WO2013002181A1

WO2013002181A1 - Ship having reduced frictional resistance and manufacturing method thereof

Info

Publication number: WO2013002181A1
Application number: PCT/JP2012/066162
Authority: WO
Inventors: 邦昭大和; 政秀出口; 吉則倉橋
Original assignee: 三菱重工業株式会社
Priority date: 2011-06-28
Filing date: 2012-06-25
Publication date: 2013-01-03
Also published as: JP5216121B2; JP2013010393A

Abstract

This ship having reduced frictional resistance is provided with a bulkhead, and an air supply device, and an air blowing unit. The bulkhead separates the hold and an air supply equipment room arranged on the bow side of the hold. The air supply device is arranged in the air supply equipment room. The air blowing unit blows air supplied from the air supply device into the water.

Description

Friction resistance reduction type ship and manufacturing method thereof

The present invention relates to a ship, and more particularly to a frictional resistance reduced ship.

As a technique for reducing the frictional resistance acting on the hull of a ship, a method of blowing air (bubbles) into the water and covering the hull surface with bubbles is known.

As a related technique, a hull frictional resistance reduction device is disclosed in Japanese Patent Application Laid-Open No. 2010-120607 (Patent Document 1). The hull frictional resistance reduction device reduces the frictional resistance of a navigating hull by generating bubbles from a plurality of air ejection hole groups formed on the bottom of the ship and forming a bubble film on the bottom of the ship. Each of the plurality of air ejection hole groups includes a plurality of air ejection holes arranged in the ship width direction of the hull. The plurality of air ejection hole groups include at least a central air ejection hole group and a pair of side air ejection hole groups. The central air ejection hole group is formed at the center in the ship width direction on the bow side. The pair of side air ejection hole groups are formed on the stern side of the central air ejection hole group and on both sides in the ship width direction. The length in the ship width direction of the central air ejection hole group is longer than the length in the ship width direction of the side air ejection hole group.

JP 2010-120607 A

In the frictional resistance reduction type ship, an air supply device such as a blower is mounted to blow out air into the water.

An object of the present invention is to provide a frictional resistance reduction type ship that is provided with fire prevention measures related to an air supply device and a method for manufacturing the same.

A frictional resistance reduction type ship according to a first aspect of the present invention includes a partition partitioning a hold and an air supply device room disposed on the bow side from the hold, an air supply device installed in the air supply device room, An air blowing unit that blows out the air supplied from the air supply device into the water.

Since the cargo hold such as automobiles and the air supply equipment room where the air supply device is installed are partitioned by a partition wall, fire prevention measures related to the air supply device are taken. In order to increase the area covered with air bubbles on the hull surface, the air blowing part is generally arranged at the bow part. By providing the air supply device room on the bow side from the hold, the pipe length connecting the air supply device and the air blowing portion is shortened, and the construction period is shortened. In addition, since the bow side of the hold is generally narrow in the width direction of the ship, the reduction in capacity that can be used as a hold is small.

Preferably, the frictional resistance reduction type ship further includes a seawater intake part and an air cooler that cools the air using seawater taken from the seawater intake part.

The air supply device pressurizes air to blow out air against water pressure. Therefore, the air at the outlet of the air supply device is hot. If the hot air is blown out into the water without cooling, the deterioration of the coating film on the hull surface may be accelerated. The air cooler suppresses the deterioration of the coating film.

Preferably, the air blowing part and the seawater intake part are arranged on the bow of the bow. The seawater intake portion is disposed closer to the bow than the air blowing portion.

Since the seawater intake section is arranged at the bottom of the bow, the piping connecting the seawater intake section and the air cooler can be shortened. Since the seawater intake section is arranged on the bow side from the air blowing section, the air blown out by the air blowing section is prevented from being mixed into the seawater taken from the seawater intake section.

Preferably, the air blowing portions are arranged on both sides of the ship side portion of the bow bottom. The seawater intake part is disposed at the deepest position in the ship width direction of the bow bottom. The seawater intake part is disposed between the air blowing parts.

Since the seawater intake section is arranged at the bottom of the bow, the piping connecting the seawater intake section and the air cooler can be shortened. The seawater intake part is located at the deepest position in the ship width direction at the bow bottom and the seawater intake part is located between the air blowing parts, so the air blown out by the air blowing part is mixed into the seawater taken from the seawater intake part Is prevented.

According to a second aspect of the present invention, there is provided a method for manufacturing a frictional resistance-reducing ship, wherein a first opening is formed in a hull outer plate of a ship, an air blowing part is attached to the first opening, and the ship Providing a partition so as to divide the hold of the ship into a bow side portion and a stern side portion, installing an air supply device on the bow side portion of the hold, and supplying air from the air supply device to the air blowing portion And connecting the air supply device and the air blowing section.

Since the stern side part of the hold where cargo such as automobiles is mounted and the bow side part of the hold where the air supply device is installed are partitioned by a partition, fire prevention measures related to the air supply device are taken. In order to increase the area covered with air bubbles on the hull surface, the air blowing part is generally arranged at the bow part. By installing the air supply device at the bow side of the hold, the length of the pipe connecting the air supply device and the air blowing portion is shortened, and the construction period is shortened. Further, since the bow side portion of the hold is generally narrow in the ship width direction, a reduction in the capacity that can be used as a hold is small.

Preferably, in the manufacturing method of the frictional resistance reduction type ship, the second opening is formed in the hull outer plate of the ship, the seawater intake is attached to the second opening, and the seawater intake is And further installing an air cooler for cooling the air using the taken-in seawater.

Preferably, in forming the first opening, the first opening is formed on the bow bottom. In forming the second opening, the second opening is formed at the bow bottom. In forming the first opening or forming the second opening, the first opening is formed such that the second opening is closer to the bow than the first opening or A second opening is formed.

Since the second opening to which the seawater intake portion is attached is formed at the bow bottom, the piping connecting the seawater intake portion and the air cooler can be shortened. Therefore, the construction period when the ship is modified to produce a frictional resistance reduced ship is shortened. Since the 2nd opening part to which a seawater intake part is attached is arrange | positioned to the bow side from the 1st opening part to which an air blowing part is attached, the air which the air blowing part blown out may mix in the seawater taken in from a seawater intake part. Is prevented.

Preferably, the method for manufacturing a frictional resistance-reducing ship further includes installing a ventilation tube connected to the bow side portion of the hold in the deck exposed portion of the ship.

Ventilation of the bow side of the hold is possible with the ventilator.

Preferably, the ship includes a vehicle deck that forms a floor surface of the hold. In installing the air supply device, the air supply device is installed on the vehicle deck.

Since the vehicle deck has sufficient strength, reinforcement work for installing the air supply device can be minimized.

The ship remodeling method according to the third aspect of the present invention is a method of remodeling a ship into a frictional resistance reduced ship. The ship remodeling method includes disposing an air supply device at the foremost portion of the hold, disposing a partition wall between the air supply device and the hold, and a first opening in the hull outer plate of the ship. Forming an air outlet, attaching an air blowing portion to the first opening, and connecting the air supply device and the air blowing portion so that air is supplied from the air supply device to the air blowing portion Comprising.

According to the present invention, there are provided a frictional resistance reduction type ship to which fire prevention measures related to the air supply device are taken, and a method for manufacturing the same.

The above object, other objects, effects, and features of the present invention will become more apparent from the description of the embodiments in conjunction with the accompanying drawings.
FIG. 1A is a side view of a frictional resistance reduction type ship according to the first embodiment of the present invention. FIG. 1B is a bottom view of the frictional resistance reduction ship. FIG. 2 is a side view of a ship to be modified to a frictional resistance reduced ship. FIG. 3 is a plan view of the hull outer plate provided on the bow portion of the ship's bow and on the side of the bottom of the ship as seen from the inside of the ship. FIG. 4 is a plan view of the hull outer plate provided on the bow bottom flat portion of the ship as viewed from inside the ship. FIG. 5 is a schematic cross-sectional view of an air blowing portion to be provided on the bow portion of the bottom of the ship. FIG. 6 is a schematic cross-sectional view of an air blowing portion to be provided on the bow bottom flat portion. FIG. 7 is a schematic perspective view of the seawater intake portion. FIG. 8 is a schematic diagram showing a process of forming an opening in a hull outer plate provided on the bow bottom flat portion. FIG. 9 is a schematic diagram showing a process of forming an opening in a hull outer plate provided on the bow side of the ship. FIG. 10 is a schematic diagram showing a process of attaching an air blowing portion to an opening formed in the hull outer plate on the bow side of the ship. FIG. 11 is a schematic diagram showing a process of attaching an air blowing part to an opening formed in the hull outer plate of the bow part flat bottom. FIG. 12 is a schematic diagram showing a process of attaching the seawater intake part to the opening formed in the hull outer plate of the bow bottom flat part. FIG. 13 is a schematic diagram illustrating a process of installing a device such as an air supply device and a process of providing a partition wall. FIG. 14 is a schematic diagram illustrating a piping process and a wiring process. FIG. 15A is a side view of the bow portion side air blowing portion according to the second embodiment of the present invention. FIG. 15B is a cross-sectional view of the bow side ship side air blowing portion. FIG. 15C is a bottom view of the bow side air blowing portion. FIG. 16 is a cross-sectional view of an air blowing portion according to a comparative example. FIG. 17A is a side view of an air blowing portion for a bow portion bottom flat portion according to the second embodiment. FIG. 17B is a cross-sectional view of the air blowing portion for the bow portion bottom flat portion. FIG. 17C is a bottom view of the air blowing portion for the bow portion flat bottom portion. FIG. 18 is a schematic diagram illustrating a process of attaching the bow portion side air blowing portion to the opening formed in the hull outer plate on the bow portion. FIG. 19A is a side view of a bow portion side air blowing portion according to the third embodiment of the present invention. FIG. 19B is a cross-sectional view of the bow side ship side air blowing portion. FIG. 19C is a bottom view of the bow side air blowing portion. FIG. 20A is a side view of the air blowing portion for the bow portion bottom flat portion according to the third embodiment. FIG. 20B is a cross-sectional view of the air blowing portion for the bow portion flat bottom portion. FIG. 20C is a bottom view of the air blowing portion for the bow portion flat bottom portion.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS With reference to the accompanying drawings, embodiments for carrying out a ship air lubrication system, a frictional resistance reduced ship and a manufacturing method thereof according to the present invention will be described below. In the following description, the frictional resistance reduction ship is a ferry, but the frictional resistance reduction ship may be a ship other than a ferry.

