom ship.
  • the ship side near the bow 201a is provided as shown in FIG.
  • the same effect as in the above-described embodiment can be obtained by providing a slot BH11 and a blowout outer plate 251 in 201c and discharging gas from the slot BH11.
  • the present invention can flexibly cope with various hull shapes and standard sailing speeds by appropriately determining the arrangement position of the outlet and the shape of the outlet skin.
  • FIG. 15 and FIG. 16 show a fifth embodiment of the present invention.
  • a large number of round hole-shaped outlets 260 are provided on the bottom 201b, and the blowout outer plate 26 having a curved surface 26 1 It is arranged to surround the bow 201a side of the ship.
  • the blowout outer plates 261 each corresponding to the size of each of the plurality of blowout ports 260 provided on the bottom of the ship, are installed, the wave-making resistance is greatly increased. It is possible to send out gas from a wide area of the bottom 201b without causing the gas to flow out.
  • FIG. 17 and FIG. 18 show a sixth embodiment of the present invention.
  • a gas blowing portion 262 is provided on the ship side 201c near the bow 201a.
  • the gas blowing portion 26 2 is formed in a shape having a droplet-like contour and having a curved surface 26 2 a protruding from the hull outer plate 201, and a concave gas outlet 26 near the top.
  • a blow-out outer plate 264 is provided so as to cover 3.
  • the seawater flowing through the hull outer plate 201 flows along the protruding curved surface 262a of the gas blowing portion 262, thereby increasing its flow velocity.
  • a peeling area Wa is formed at the outlet BH13. That is, in the present embodiment, even when the traveling speed is low, the flow velocity of the seawater flowing through the outlet skin 264 increases, so that it is possible to easily generate the separation region Wa in which the negative pressure is generated.
  • the blow-out outer plate 202 and the gas passage pipe 204 as the negative pressure forming portion are provided on a fishing boat having the following dimensions to reduce the frictional resistance of the hull during navigation. The effect was verified.
  • air passage pipes (AIP: Air Induction Pipe) are provided through five places on the hull, three of them near the center of the hull in the width direction, and the other two near the center. It was arranged so that the internal space was open at the bottom of the ship across the width of the ship.
  • AIP Air Induction Pipe
  • B When the gas is not supplied into the water by closing one end of the gas passage pipe ( Closed AIP) and Vh were measured for the two cases, when the vessel was sailing at a predetermined engine speed (RPM). The results of these comparisons are shown in the table below (Table 1).
  • a negative pressure portion is formed in water, and a gas is introduced from a gas space to a negative pressure portion in water, and the underwater
  • the frictional resistance of the hull can be effectively reduced using the bubbles.
  • the power required for gas delivery can be reduced, and power during ship navigation can be effectively saved.
  • a gas supply device for sending gas into water is not required, which reduces equipment costs and construction costs, and makes it possible to easily reduce hull construction costs.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Abstract

L'invention concerne un procédé de réduction de la résistance de frottement pour bateaux ainsi qu'un bateau présentant une résistance de frottement réduite. Ce procédé est destiné, d'une parte, à réduire la puissance requise pour envoyer un gaz dans l'eau afin de réduire efficacement la puissance requise pendant la navigation du bateau et, d'autre part, à diminuer le coût de construction des bateaux. Un emplacement à pression négative (21) est défini dans l'eau. Cet emplacement présente une pression réduite par rapport à une lame d'air lorsque le bateau se déplace. Le gaz est amené depuis la lame d'air jusqu'à l'emplacement à pression négative (21) situé dans l'eau, ce qui a pour effet de produire des bulles (22) dans l'eau.
PCT/JP2000/008664 1999-06-08 2000-12-07 Procede de reduction de la resistance de frottement et bateau presentant une resistance de frottement reduite WO2001066410A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US10/019,765 US6748891B2 (en) 1999-06-08 2000-12-07 Frictional resistance reducing method, and ship with reduced frictional resistance

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Application Number Priority Date Filing Date Title
JP2000067649A JP2001055189A (ja) 1999-06-08 2000-03-10 船体の摩擦抵抗低減方法及び摩擦抵抗低減船
JP2000/67649 2000-03-10

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8011310B2 (en) 2008-04-17 2011-09-06 K & I Inc. Ship with reduced frictional resistance and its operation method
CN106143787A (zh) * 2015-03-25 2016-11-23 上海轻航气膜减阻船舶有限公司 船舶气膜减阻节能船底装置

Citations (7)

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Publication number Priority date Publication date Assignee Title
JPS53136289A (en) * 1977-04-30 1978-11-28 Takumi Yoshii Method of decreasing resistance between solid and liquid utilizing air bubble
JPS5795286A (en) * 1980-11-28 1982-06-14 New Japan Marine Kk Reducing device for bottom resistance of ship
JPH03243489A (ja) * 1990-02-19 1991-10-30 Yoshifumi Komiyama 推進する船の接水抵抗面を空気層にて覆い接水抵抗面積を減少させる船。
JPH03246188A (ja) * 1990-02-23 1991-11-01 Mitsubishi Heavy Ind Ltd マイクロエアバブル発生機構付き船舶
JPH0971289A (ja) * 1995-09-05 1997-03-18 Kawasaki Heavy Ind Ltd 小型滑走艇の抵抗抑制装置および抵抗抑制方法
JPH0986482A (ja) * 1995-09-20 1997-03-31 Kawasaki Heavy Ind Ltd 小型滑走艇の抵抗抑制装置および抵抗抑制方法
JPH107070A (ja) * 1996-06-19 1998-01-13 Mitsui Eng & Shipbuild Co Ltd 航走体没水面への空気供給装置

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS53136289A (en) * 1977-04-30 1978-11-28 Takumi Yoshii Method of decreasing resistance between solid and liquid utilizing air bubble
JPS5795286A (en) * 1980-11-28 1982-06-14 New Japan Marine Kk Reducing device for bottom resistance of ship
JPH03243489A (ja) * 1990-02-19 1991-10-30 Yoshifumi Komiyama 推進する船の接水抵抗面を空気層にて覆い接水抵抗面積を減少させる船。
JPH03246188A (ja) * 1990-02-23 1991-11-01 Mitsubishi Heavy Ind Ltd マイクロエアバブル発生機構付き船舶
JPH0971289A (ja) * 1995-09-05 1997-03-18 Kawasaki Heavy Ind Ltd 小型滑走艇の抵抗抑制装置および抵抗抑制方法
JPH0986482A (ja) * 1995-09-20 1997-03-31 Kawasaki Heavy Ind Ltd 小型滑走艇の抵抗抑制装置および抵抗抑制方法
JPH107070A (ja) * 1996-06-19 1998-01-13 Mitsui Eng & Shipbuild Co Ltd 航走体没水面への空気供給装置

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8011310B2 (en) 2008-04-17 2011-09-06 K & I Inc. Ship with reduced frictional resistance and its operation method
CN106143787A (zh) * 2015-03-25 2016-11-23 上海轻航气膜减阻船舶有限公司 船舶气膜减阻节能船底装置
CN106143787B (zh) * 2015-03-25 2019-06-04 上海轻航气膜减阻船舶有限公司 船舶气膜减阻节能船底装置

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