(First embodiment)
Hereinafter, a ship air lubrication system, a frictional resistance reduction ship, and a method of manufacturing the same according to a first embodiment of the present invention will be described.

Referring to FIG. 1A, a frictional resistance reduction type ship 90 according to this embodiment includes a hull 80, an air lubrication system 1, an upper structure 71, a rudder 72, and a propeller 88. A ship length direction (front-rear direction), a ship width direction (left-right direction) of the hull 80, and directions perpendicular thereto are shown as an x direction, a y direction, and a z direction, respectively. A line in contact with the water surface of the hull 80 floating on the still water surface is defined as a draft line DL. The term “boat bottom” means a portion of the hull 80 below the waterline DL.

The hull 80 includes a bow bottom 80a, an air supply equipment room 83a, a hold 83b, a vehicle deck 84, a ramp 85, a deck exposing portion 86, a bulkhead 87, a hull outer plate 3, and a hull outer plate 4. With. The bow portion bottom 80 a includes a bow portion bottom flat portion 81 and a bow portion bottom side portion 82. The hull outer plate 3 is provided on the bow bottom flat portion 81. The hull skin 4 is provided on the bow side ship side portion 82. The air supply equipment room 83a is arranged on the bow side from the hold 83b. The air supply equipment room 83a and the boathouse 83b are partitioned by a partition wall 87. The vehicle deck 84 forms the floor surface of the air supply equipment room 83a and the hold 83b. The ramp 85 is used for the automobile 99 to get on and off the hold 83b. The deck exposure unit 86 is, for example, the upper deck of the bow, and is disposed above the air supply equipment room 83a.

The air lubrication system 1 includes an air supply device 11, an air cooler 12, a ventilating cylinder 13, an air suction port 14, an air blowing unit 100 A, an air blowing unit 100 B, a seawater intake unit 20, and a pump 32. . The air blowing part 100 A is arranged on the bow part bottom side ship side part 82. The air blowing part 100 B and the seawater intake part 20 are disposed on the bow bottom flat part 81. The air supply device 11 and the air cooler 12 are installed in the air supply device chamber 83a. The ventilation tube 13 and the air suction port 14 are installed in the deck exposure part 86. The ventilating cylinder 13 is connected to the air supply device room 83a and used to ventilate the air supply device room 83a. The air inlet 14 is connected to the air supply device 11. The air supply device 11 is connected to the air blowing units 100 A and 100 B via the air cooler 12. The seawater intake unit 20 is connected to the air cooler 12 via the pump 32.

1B, the seawater intake unit 20 and the air blowing unit 100B are disposed on, for example, the center line C, and are disposed on the ship bottom flat part 70 as a flat part of the ship bottom of the hull 80. The ship bottom flat part 70 includes a bow part ship bottom flat part 81. The bow bottom flat portion 81 is disposed at the deepest position in the y direction (the width direction) of the bow bottom 80a. The seawater intake part 20 is arranged on the bow side from the air blowing part 100B. The air blowing portions 100A are respectively arranged on both sides of the bow portion bottom side portion 82. When viewed from below, the seawater intake unit 20 is disposed between the air blowing units 100A provided on both sides.

The air supply device 11 pressurizes the air sucked from the air suction port 14 and supplies the pressurized air to the

air blowing portions

100A and 100B via the air cooler 12. The pump 32 supplies seawater taken from the seawater intake unit 20 to the air cooler 12. The air cooler 12 cools pressurized air using seawater. The air cooler 12 is, for example, a heat exchanger that exchanges heat between pressurized air and seawater. Alternatively, the air cooler 12 may be configured to cool the pressurized air by spraying seawater in the pressurized air, and may be configured to cool the pressurized air by blowing the pressurized air into the seawater. Also good. The

air blowing units

100A and 100B blow out the pressurized air supplied from the air supply device 11 into the water. The hull 80 is covered with bubbles formed by the air blown from the

air blowing portions

100A and 100B, and the frictional resistance of the hull 80 is reduced.

Here, since the cargo hold 83b in which the cargo such as the automobile 99 is mounted and the air supply device room 83a in which devices such as the air supply device 11 are installed are partitioned by the partition wall 87, fire prevention measures related to the air supply device 11 are taken. Applied. Further, the air blowing portions 100 A and 100 B are arranged at the bow portion of the hull 80 in order to increase the area covered with the bubbles of the hull 80. Since the air supply device chamber 83a in which the air supply device 11 is installed is on the bow side from the hold 83b, the piping length connecting the air supply device 11 and the

air blowing portions

100A and 100B is shortened. Therefore, the construction period for the piping is shortened.

The air supply device 11 pressurizes air to blow out air into the water against the water pressure. Therefore, the air at the outlet of the air supply device 11 is hot. If the hot air is blown out into the water without cooling, the deterioration of the paint film of the hull 80 may be accelerated. By blowing out the air cooled by the air cooler 12 into the water, deterioration of the coating film is suppressed.

Since the seawater intake section 20 is disposed on the bow side from the air blowing section 100B, the air blown out by the air blowing section 100B is prevented from being mixed into the seawater taken from the seawater intake section 20. Further, since the seawater intake unit 20 is disposed at the deepest position in the y direction (ship width direction) of the bow portion bottom 80a and the seawater intake unit 20 is disposed between the air blowing units 100A when viewed from below, the air blowing unit. The air blown out by 100A is prevented from being mixed into the seawater taken from the seawater intake unit 20. Therefore, the seawater intake function of the pump 32 is prevented from being lowered, and the cooling capacity of the air cooler 12 is prevented from being lowered.

Next, steps included in the method for manufacturing the frictional resistance reduced ship 90 will be described.

Here, a method of manufacturing the frictional resistance reduced type ship 90 by modifying the ship 91 shown in FIG. 2 will be described. The ship 91 includes a hull 80, an upper structure 71, a rudder 72, and a propeller 88. For the hull 80, the x, y, and z directions are defined as described above. The hull 80 includes a bow bottom 80 a, a hold 83, a vehicle deck 84, a ramp 85, a deck exposure unit 86, a hull outer plate 3, and a hull outer plate 4. The bow portion bottom 80 a includes a bow portion bottom flat portion 81 and a bow portion bottom side portion 82. The hull outer plate 3 is provided on the bow bottom flat portion 81. The hull skin 4 is provided on the bow side ship side portion 82. The vehicle deck 84 forms the floor of the hold 83. The hold 83 is used for mounting a car. The ramp 85 is used for an automobile to get on and off the hold 83. The deck exposing portion 86 is, for example, the upper deck of the bow portion, and is disposed above the bow side portion of the hold 83.

FIG. 3 is a plan view of the hull skin 4 of the bow bottom ship side part 82 as seen from the inside of the ship. A plurality of frames 5 are provided along the hull outer plate 4. The plurality of frames 5 are parallel to each other. The frame 5 is formed in a plane perpendicular to the x direction. In order to modify the ship 91 to the frictional resistance reduced ship 90, an opening is formed in the opening forming region 4c. The outline of the opening forming region 4c is indicated by a one-dot chain line. The opening forming region 4 c extends in the x direction across the plurality of frames 5. The contour line of the opening forming region 4 c intersects the frame 5 at

positions

5 a and 5 b in the longitudinal direction of the frame 5. The frame 5 includes a removal portion 5c between the

positions

5a and 5b. When the opening is formed in the opening forming region 4c, the removed portion 5c is cut off. At this time,

end portions

5a and 5b corresponding to the

positions

5a and 5b are formed on the frame 5, respectively.

FIG. 4 is a plan view of the hull outer plate 3 of the bow bottom flat portion 81 as viewed from the inside of the ship. A plurality of longitudinal members 6 are provided along the hull outer plate 3. The plurality of stringers 6 are parallel to each other. The longitudinal member 6 is formed to extend in the x direction. In order to modify the ship 91 to the frictional resistance reduced ship 90, an opening is formed in the opening forming region 3c. The outline of the opening forming region 3c is indicated by a one-dot chain line. The opening forming region 3 c extends in the y direction across the plurality of longitudinal members 6. The contour line of the opening forming region 3 c intersects the longitudinal member 6 at

positions

6 a and 6 b in the longitudinal direction of the longitudinal member 6. The stringer 6 includes a removal portion 6c between the

positions

6a and 6b. When the opening is formed in the opening forming region 3c, the removed portion 6c is cut off. At this time,

end portions

6 a and 6 b corresponding to the

positions

6 a and 6 b are formed in the longitudinal member 6.

As shown in FIG. 5, the air blowing part 100A is manufactured. Specifically, first, a bottom plate 110A, a chamber 120A, an air blowing chamber 130A, a diffusion plate 140A, a support 141A, a structural member 171A,

pipes

180A and 181A, and a flange 182A are prepared.

The bottom plate 110A is a metal plate having substantially the same shape as the opening 4a formed in the hull outer plate 4 described later. This is because the bottom plate 110A is fitted into the opening 4a and the periphery of the bottom plate 110A is coupled to the hull outer plate 4 by welding or the like. The bottom plate 110A is, for example, a rectangular metal plate. However, the bottom plate 110A may have a shape slightly larger than the opening 4a. In this case, the overlapping portions are joined by a method such as welding, bolts, or rivets. The bottom plate 110A is formed with a plurality of air blowing holes 111A that are a plurality of through holes for blowing out air. Since it is necessary for the bottom plate 110 A to have a function as the hull outer plate 4, it is preferable that the bottom plate 110 A is formed of a plate having the same material and thickness as the hull outer plate 4.

The diffusion plate 140A is attached to the bottom plate 110A via the support portion 141A so that the diffusion plate 140A faces the plurality of air blowing holes 111A at a predetermined distance.

The air blowing chamber 130A is, for example, a rectangular parallelepiped metal chamber. An air inlet 131A as a through hole is formed on one surface (hereinafter also referred to as a first surface). Another surface (hereinafter also referred to as a second surface) facing the first surface is opened (opened) to be coupled to the bottom plate 110A. The pipe 181A is coupled to the air blowing chamber 130A so that the pipe 181A is connected to the air inlet 131A. The bottom plate 110A is coupled to the second surface of the air blowing chamber 130A so that the diffusion plate 140A and the plurality of air blowing holes 111A are covered with the air blowing chamber 130A. Here, the diffusion plate 140A is disposed between the air inlet 131A and the air blowing hole 111A.

The chamber 120A is coupled to the bottom plate 110A so as to cover the air blowing chamber 130A. Since the air blowing hole 111A is formed in the bottom plate 110A, in the state where the bottom plate 110A is coupled to the hull outer plate 4 of the bow part bottom side ship side 82 and the air blowing part 100A is attached to the opening 4a as described later. The air blowing chamber 130 A may be considered part of the bow bottom ship side 82. In that case, if the material, thickness, strength, etc. of the air blowing chamber 130A are not equivalent to the hull outer plate 4, the air blowing chamber 130A may not be officially recognized as a part of the bow bottom ship side portion 82. . Therefore, the material of the chamber 120A, its thickness, strength, and the like are equivalent to those of the hull outer plate 4 so that the chamber 120A is publicly recognized as a recess structure of the bow bottom ship side portion 82. The chamber 120A is preferably large enough so that workers can work in it.

The piping 181A is taken out from the chamber 120A through the flange 182A and connected to the piping 180A. Air supplied through the

pipes

180A and 181A flows into the air blowing chamber 130A from the air inlet 131A. The inflowing air hits the diffusion plate 140A and diffuses, and then blows out from the air blowing hole 111A. The diffusion plate 140A prevents an increase in the flow rate of air blown from the air blowing holes 111A arranged in front of the air inlet 131A, and as a result, air is blown uniformly from the plurality of air blowing holes 111A. .

The structural member 171A has a shape corresponding to the frame 5. The structural member 171A is welded to the wall material 121A and the bottom plate 110A of the chamber 120A. The structural member 171A includes a first structural member 171A disposed on one side of the chamber 120A and a second structural member 171A disposed on the other side of the chamber 120A. The chamber 120A is disposed between the first and second structural members 171A.

As shown in FIG. 6, the air blowing part 100B is manufactured. Specifically, first, a bottom plate 110B, a chamber 120B, an air blowing chamber 130B, a diffusion plate 140B, a support portion 141B, a structural member 171B,

pipes

180B and 181B, and a flange 182B are prepared.

The bottom plate 110B is a metal plate having substantially the same shape as the opening 3a formed in the hull outer plate 3 described later. This is because the bottom plate 110B is fitted into the opening 3a and the periphery of the bottom plate 110B is joined to the hull outer plate 3 by welding or the like. The bottom plate 110B is, for example, a rectangular metal plate. However, the bottom plate 110B may have a shape slightly larger than the opening 3a. In this case, the overlapping portions are joined by a method such as welding, bolts, or rivets. A plurality of air blowing holes 111B, which are a plurality of through holes for blowing out air, are formed in the bottom plate 110B. Since the bottom plate 110 B needs to have a function as the hull outer plate 3, the bottom plate 110 B is preferably formed of a plate having the same material and thickness as the hull outer plate 3.

The diffusion plate 140B is attached to the bottom plate 110B via the support portion 141B so that the diffusion plate 140B faces the plurality of air blowing holes 111B at a predetermined distance.

The air blowing chamber 130B is, for example, a rectangular parallelepiped metal chamber. An air inlet 131B as a through hole is formed on one surface (hereinafter also referred to as a first surface). Another surface (hereinafter also referred to as a second surface) facing the first surface is opened (opened) in order to be coupled to the bottom plate 110B. The pipe 181B is coupled to the air blowing chamber 130B so that the pipe 181B is connected to the air inlet 131B. The bottom plate 110B is coupled to the second surface of the air blowing chamber 130B so that the diffusion plate 140B and the plurality of air blowing holes 111B are covered with the air blowing chamber 130B. Here, the diffusion plate 140B is disposed between the air inlet 131B and the air blowing hole 111B.

The chamber 120B is coupled to the bottom plate 110B so as to cover the air blowing chamber 130B. Since the air blowing hole 111B is formed in the bottom plate 110B, in a state where the bottom plate 110B is coupled to the hull outer plate 3 of the bow flat bottom portion 81 and the air blowing portion 100B is attached to the opening 3a as described later, The air blowing chamber 130 B may be regarded as a part of the bow bottom flat portion 81. In that case, if the material of the air blowing chamber 130B, its thickness, strength, etc. are not equivalent to the hull outer plate 3, the air blowing chamber 130B may not be officially recognized as part of the bow bottom flat portion 81. . Therefore, by making the material of the chamber 120B, its thickness, strength, and the like equivalent to those of the hull outer plate 3, the chamber 120B is publicly recognized as the recess structure of the bow bottom flat portion 81. Chamber 120B is preferably large enough so that workers can work in it.

The piping 181B is taken out from the chamber 120B through the flange 182B and connected to the piping 180B. The air supplied through the

pipes

180B and 181B flows into the air blowing chamber 130B from the air inlet 131B. The inflowing air hits the diffusion plate 140B and diffuses, and then blows out from the air blowing hole 111B. The diffusion plate 140B prevents an increase in the flow rate of air blown from the air blowing holes 111B disposed in front of the air inlet 131B, and as a result, air is blown uniformly from the plurality of air blowing holes 111B. .

The structural member 171B has a shape corresponding to the longitudinal member 6. The structural member 171B is welded to the wall surface material 121B and the bottom plate 110B of the chamber 120B. The structural member 171B includes a first structural member 171B disposed on one side of the chamber 120B and a second structural member 171B disposed on the other side of the chamber 120B. The chamber 120B is disposed between the first and second structural members 171B.

As shown in FIG. 7, the seawater intake unit 20 is manufactured. Specifically, first, a bottom plate 21, a sea chest 22, and a pipe 23 are prepared.

The bottom plate 21 is a metal plate having substantially the same shape as the opening 3b formed in the hull outer plate 3 described later. This is because the bottom plate 21 is fitted into the opening 3b and the periphery of the bottom plate 21 is coupled to the hull outer plate 3 by welding or the like. The bottom plate 21 is, for example, a rectangular metal plate. However, the bottom plate 21 may have a shape slightly larger than the opening 3b. In this case, the overlapping portions are joined by a method such as welding, bolts, or rivets. The bottom plate 21 is formed with a seawater intake 21a which is a through hole for taking in seawater. In order to prevent foreign matter from entering the seawater intake portion 20, a lattice (not shown) is provided at the seawater intake port 21a. Since the bottom plate 21 needs to have a function as the hull outer plate 3, it is preferable that the bottom plate 21 is formed of a plate having the same material and thickness as the hull outer plate 3.

The sea chest 22 is a rectangular parallelepiped metal chamber, for example. A seawater outlet as a through hole is formed on one surface (hereinafter also referred to as a first surface). The other surface (hereinafter also referred to as the second surface) facing the first surface is opened (opened) in order to be coupled to the bottom plate 21. The pipe 23 is coupled to the sea chest 22 so that the pipe 23 is connected to the seawater outlet. The bottom plate 21 is coupled to the second surface of the sea chest 22 so that the seawater intake port 21 a is covered with the sea chest 22. Seawater that has flowed into the sea chest 22 from the seawater intake port 21 a is supplied to the air cooler 12 through the pipe 23. In addition to the pipe 23, another pipe (not shown) may be connected to the sea chest 22.

Since the seawater intake 21a is formed in the bottom plate 21, in a state where the bottom plate 21 is coupled to the hull outer plate 3 of the bow bottom flat portion 81 and the seawater intake portion 20 is attached to the opening 3b as described later, The sea chest 22 needs to be publicly recognized as a part of the bow bottom flat portion 81. Accordingly, it is preferable that the material of the sea chest 22, its thickness, strength, and the like are equivalent to those of the hull outer plate 3. By doing so, the sea chest 22 is publicly recognized as a recess structure of the bow bottom flat portion 81.

Hereinafter, the process performed with the ship 91 in the dock will be described.

Referring to FIG. 8,

openings

3 a and 3 b are formed in the hull outer plate 3 of the bow bottom flat portion 81. Here, the

openings

3a and 3b are formed so that the opening 3b is closer to the bow than the opening 3a. The opening 3a is formed in the above-described opening forming region 3c. At this time, the cut portion 6 c is cut out from each longitudinal member 6, and ends 6 a and 6 b are formed on the longitudinal member 6.

Referring to FIG. 9, an opening 4 a is formed in the hull outer plate 4 of the bow bottom ship side portion 82. The opening 4a is formed in the above-described opening forming region 4c. At this time, the cut portion 5 c is cut from each frame 5, and

end portions

5 a and 5 b are formed in the frame 5.

The production of the air blowing part 100A and the formation of the opening 4a in the hull outer plate 4 may be performed first or may be performed simultaneously. Either the production of the air blowing portion 100B or the formation of the opening 3a in the hull outer plate 3 may be performed first or may be performed simultaneously. Either the production of the seawater intake portion 20 or the formation of the opening 3b in the hull outer plate 3 may be performed first or may be performed simultaneously. However, the dock use period is shortened by manufacturing the air blowing unit 100A, the air blowing unit 100B, and the seawater intake unit 20 in advance before putting the ship 91 in the dock.

As shown in FIG. 10, an air blowing part 100A is attached to the opening 4a formed in the hull outer plate 4. Specifically, the air blowing portion 100A is inserted into the opening 4a of the hull outer plate 4 from the outside of the hull 80 toward the inside of the vessel. At that time, the chamber 120A is inserted toward the inside of the ship and the bottom plate 110A is inserted toward the outside of the ship. And it inserts to the position where the outer surface of the bottom plate 110A and the outer surface of the hull outer plate 4 are connected smoothly (without a step). Thereby, the chamber 120A is disposed on the inner side of the ship, and the bottom plate 110A is fitted into the opening 4a with almost no gap. Thereafter, the bottom plate 110A is joined to the hull outer plate 4 by welding or the like, the first structural member 171A is joined to the end portion 5a of the frame 5 by welding or the like, and the second structural member 171A is joined to the end portion 5b of the frame 5. Connect by welding. At this time, the outer surface of the bottom plate 110A and the outer surface of the hull outer plate 4 are joined so as to form the same surface. When the opening 4a has a shape slightly smaller than the bottom plate 110A, the overlapping portions are joined by welding, bolts, rivets, or the like, and polished so as to smooth the step between the bottom plate 110A and the hull outer plate 4. By connecting the bottom plate 110 A to the hull outer plate 4, the hull outer plate 4 and the bottom plate 110 A of the vessel 91 form the hull outer plate 4 of the frictional resistance reduction type vessel 90. By connecting the structural member 171 A to the frame 5, the frame 5 and the structural member 171 A of the ship 91 form a frame of the frictional resistance reduced ship 90.

As shown in FIG. 11, an air blowing portion 100 B is attached to the opening 3 a formed in the hull outer plate 3. Specifically, the air blowing portion 100B is inserted into the opening 3a of the hull outer plate 3 from the outside of the hull 80 toward the inside of the vessel. At that time, the chamber 120B is inserted toward the inside of the ship and the bottom plate 110B is inserted toward the outside of the ship. And it inserts to the position where the outer surface of the bottom plate 110B and the outer surface of the hull outer plate 3 are smoothly connected (without a step). Thereby, the chamber 120B is disposed on the inner side of the ship, and the bottom plate 110B is fitted into the opening 3a with almost no gap. Thereafter, the bottom plate 110B is joined to the hull outer plate 3 by welding or the like, the first structural member 171B is joined to the end 6a of the longitudinal member 6 by welding or the like, and the second structural member 171B is joined to the longitudinal member 6 The end 6b is connected by welding or the like. At this time, the outer surface of the bottom plate 110B and the outer surface of the hull outer plate 3 are joined so as to form the same surface. When the opening 3a has a shape slightly smaller than the bottom plate 110B, the overlapping portions are joined by welding, bolts, rivets, or the like, and polished so as to smooth the step between the bottom plate 110B and the hull outer plate 3. By connecting the bottom plate 110 B to the hull outer plate 3, the hull outer plate 3 and the bottom plate 110 B of the ship 91 form the hull outer plate 3 of the frictional resistance reduction type ship 90. By connecting the structural member 171 B to the longitudinal member 6, the longitudinal member 6 and the structural member 171 B of the ship 91 form a longitudinal member of the frictional resistance reduced ship 90.

As shown in FIG. 12, the seawater intake 20 is attached to the opening 3 b formed in the hull outer plate 3. Specifically, the seawater intake portion 20 is inserted into the opening 3 b of the hull outer plate 3 from the outside of the hull 80 toward the inside of the vessel. At that time, the sea chest 22 is inserted toward the inside of the ship and the bottom plate 21 is inserted toward the outside of the ship. And it inserts to the position where the outer surface of the bottom plate 21 and the outer surface of the hull outer plate 3 are smoothly connected (without a step). As a result, the sea chest 22 is arranged on the inner side of the ship, and the bottom plate 21 is fitted into the opening 3b with almost no gap. Thereafter, the bottom plate 21 is joined to the hull outer plate 3 by welding or the like. At this time, the outer surface of the bottom plate 21 and the outer surface of the hull outer plate 3 are joined so as to form the same surface. When the opening 3b has a shape slightly smaller than the bottom plate 21, the overlapping portions are joined by welding, bolts, rivets, or the like, and polished so as to smooth the step between the bottom plate 21 and the hull outer plate 3.

Here, the air blowing portion 100A, the air blowing portion 100B, and the seawater intake portion 20 are inserted into the opening 4a, the opening 3a, and the opening 3b from the outside of the ship, respectively. This method shortens the construction period in the case of manufacturing a frictional resistance-reduced ship 90 by remodeling a ship whose internal structure has already been completed, such as the ship 91.

Since the opening 3b to which the seawater intake part 20 is attached is arranged on the bow side from the opening 3a to which the air blowing part 100B is attached, the air blown out by the air blowing part 100B is mixed into the seawater taken from the seawater intake part 20 It is prevented.

As shown in FIG. 13, a partition wall 87 is provided so as to partition the hold 83 into a bow side portion 83a and a stern side portion 83b. The bow side portion 83 a is the most bow portion of the hold 83. The partition wall 87 is made of, for example, steel. The vehicle deck 84 forms the floor surface of the bow side portion 83a and the stern side portion 83b. The air supply device 11 and the air cooler 12 are installed on the bow side portion 83a. Here, the air supply device 11 and the air cooler 12 are installed on the vehicle deck 84. Since the vehicle deck 84 has sufficient strength, the reinforcement work for installing the air supply device 11 and the air cooler 12 can be minimized. The ventilation cylinder 13 and the air inlet 14 are installed in the deck exposure part 86. Ventilation tube 13 is connected to bow side portion 83a. The bow side portion 83a is partitioned from the stern side portion 83b by the partition wall 87, but the bow side portion 83a is ventilated by the ventilation tube 13. The bow side portion 83a and the stern side portion 83b are used as the air supply equipment room 83a and the hold 83b in the frictional resistance reduction type ship 90, respectively. Since the bow-side portion 83a of the hold 83 is generally narrow in the y direction, there is little reduction in the capacity that can be used as a hold.

Referring to FIG. 14, the pump 32 is installed in the hull 80, the exhaust port 15 is installed in the deck exposure part 86, and the control panel 40 is installed in the bow side (air supply equipment room) 83a of the hold 83. The control panel 40 has a function of controlling the air supply device 11. The control panel 40 is an inverter panel, for example. The air supply device 11 includes a blower 11a that pressurizes air and a motor 11b that drives the blower 11a. The air suction port 14 and the inlet of the blower 11 a are connected by an air suction line 16. The outlet of the blower 11a and the air inlet of the air cooler 12 are connected by an air discharge line 17A. An air discharge line 17 B is connected to the air outlet of the air cooler 12. The pipe 180A of the air blowing part 100A is connected to the air discharge line 17B. The pipe 180B of the air blowing part 100B is connected to the air discharge line 17B. The exhaust port 15 and the air discharge line 17 B are connected by an exhaust line 19. The air discharge line 17B and the blower 11a are connected by an air return line 18. The piping 23 of the seawater intake unit 20 and the inlet of the pump 32 are connected by a cooling seawater line 30A. The outlet of the pump 32 and the seawater inlet of the air cooler 12 are connected by a cooling seawater line 30B. The seawater outlet of the air cooler 12 and the drain outlet 31 are connected. The control panel 40 and the motor 11b are connected with an electric wire. The air lubrication system 1 includes an exhaust port 15, a control panel 40, an air suction line 16, an air discharge line 17A, an air discharge line 17B, an exhaust line 19, an air return line 18, and a cooling seawater line 30A. A cooling seawater line 30B and a drain port 31 are provided.

Here, since the seawater intake section 20 is disposed on the bow bottom 80a, the piping lengths of the cooling

seawater lines

30A and 30B can be shortened. Therefore, the construction period in the case of manufacturing a frictional resistance reduced ship 90 by remodeling a ship having an internal structure already completed like the ship 91 is shortened.

The air supply device 11 supplies the air sucked from the air suction port 14 to the

air blowing portions

100A and 100B via the air cooler 12. The pump 32 supplies air taken from the seawater intake unit 20 to the air cooler 12. The air cooler 12 cools air using seawater. The drain port 31 has a function of draining seawater used for air cooling out of the ship. The

air blowing parts

100A and 100B blow out the cooled air into the water. The air return line 18 has a function of partially returning the air cooled by the air cooler 12 from the air discharge line 17B to the blower 11a. The exhaust port 15 has a function of partially releasing the air cooled by the air cooler 12 into the atmosphere.

As described above, the manufacturing method of the frictional resistance reduction type ship is carried out.

In addition, you may perform a part of said process in the state which moored the ship 91 to the outfitting quay. For example, connecting the air suction port 14 and the blower 11a with the air suction line 16 and connecting the motor 11b and the control panel 40 with an electric wire can be performed on the quay.

(Second Embodiment)
Hereinafter, a ship air lubrication system, a frictional resistance reduction ship, and a method of manufacturing the same according to a second embodiment of the present invention will be described. The frictional resistance reduction type ship 90 and its manufacturing method according to the present embodiment include the frictional resistance reduction type ship 90 and the

air blowing parts

100A and 100B according to the first embodiment in that the

air blowing parts

100A and 100B are replaced by the

air blowing parts

200A and 200B, respectively. Different from its manufacturing method.

Referring to FIG. 15A, an air blowing portion 200A includes a bottom plate 210A, an outer chamber 220A, an inner chamber 230A, a diffusion plate 240A, a support portion 241A, a structural member 270A, a structural member 271A, and a pipe 280A. And a branch pipe 281A and a valve 282A. The branch pipe 281A is branched from the pipe 280A. The valve 282A is provided in the branch pipe 281A. A plurality of inner chambers 230A are arranged inside the outer chamber 220A. A plurality of diffusion plates 240A and a plurality of branch pipes 281A are provided corresponding to the plurality of inner chambers 230A, respectively. The structural member 270A is disposed between the adjacent inner chambers 230A in the outer chamber 220A. The structural member 271A is disposed outside the outer chamber 220A. The pipe 280A is provided in parallel to the arrangement direction of the plurality of inner chambers 230A.

Referring to FIG. 15B, the bottom plate 210A is a metal plate having substantially the same shape as the opening 4a formed in the hull outer plate 4. This is because the bottom plate 210A is fitted into the opening 4a and the periphery of the bottom plate 210A is joined to the hull outer plate 4 by welding or the like. The bottom plate 210A is, for example, a rectangular metal plate. However, the bottom plate 210A may have a shape slightly larger than the opening 4a. In this case, the overlapping portions are joined by a method such as welding, bolts, or rivets. Since the bottom plate 210 A needs to have a function as the hull outer plate 4, the bottom plate 210 A is preferably formed of a plate having the same material and thickness as the hull outer plate 4. The bottom plate 210A has a plurality of openings 211A corresponding to the plurality of inner chambers 230A, respectively.

The outer chamber 220A is, for example, a rectangular parallelepiped metal chamber. A plurality of air inlets 221A as a plurality of through holes are formed in the upper surface member 225A forming one surface (hereinafter also referred to as a first surface). The plurality of air inlets 221A are formed corresponding to the plurality of inner chambers 230A, respectively. Another surface (hereinafter also referred to as a second surface) facing the first surface is opened (opened) in order to be coupled to the bottom plate 210A. The outer chamber 220A includes a pair of wall surfaces 222A. When the upper surface member 225A is regarded as a ceiling, the pair of wall surface materials 222A correspond to a pair of wall surfaces facing each other. The plurality of branch pipes 281A are coupled to the outer chamber 220A so that the plurality of branch pipes 281A are respectively connected to the plurality of air inlets 221A. The bottom plate 210A is coupled to the second surface of the outer chamber 220A so that the plurality of openings 211A are covered with the outer chamber 220A. Here, the plurality of air inlets 221A face the plurality of openings 211A, respectively.

The inner chamber 230A includes a cylindrical portion 233A that is open (opened) on both sides, and an air blowing plate 231A that closes one side of the cylindrical portion 233A. The inner chamber 230A is, for example, a metal chamber. A plurality of air blowing holes 232A are formed in the air blowing plate 231A. The diffusion plate 240A is disposed inside the inner chamber 230A. The diffusion plate 240A is attached to the air blowing plate 231A via the support portion 241A so that the diffusion plate 240A faces the plurality of air blowing holes 232A at a predetermined distance. The inner chamber 230A is attached to the outer chamber 220A with a screw part 250A in a state where the inner chamber 230A is disposed inside the outer chamber 220A so as to cover the air inlet 221A. Here, the cylindrical portion 223A is disposed between the pair of wall surface materials 222A, the sealing material 260A is disposed between the inner chamber 230A and the outer chamber 220A, and the inner chamber 230A is interposed via the sealing material 260A by the screw component 250A. Pressed against the outer chamber 220A, the air blowing plate 231A is disposed in the opening 211A formed in the bottom plate 210A, and the diffusion plate 240A is disposed between the air inlet 221A and the air blowing hole 232A.

The structural member 271A has a shape corresponding to the frame 5. The structural member 271A is coupled to the wall surface material 222A and the bottom plate 210A of the outer chamber 220A by welding or the like. The structural member 271A includes a first structural member 271A disposed on one side of the outer chamber 220A and a second structural member 271A disposed on the other side of the outer chamber 220A. The outer chamber 220A is disposed between the first and second structural members 271A.

Referring to FIG. 15C, the first and second structural members 271A are arranged corresponding to the structural member 270A.

The air supplied through the pipe 280A and the branch pipe 281A flows into the inner chamber 230A from the air inlet 221A. The inflowing air hits the diffusion plate 240A and diffuses, and then blows out from the air blowing hole 232A. The diffusion plate 240A prevents an increase in the flow rate of air blown from the air blowing holes 232A disposed in front of the air inlet 221A. As a result, air is blown uniformly from the plurality of air blowing holes 232A. .

Further, since the space between the outer chamber 220A and the inner chamber 230A is sealed with the sealing material 260A, almost all of the air that has flowed into the inner chamber 230A from the air inlet 221A is a plurality of air blowing holes formed on the air blowing plate 231A. Blowing out from the hole 232A prevents air from leaking between the inner chamber 230A and the outer chamber 220A and blowing out from the gap between the air blowing plate 231A and the bottom plate 210A. That is, air is blown out from the air blowing hole 232A as designed.

Moreover, since air is blown out from the plurality of inner chambers 230A, the air blowing portion 200A can blow out air from a wide range.

Hereinafter, a method of manufacturing the air blowing part 200A will be described. After the wall material 222A and the structural member 270A are joined to the bottom plate 210A by welding or the like, the upper surface material 225A is joined to the wall material 222A by welding or the like to form the outer chamber 220A. The branch pipe 281A is coupled to the upper surface member 225A so as to be connected to the air inlet 221A. The structural member 271A is coupled to the bottom plate 210A and the wall surface material 222A by welding or the like. Before attaching the inner chamber 230A to the outer chamber 220A, a tool is inserted from the opening 211A formed in the bottom plate 210A to weld the inside of the outer chamber 220A. Thereafter, the inner chamber 230A to which the diffusion plate 240A is attached in advance is placed from the opening 211A of the bottom plate 210A to the outer chamber 220A with the other side (opening side) of the cylindrical portion 233A facing the top plate 225A (air inlet 221A). And is attached to the outer chamber 220A with a threaded part 250A. At that time, the screw member 250A is tightened in a state where the sealant 260A is disposed between the inner chamber 230A and the outer chamber 220A, and the inner chamber 230A is pressed against the outer chamber 220A.

Since the opening 211A is formed in the bottom plate 210A, in the state where the bottom plate 110A is coupled to the hull outer plate 4 of the bow bottom ship side portion 82 and the air blowing portion 200A is attached to the opening 4a as described later, the outer chamber 220A may be considered part of the bow bottom side 82. In that case, the material, thickness, strength, and the like of the outer chamber 220A may be equivalent to those of the hull skin 4 so that the outer chamber 220A is publicly recognized as a part of the bow bottom ship side portion 82. preferable.

According to this embodiment, since the inner chamber 230A is attached to the outer chamber 220A with the screw part 250A, it is possible to weld the inside of the outer chamber 220A before attaching the inner chamber 230A to the outer chamber 220A. . By welding the inside of the outer chamber 220A, the hermeticity and strength of the outer chamber 220A are improved. The outer chamber 220A may be large enough to allow a worker to insert a tool from the opening 211A and perform welding work, and may not be large enough to allow people to enter and exit. Therefore, it is easy to manufacture the air blowing portion 200A and attach the air blowing portion 200A to the opening 4a of the hull outer plate 4. Therefore, the construction period for manufacturing the frictional resistance reduction type ship 90 is shortened, and in particular, the use period of the dock is shortened. It is also possible to remove the inner chamber 230A from the outer chamber 220A and perform maintenance of the air blowing part 200A.

Furthermore, since the diffusion plate 240A is attached not to the outer chamber 220A but to the inner chamber 230A, the diffusion plate 240A does not get in the way when welding the inside of the outer chamber 220A.

Referring to the comparative example shown in FIG. 16, the effect of this embodiment becomes more apparent. In this comparative example, the inner chamber 230A is not used, and the bottom plate 210X is used instead of the bottom plate 210A. An air blowing hole 212X is formed in the bottom plate 210X. Here, the diffusion plate 240A is attached to the bottom plate 210X via the support portion 241A, and the wall surface material 222A is welded to the bottom plate 210X. Thereafter, the upper surface material 225A is welded to the wall surface material 222A to form the outer chamber 220A. In this case, since the air blowing hole 212X is small, it is impossible to insert a tool into the outer chamber 220A and weld the inside of the outer chamber 220A. For example, the part pointed by the arrow in the figure cannot be welded.

Referring to FIG. 17A, air blowing portion 200B includes bottom plate 210B, outer chamber 220B, inner chamber 230B, diffusion plate 240B, support portion 241B, structural member 270B, structural member 271B, and piping 280B. And a branch pipe 281B and a valve 282B. The branch pipe 281B is branched from the pipe 280B. The valve 282B is provided in the branch pipe 281B. A plurality of inner chambers 230B are arranged inside the outer chamber 220B. A plurality of diffusion plates 240B and a plurality of branch pipes 281B are provided corresponding to the plurality of inner chambers 230B, respectively. The structural member 270B is disposed between the adjacent inner chambers 230B in the outer chamber 220B. The structural member 271B is disposed outside the outer chamber 220B. The pipe 280B is provided in parallel to the arrangement direction of the plurality of inner chambers 230B.

Referring to FIG. 17B, the bottom plate 210B is a metal plate having substantially the same shape as the opening 3a formed in the hull outer plate 3. This is because the bottom plate 210B is fitted into the opening 3a and the periphery of the bottom plate 210B is coupled to the hull outer plate 3 by welding or the like. The bottom plate 210B is, for example, a rectangular metal plate. However, the bottom plate 210B may have a shape slightly larger than the opening 3a. In this case, the overlapping portions are joined by a method such as welding, bolts, or rivets. Since the bottom plate 210 B needs to have a function as the hull outer plate 3, the bottom plate 210 B is preferably formed of a plate having the same material and thickness as the hull outer plate 3. A plurality of openings 211B are formed in the bottom plate 210B corresponding to the plurality of inner chambers 230B, respectively.

The outer chamber 220B is, for example, a rectangular parallelepiped metal chamber. A plurality of air inlets 221 B as a plurality of through holes are formed in the upper surface member 225 B forming one surface (hereinafter also referred to as a first surface). The plurality of air inlets 221B are formed corresponding to the plurality of inner chambers 230B, respectively. Another surface (hereinafter also referred to as a second surface) facing the first surface is opened (opened) in order to be coupled to the bottom plate 210B. The outer chamber 220B includes a pair of wall surfaces 222B. When the top surface material 225B is considered as a ceiling, the pair of wall surface materials 222B correspond to a pair of wall surfaces facing each other. The plurality of branch pipes 281B are coupled to the outer chamber 220B so that the plurality of branch pipes 281B are connected to the plurality of air inlets 221B, respectively. The bottom plate 210B is coupled to the second surface of the outer chamber 220B so that the plurality of openings 211B are covered with the outer chamber 220B. Here, the plurality of air inlets 221B face the plurality of openings 211B, respectively.

The inner chamber 230B includes a cylindrical portion 233B that is open (opened) on both sides, and an air blowing plate 231B that closes one side of the cylindrical portion 233B. The inner chamber 230B is, for example, a metal chamber. A plurality of air blowing holes 232B are formed in the air blowing plate 231B. The diffusion plate 240B is disposed inside the inner chamber 230B. The diffusion plate 240B is attached to the air blowing plate 231B via the support portion 241B so that the diffusion plate 240B faces the plurality of air blowing holes 232B at a predetermined distance. The inner chamber 230B is attached to the outer chamber 220B with a screw part 250B in a state where the inner chamber 230B is disposed inside the outer chamber 220B so as to cover the air inlet 221B. Here, the cylindrical portion 223B is disposed between the pair of wall surface members 222B, the sealing material 260B is disposed between the inner chamber 230B and the outer chamber 220B, and the inner chamber 230B is interposed via the sealing material 260B by the screw component 250B. Pressed against the outer chamber 220B, the air blowing plate 231B is disposed in the opening 211B formed in the bottom plate 210B, and the diffusion plate 240B is disposed between the air inlet 221B and the air blowing hole 232B.

The structural member 271B has a shape corresponding to the longitudinal member 6. The structural member 271B is coupled to the wall surface material 222B and the bottom plate 210B of the outer chamber 220B by welding or the like. The structural member 271B includes a first structural member 271B disposed on one side of the outer chamber 220B and a second structural member 271B disposed on the other side of the outer chamber 220B. The outer chamber 220B is disposed between the first and second structural members 271B.

Referring to FIG. 17C, the first and second structural members 271B are arranged corresponding to the structural member 270B.

The air supplied through the pipe 280B and the branch pipe 281B flows into the inner chamber 230B from the air inlet 221B. The inflowing air hits the diffusion plate 240B and diffuses, and then blows out from the air blowing hole 232B. The diffusion plate 240B prevents an increase in the flow rate of air blown from the air blowing holes 232B disposed in front of the air inlet 221B, and as a result, air is blown uniformly from the plurality of air blowing holes 232B. .

Further, since the space between the outer chamber 220B and the inner chamber 230B is sealed with the sealing material 260B, almost all of the air that has flowed into the inner chamber 230B from the air inlet 221B is a plurality of air blowing holes formed on the air blowing plate 231B. Blowing out from the hole 232B prevents air from leaking from between the inner chamber 230B and the outer chamber 220B and blowing out from the gap between the air blowing plate 231B and the bottom plate 210B. That is, air is blown out from the air blowing hole 232B as designed.

Further, since air is blown out from the plurality of inner chambers 230B, the air blowing unit 200B can blow out air from a wide range.

Hereinafter, a method of manufacturing the air blowing unit 200B will be described. After the wall material 222B and the structural member 270B are joined to the bottom plate 210B by welding or the like, the upper surface material 225B is joined to the wall material 222B by welding or the like to form the outer chamber 220B. The branch pipe 281B is coupled to the upper surface material 225B so as to be connected to the air inlet 221B. The structural member 271B is coupled to the bottom plate 210B and the wall surface material 222B by welding or the like. Before attaching the inner chamber 230B to the outer chamber 220B, a tool is inserted from the opening 211B formed in the bottom plate 210B to weld the inside of the outer chamber 220B. Thereafter, the inner chamber 230B, to which the diffusion plate 240B is attached in advance, is placed from the opening 211B of the bottom plate 210B to the outer chamber 220B with the other side (opening side) of the cylindrical portion 233B facing the upper surface plate 225B (air inlet 221B). And is attached to the outer chamber 220B with a threaded part 250B. At that time, the screw member 250B is tightened in a state where the sealing material 260B is disposed between the inner chamber 230B and the outer chamber 220B, and the inner chamber 230B is pressed against the outer chamber 220B.

Since the opening 211B is formed in the bottom plate 210B, in the state where the bottom plate 110B is coupled to the hull outer plate 3 of the bow bottom flat portion 81 and the air blowing portion 200B is attached to the opening 3a as described later, the outer chamber 220B may be regarded as a part of the bow bottom flat portion 81. In that case, the material, thickness, strength, and the like of the outer chamber 220B may be equivalent to those of the hull skin 3 so that the outer chamber 220B is publicly recognized as a part of the bow bottom flat portion 81. preferable.

According to this embodiment, since the inner chamber 230B is attached to the outer chamber 220B with the screw part 250B, it is possible to weld the inside of the outer chamber 220B before attaching the inner chamber 230B to the outer chamber 220B. . By welding the inside of the outer chamber 220B, the sealing property and strength of the outer chamber 220B are improved. The outer chamber 220B may be large enough to allow a worker to insert a tool from the opening 211B and perform welding work, and may not be large enough to allow people to enter and exit. Therefore, manufacture of the air blowing part 200B and attachment of the air blowing part 200B to the opening 3a of the hull outer plate 3 are easy. Therefore, the construction period for manufacturing the frictional resistance reduction type ship 90 is shortened, and in particular, the use period of the dock is shortened. Further, it is possible to perform maintenance of the air blowing part 200B by removing the inner chamber 230B from the outer chamber 220B.

Furthermore, since the diffusion plate 240B is attached not to the outer chamber 220B but to the inner chamber 230B, the diffusion plate 240B does not get in the way when welding the inside of the outer chamber 220B.

As shown in FIG. 18, an air blowing part 200 A is attached to the opening 4 a formed in the hull outer plate 4. Specifically, the air blowing portion 200 A is inserted into the opening 4 a of the hull outer plate 4 from the outside of the hull 80 toward the inside of the vessel. At that time, the outer chamber 220A is inserted toward the inside of the ship and the bottom plate 210A is inserted toward the outside of the ship. And it inserts to the position where the outer surface of the bottom plate 210A and the outer surface of the hull outer plate 4 are connected smoothly (without a step). Thereby, the outer chamber 220A is disposed inside the ship, and the bottom plate 210A fits into the opening 4a with almost no gap. Thereafter, the bottom plate 210A is joined to the hull outer plate 4 by welding or the like, the first structural member 271A is joined to the end portion 5a of the frame 5 by welding or the like, and the second structural member 271A is joined to the end portion 5b of the frame 5. Connect by welding. At this time, the outer surface of the bottom plate 210A and the outer surface of the hull outer plate 4 are joined so as to form the same surface. When the opening 4a has a shape slightly smaller than the bottom plate 210A, the overlapping portions are joined by welding, bolts, rivets, or the like, and polished so as to smooth the step between the bottom plate 210A and the hull outer plate 4.

The hull outer plate 4 and the bottom plate 210A of the vessel 91 form the hull outer plate 4 of the frictional resistance reduction type vessel 90 by coupling the bottom plate 210A to the hull outer plate 4. By connecting the structural member 271 A to the frame 5, the frame 5 and the structural member 271 A of the ship 91 form a frame of the frictional resistance reduced ship 90. In a state where the air blowing portion 200A is attached to the opening 4a of the hull outer plate 4, the wall surface material 222A of the outer chamber 220A is formed to extend across the frame 5. Therefore, the outer chamber 220A and the structural member 271A enhance the structure of the air blowing part 200A before the air blowing part 200A is attached to the opening 4a, and the frictional resistance reduction type after the air blowing part 200A is attached to the opening 4a. The hull strength of the ship 90 is improved.

After attaching the air blowing part 200A to the opening 4a, the air supply device 11 and the air blowing part 200A are connected by connecting the pipe 280A of the air blowing part 200A to the air discharge line 17B. Thereby, the plurality of air inlets 221 A are connected to the air supply device 11.

Here, since the air blowing portion 200A including the pipe 280A and the plurality of branch pipes 281A is attached to the opening 4a, the construction period in the dock is shortened.

The method of attaching the air blowing part 200B to the opening 3a formed in the hull outer plate 3 is the same as the case of the air blowing part 200A. Specifically, the air blowing portion 200B is inserted into the opening 3a of the hull outer plate 3 from the outside of the hull 80 toward the inside of the vessel. At that time, the outer chamber 220B is inserted toward the inside of the ship and the bottom plate 210B is inserted toward the outside of the ship. And it inserts to the position where the outer surface of the bottom plate 210B and the outer surface of the hull outer plate 3 are connected smoothly (without a step). Thereby, the outer chamber 220B is disposed inside the ship, and the bottom plate 210B fits into the opening 3a with almost no gap. Thereafter, the bottom plate 210B is joined to the hull outer plate 3 by welding or the like, the first structural member 271B is joined to the end portion 6a of the longitudinal member 6 by welding or the like, and the second structural member 271B is joined to the longitudinal member 6. The end 6b is coupled by welding or the like. At this time, the outer surface of the bottom plate 210B and the outer surface of the hull outer plate 3 are joined so as to form the same surface. When the opening 3a has a shape slightly smaller than the bottom plate 210B, the overlapping portions are joined by welding, bolts, rivets, or the like, and polished so as to smooth the step between the bottom plate 210B and the hull outer plate 3.

By connecting the bottom plate 210B to the hull outer plate 3, the hull outer plate 3 and the bottom plate 210B of the vessel 91 form the hull outer plate 3 of the frictional resistance reduction type vessel 90. By connecting the structural member 271 B to the longitudinal member 6, the longitudinal member 6 and the structural member 271 B of the ship 91 form a longitudinal member of the frictional resistance reduced ship 90. In a state where the air blowing portion 200B is attached to the opening 3a of the hull outer plate 3, the wall surface material 222B of the outer chamber 220B is formed so as to extend across the longitudinal member 6. Therefore, the outer chamber 220B and the structural member 271B strengthen the structure of the air blowing part 200B before the air blowing part 200B is attached to the opening 3a, and the frictional resistance reduction type after the air blowing part 200B is attached to the opening 3a. The hull strength of the ship 90 is improved.

After attaching the air blowing part 200B to the opening 3a, the air supply unit 11 and the air blowing part 200B are connected by connecting the pipe 280B of the air blowing part 200B to the air discharge line 17B. Thereby, the plurality of air inlets 221 B are connected to the air supply device 11.

Here, since the air blowing portion 200B including the pipe 280B and the plurality of branch pipes 281B is attached to the opening 3a, the construction period in the dock is shortened.

(Third embodiment)
Hereinafter, a ship air lubrication system, a frictional resistance reduction ship, and a method of manufacturing the same according to a third embodiment of the present invention will be described. The frictional resistance reduction type ship 90 and the manufacturing method thereof according to the present embodiment are such that the

air blowing portions

100A and 100B are replaced with the

air blowing portions

300A and 300B, respectively, instead of forming the opening 3a in the hull outer plate 3. The first is that a plurality of openings are formed so as not to cut the longitudinal member 6, and a plurality of openings are formed so as not to cut the frame 5 instead of forming the openings 4 a in the hull outer plate 4. It differs from the frictional resistance reduction type ship 90 and its manufacturing method according to the embodiment. The manufacturing method according to the present embodiment is suitable for manufacturing the frictional resistance reduced ship 90 as a new shipbuilding.

Referring to FIG. 19A, the air blowing section 300A includes an outer chamber 320A, an inner chamber 330A, a diffusion plate 340A, a support section 341A, a pipe 380A, a branch pipe 381A, and a valve 382A. The branch pipe 381A is branched from the pipe 380A. The valve 382A is provided in the branch pipe 381A. The plurality of outer chambers 320 A are arranged in a direction (for example, the x direction) intersecting the frame 5. One outer chamber 320 A is provided between adjacent frames 5. A plurality of inner chambers 330A are respectively disposed inside the plurality of outer chambers 320A. A plurality of branch pipes 281A are provided corresponding to the plurality of outer chambers 320A, respectively. A plurality of diffusion plates 340A are provided corresponding to the plurality of inner chambers 330A, respectively. The pipe 380A is provided in parallel to the arrangement direction of the plurality of outer chambers 320A. That is, the pipe 380A is parallel to the arrangement direction of the plurality of inner chambers 330A.

The outer chamber 320A is, for example, a rectangular parallelepiped metal chamber. The outer chamber 320A includes an upper surface material 325A that forms one surface (hereinafter also referred to as a first surface) and a pair of wall surface materials 323A. When the top surface member 325 A is regarded as a ceiling, the pair of wall surface materials 323 A correspond to a pair of wall surfaces facing each other in a direction intersecting the frame 5.

Referring to FIG. 19B, the hull outer plate 4 has a plurality of openings 4d as a plurality of through holes corresponding to the plurality of inner chambers 330A, respectively. The plurality of openings 4d are formed in the opening forming region 4c. The plurality of openings 4d correspond to the plurality of outer chambers 320A, respectively. An air inlet 321A is formed in the upper surface member 325A of the outer chamber 320A. Another surface (hereinafter also referred to as a second surface) facing the first surface of the outer chamber 320A is opened (opened) so as to be coupled to the hull outer plate 4. The outer chamber 320A includes a pair of wall surfaces 322A. When the top surface member 325 A is regarded as a ceiling, the pair of wall surface materials 322 A correspond to a pair of wall surfaces facing each other in the longitudinal direction of the frame 5. The branch pipe 381A is coupled to the upper surface member 325A of the outer chamber 320A so that the branch pipe 381A is connected to the air inlet 321A. The hull skin 4 is coupled to the second surface of the outer chamber 320A so that the opening 4d is covered by the outer chamber 320A. The outer chamber 320A is coupled to the hull skin 4 from the inside of the ship. Here, the air inlet 321A faces the opening 4d.

The inner chamber 330A includes a cylindrical portion 333A that is open (opened) on both sides, and an air blowing plate 331A that closes one side of the cylindrical portion 333A. The inner chamber 330A is, for example, a metal chamber. A plurality of air blowing holes 332A are formed in the air blowing plate 331A. The diffusion plate 340A is disposed inside the inner chamber 330A. The diffusion plate 340A is attached to the air blowing plate 331A via the support portion 341A so that the diffusion plate 340A faces the plurality of air blowing holes 332A at a predetermined distance. With the inner chamber 330A disposed inside the outer chamber 320A so as to cover the air inlet 321A, the inner chamber 330A is attached to the outer chamber 320A with a screw part 350A. Here, the cylindrical portion 323A is disposed between the pair of wall surface materials 322A and between the pair of wall surface materials 323A, the sealing material 360A is disposed between the inner chamber 330A and the outer chamber 320A, and the inner chamber is formed by the screw component 350A. 330A is pressed against the outer chamber 320A through the sealant 360A, the air blowing plate 331A is disposed in the opening 4d formed in the hull outer plate 4, and the diffusion plate 340A is disposed between the air inlet 321A and the air blowing hole 332A. Placed in.

As shown in FIG. 19C, an opening 4d is formed in a portion between adjacent frames 5 of the hull outer plate 4. The frame 5 is not cut by the air blowing part 300A.

The air supplied through the pipe 380A and the branch pipe 381A flows into the inner chamber 330A from the air inlet 321A. The inflowing air hits the diffusion plate 340A and diffuses, and then blows out from the air blowing hole 332A. The diffusion plate 340A prevents an increase in the flow rate of air blown from the air blowing holes 332A arranged in front of the air inlet 321A, and as a result, air is blown uniformly from the plurality of air blowing holes 232A. .

Further, since the space between the outer chamber 320A and the inner chamber 330A is sealed with the sealing material 360A, almost all of the air flowing into the inner chamber 330A from the air inlet port 321A is a plurality of air blowing holes formed on the air blowing plate 331A. Blowing out from the hole 332A prevents air from leaking between the inner chamber 330A and the outer chamber 320A and blowing out from the gap between the air blowing plate 331A and the hull outer plate 4. That is, air is blown out from the air blowing hole 332A as designed.

Further, since air is blown out from the plurality of inner chambers 330A, the air blowing unit 300A can blow out air from a wide range.

Hereinafter, a method of manufacturing the air blowing unit 300A will be described. After the

wall materials

322A and 323A are joined to the hull outer plate 4 by welding or the like, the upper surface material 325A is joined to the

wall materials

322A and 323A by welding or the like to form the outer chamber 320A. The branch pipe 381A is coupled to the upper surface member 225A so as to be connected to the air inlet 321A. Before attaching the inner chamber 330A to the outer chamber 320A, a tool is inserted from the opening 4d formed in the hull outer plate 4 to weld the inside of the outer chamber 320A. Thereafter, the inner chamber 330A, to which the diffusion plate 340A is attached in advance, is opened in the hull outer plate 4 with the other side (opening side) of the cylindrical portion 333A facing the upper surface plate 325A (air inlet 321A). 4d is inserted into the outer chamber 320A and attached to the outer chamber 320A with a screw part 350A. At that time, the screw member 350A is tightened in a state where the sealant 360A is disposed between the inner chamber 330A and the outer chamber 320A, and the inner chamber 330A is pressed against the outer chamber 320A.

Since the opening 4d is formed in the hull outer plate 4 of the bow bottom ship side part 82, the outer chamber 320A may be regarded as a part of the bow bottom ship side part 82. In that case, the material, thickness, strength, and the like of the outer chamber 320A may be equivalent to those of the hull skin 4 so that the outer chamber 320A is publicly recognized as a part of the bow bottom ship side portion 82. preferable.

After manufacturing the air blowing part 300A, the air supply device 11 and the air blowing part 300A are connected by connecting the pipe 380A of the air blowing part 300A to the air discharge line 17B. Thereby, the plurality of air inlets 321 A are connected to the air supply device 11.

Referring to FIG. 20A, the air blowing section 300B includes an outer chamber 320B, an inner chamber 330B, a diffusion plate 340B, a support section 341B, a pipe 380B, a branch pipe 381B, and a valve 382B. The branch pipe 381B is branched from the pipe 380B. The valve 382B is provided in the branch pipe 381B. The plurality of outer chambers 320 B are arranged in a direction (for example, the y direction) intersecting the longitudinal member 6. One outer chamber 320B is provided between the adjacent stringers 6. A plurality of inner chambers 330B are respectively disposed inside the plurality of outer chambers 320B. A plurality of branch pipes 281B are provided corresponding to the plurality of outer chambers 320B, respectively. A plurality of diffusion plates 340B are provided corresponding to the plurality of inner chambers 330B, respectively. The pipe 380B is provided in parallel to the arrangement direction of the plurality of outer chambers 320B. That is, the pipe 380B is parallel to the arrangement direction of the plurality of inner chambers 330B.

The outer chamber 320B is a rectangular parallelepiped metal chamber, for example. The outer chamber 320B includes an upper surface material 325B that forms one surface (hereinafter also referred to as a first surface) and a pair of wall surface materials 323B. When the top surface member 325B is considered as a ceiling, the pair of wall surface materials 323B correspond to a pair of wall surfaces facing each other in a direction intersecting with the longitudinal member 6.

Referring to FIG. 20B, the hull outer plate 3 is formed with a plurality of openings 3d as a plurality of through holes corresponding to the plurality of inner chambers 330B, respectively. The plurality of openings 3d are formed in the opening forming region 3c. Therefore, the opening 3b is disposed on the bow side from the plurality of openings 3d. The plurality of openings 3d correspond to the plurality of outer chambers 320B, respectively. An air inflow port 321B is formed in the upper surface member 325B of the outer chamber 320B. Another surface (hereinafter also referred to as a second surface) facing the first surface of the outer chamber 320B is opened (opened) so as to be coupled to the hull outer plate 3. The outer chamber 320B includes a pair of wall surfaces 322B. When the top surface member 325B is considered as a ceiling, the pair of wall surface materials 322B correspond to a pair of wall surfaces facing each other in the longitudinal direction of the longitudinal member 6. The branch pipe 381B is coupled to the upper surface member 325B of the outer chamber 320B so that the branch pipe 381B is connected to the air inlet 321B. The hull skin 3 is coupled to the second surface of the outer chamber 320B so that the opening 3d is covered by the outer chamber 320B. The outer chamber 320B is coupled to the hull skin 3 from the inside of the ship. Here, the air inlet 321b faces the opening 3d.

The inner chamber 330B includes a cylindrical portion 333B that is open (opened) on both sides, and an air blowing plate 331B that closes one side of the cylindrical portion 333B. The inner chamber 330B is, for example, a metal chamber. A plurality of air blowing holes 332B are formed in the air blowing plate 331B. The diffusion plate 340B is disposed inside the inner chamber 330B. The diffusion plate 340B is attached to the air blowing plate 331B via the support portion 341B so that the diffusion plate 340B faces the plurality of air blowing holes 332B at a predetermined distance. The inner chamber 330B is attached to the outer chamber 320B with a screw part 350B in a state where the inner chamber 330B is disposed inside the outer chamber 320B so as to cover the air inlet 321B. Here, the cylindrical portion 323B is disposed between the pair of wall surface materials 322B and between the pair of wall surface materials 323B, the sealing material 360B is disposed between the inner chamber 330B and the outer chamber 320B, and the inner chamber is formed by the screw component 350B. 330B is pressed against the outer chamber 320B through the sealing material 360B, the air blowing plate 331B is disposed in the opening 3d formed in the hull outer plate 3, and the diffusion plate 340B is disposed between the air inlet 321B and the air blowing hole 332B. Placed in.

As shown in FIG. 20C, an opening 3 d is formed in a portion between adjacent longitudinal members 6 of the hull outer plate 3. The stringer 6 is not cut by the air blowing part 300B.

The air supplied through the pipe 380B and the branch pipe 381B flows into the inner chamber 330B from the air inlet 321B. The inflowing air hits the diffusion plate 340B and diffuses, and then blows out from the air blowing hole 332B. The diffusion plate 340B prevents an increase in the flow rate of air blown from the air blowing holes 332B disposed in front of the air inlet 321B, and as a result, air is blown uniformly from the plurality of air blowing holes 232B. .

Further, since the space between the outer chamber 320B and the inner chamber 330B is sealed with the sealing material 360B, almost all of the air that has flowed into the inner chamber 330B from the air inlet 321B is a plurality of air blowing plates formed on the air blowing plate 331B. Blowing out from the hole 332B prevents air from leaking from between the inner chamber 330B and the outer chamber 320B and blowing out from the gap between the air blowing plate 331B and the hull outer plate 3. That is, air is blown out from the air blowing holes 332B as designed.

Further, since air is blown out from the plurality of inner chambers 330B, the air blowing unit 300B can blow out air from a wide range.

Hereinafter, a method of manufacturing the air blowing unit 300B will be described. After the

wall materials

322B and 323B are joined to the hull outer plate 3 by welding or the like, the upper surface material 325B is joined to the

wall materials

322B and 323B by welding or the like to form the outer chamber 320B. The branch pipe 381B is coupled to the upper surface material 225B so as to be connected to the air inlet 321B. Before attaching the inner chamber 330B to the outer chamber 320B, a tool is inserted from the opening 3d formed in the hull outer plate 3 to weld the inside of the outer chamber 320B. Thereafter, an opening formed in the hull outer plate 3 with the inner chamber 330B to which the diffusion plate 340B is attached in advance, with the other side (opening side) of the cylindrical portion 333B facing the upper surface plate 325B (air inlet 321B). 3d is inserted into the outer chamber 320B and attached to the outer chamber 320B with a screw part 350B. At this time, the screw member 350B is tightened in a state where the sealant 360B is disposed between the inner chamber 330B and the outer chamber 320B, and the inner chamber 330B is pressed against the outer chamber 320B.

Since the opening 3d is formed in the hull outer plate 3 of the bow bottom flat portion 81, the outer chamber 320B may be regarded as a part of the bow flat bottom portion 81. In that case, the material, thickness, strength, and the like of the outer chamber 320B may be equivalent to those of the hull skin 3 so that the outer chamber 320B is publicly recognized as a part of the bow portion bottom flat portion 81. preferable.

After manufacturing the air blowing part 300B, the air supply device 11 and the air blowing part 300B are connected by connecting the pipe 380B of the air blowing part 300B to the air discharge line 17B. Thereby, the plurality of air inlets 321 B are connected to the air supply device 11.

According to this embodiment, the frame 5 is not cut by the air blowing portion 300A, and the longitudinal member 6 is not cut by the air blowing portion 300B. Therefore, it is easy to ensure the hull strength of the frictional resistance reduced ship 90.

The ship air lubrication system, the frictional resistance reduction ship and the manufacturing method thereof according to the present invention have been described above with reference to the embodiments. However, the present invention is not limited to the above embodiments. Combinations of the above embodiments, and modifications to the above embodiments are also included in the present invention. For example, it is possible to change the order of the steps of the method for manufacturing a frictional resistance reduced ship. In addition, the air cooler 12 uses the ballast water in a ballast tank (not shown) provided in the hull 80 to supply air supplied from the air supply device 11 to the

air blowing units

100A, 100B, 200A, 200B, 300A, and 300B. May be cooled. The frictional resistance reduced ship according to the first embodiment and the frictional resistance reduced ship according to the second embodiment may be manufactured as a new ship.

The present invention is a frictional resistance reduction type ship equipped with an air lubrication system that blows out air from the bottom of the ship, in which an air supply device is arranged at the foremost part of the hold, and a partition wall is placed between the air supply device and the hold. It also proposes a ship with reduced frictional resistance. This layout structure is effective when building a frictional resistance-reduced ship equipped with an air lubrication system or when remodeling a ship without an airlubrication system to a frictional resistance-reduced ship. In this case, it is a rational arrangement structure that minimizes the reduction in cargo capacity of the cargo hold.

This application claims priority based on Japanese Patent Application No. 2011-143364 filed on June 28, 2011, the entire disclosure of which is incorporated herein.

Claims

A partition partitioning the hold and the air supply equipment room located on the bow side from the hold;
An air supply device installed in the air supply device room;
A frictional resistance reduction type ship comprising: an air blowing section for blowing out air supplied from the air supply device into water.
The frictional resistance reduction type ship according to claim 1,
A seawater intake section;
A frictional resistance reduction type ship further comprising an air cooler that cools the air using seawater taken from the seawater intake section.
It is a frictional resistance reduction type ship according to claim 1 or 2,
The air blowing part and the seawater intake part are arranged on the bow of the bow part,
The seawater intake portion is disposed closer to the bow than the air blowing portion.
A frictional resistance reduction type ship according to any one of claims 1 to 3,
The air blowing portions are respectively arranged on both sides of the ship side portion of the bow bottom.
The seawater intake portion is disposed at the deepest position in the ship width direction of the bow bottom.
The seawater intake section is disposed between the air blowing sections.
Forming a first opening in the hull skin of the ship;
Attaching an air blowing portion to the first opening;
Providing a partition so as to partition the hold of the ship into a bow side portion and a stern side portion;
Installing an air supply device on the bow side portion of the hold;
Connecting the air supply device and the air blowing portion so that air is supplied from the air supply device to the air blowing portion.
It is a manufacturing method of the frictional resistance reduction type ship according to claim 5,
Forming a second opening in the hull skin of the ship;
Attaching a seawater intake to the second opening;
A method for manufacturing a frictional resistance reduction type ship, further comprising installing an air cooler that cools the air using seawater taken from the seawater intake section.
It is a manufacturing method of the frictional resistance reduction type ship according to claim 5 or 6,
In forming the first opening, the first opening is formed on the bow bottom,
In forming the second opening, the second opening is formed on the bow bottom,
In forming the first opening or forming the second opening, the first opening is formed such that the second opening is closer to the bow than the first opening or A method for manufacturing a frictional resistance-reducing ship that forms a second opening.
It is a manufacturing method of the frictional resistance reduction type ship according to any one of claims 5 to 7,
A method for manufacturing a frictional resistance reduction type ship, further comprising: installing a ventilation pipe connected to the bow side portion of the hold in an exposed part of the deck of the ship.
A method for manufacturing a frictional resistance reduction type ship according to any one of claims 5 to 8,
The ship includes a vehicle deck that forms a floor of the hold,
A method for manufacturing a frictional resistance reduced ship, wherein the air supply device is installed on the vehicle deck in the installation of the air supply device.
A ship remodeling method for remodeling a ship into a frictional resistance reduced ship,
Placing an air supply device at the foremost part of the hold;
Disposing a partition wall between the air supply device and the hold;
Forming a first opening in the hull skin of the ship;
Attaching an air blowing portion to the first opening;
A ship remodeling method comprising: connecting the air supply device and the air blowing unit so that air is supplied from the air supply device to the air blowing unit.