WO2017169030A1 - 船体摩擦抵抗低減装置及び船舶 - Google Patents

船体摩擦抵抗低減装置及び船舶 Download PDF

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Publication number
WO2017169030A1
WO2017169030A1 PCT/JP2017/002481 JP2017002481W WO2017169030A1 WO 2017169030 A1 WO2017169030 A1 WO 2017169030A1 JP 2017002481 W JP2017002481 W JP 2017002481W WO 2017169030 A1 WO2017169030 A1 WO 2017169030A1
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WIPO (PCT)
Prior art keywords
propeller
bubble
hull
reduction device
inflow
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Application number
PCT/JP2017/002481
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English (en)
French (fr)
Japanese (ja)
Inventor
真一 ▲高▼野
千春 川北
Original Assignee
三菱重工業株式会社
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Application filed by 三菱重工業株式会社 filed Critical 三菱重工業株式会社
Priority to KR1020187020105A priority Critical patent/KR102099523B1/ko
Publication of WO2017169030A1 publication Critical patent/WO2017169030A1/ja

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

Definitions

  • the present invention relates to a hull friction resistance reduction device that reduces hull friction resistance by covering the bottom of the hull with bubbly flow, and a vessel including the same.
  • Patent Document 1 There is known a technique for reducing the frictional resistance of the hull by generating a bubbly flow from the bow side to the stern side during sailing and covering the bottom of the vessel with the bubbly flow.
  • Patent Document 1 includes a navigation condition determination unit (100) and a sea condition determination unit (120), and performs control on the ejection of air bubbles to the bottom (3) based on the current condition of the ship and the sea condition, for example When the wave height becomes equal to or more than a predetermined value, the ejection of air bubbles is stopped (see paragraphs [0079]-[0083], [0097], etc. Reference numerals in parentheses are used in Patent Document 1) Show the sign).
  • the present invention was conceived in view of the above problems, and it is possible to effectively reduce the frictional resistance of the hull while suppressing the risk due to the inflow of air bubbles into the propeller. It aims at providing a reduction device and a vessel.
  • a plurality of hull frictional resistance reduction devices are provided along the hull width direction ahead of the propellers at the bottom of the boat, and a bubble jetting unit that jets bubbles; It is a hull friction resistance reduction device provided with an adjustment mechanism which adjusts the amount of bubbles of a blowout unit, and a control device, and there is a possibility that the bubbles flow into the propeller or the bubbles flow into the propeller
  • the amount of the bubble jetting is reduced to be smaller than a predetermined amount.
  • the inflow information acquisition means is an inflow detection means for detecting the inflow of the air bubbles into the propeller.
  • the adjustment mechanism control unit acquires the bubble inflow information from the inflow information acquisition unit, at least the bubble ejection unit disposed in front of the propeller in the plurality of bubble ejection units. Preferably, the ejection of the air bubbles is stopped.
  • the inflow detection means is provided in the imaging device for imaging the propeller and the control device, and whether or not the air bubble is inflowing to the propeller based on the image information imaged by the imaging device It is preferable to include a determination unit that performs the determination of
  • the imaging device be directly attached to the bottom of the ship in front of the propeller.
  • the imaging device be disposed just beside the propeller.
  • the imaging devices are arranged in a pair so as to sandwich the propeller from both sides in the width direction of the hull.
  • the inflow detection means includes vibration detection means for detecting vibration or vibration of the propeller, and the controller, and the air bubble is sent to the propeller based on detection information of the vibration detection means. It is preferable to include a determination unit that determines whether or not there is inflow.
  • a plurality of the vibration detection means are provided along the hull width direction, and the determination unit performs the determination based on detection information of the plurality of vibration detection means.
  • the mechanism control unit reduces the amount of ejection of the air bubble to be smaller than the predetermined amount at least for the air bubble ejection unit in front of the vibration detection unit determined to have the air bubble flowing therein.
  • the vibration detection means is a pressure sensor in which at least the detection end is exposed to the outside of the propeller above the propeller.
  • the vibration detection means is an acceleration sensor disposed in the ship above the propeller.
  • the propeller is provided at the center in the width direction of the hull, and the air bubble ejection unit in front of the front is disposed at the center in the width direction of the hull.
  • a plurality of the propellers are arranged in parallel along the hull width direction, the air bubble ejection units are respectively disposed in front of the plurality of propellers, and the inflow information is acquired for each of the plurality of propellers Preferably means are provided.
  • a ship of the present invention is characterized by including the hull friction resistance reduction device according to any one of (1) to (15).
  • a plurality of bubble jetting units provided along the hull width direction
  • the bubble blowing amount is reduced, so that the bubbles to the propeller are reduced.
  • the friction resistance of the hull can be reduced while suppressing the risk due to the inflow of water.
  • FIGS. 4A and 4B are schematic views showing the configuration of the main part of a ship according to a second embodiment of the present invention, FIG. 4A is a side view of the rear of the ship, and FIG.
  • FIG. 4B is a rear view (the rudder is omitted).
  • FIG. 5A and FIG. 5B are schematic diagrams for explaining the determination method by the determination unit according to the second embodiment of the present invention, showing an example of an image of a propeller captured from the side by the monitoring camera.
  • 6A and 6B are schematic views showing the configuration of the main part of a ship according to a third embodiment of the present invention, FIG. 6A is a side view of the rear of the ship, and FIG. 6B is a rear view (the rudder is omitted).
  • FIG. 7 is a schematic view of a hull friction resistance reduction device according to a third embodiment of the present invention.
  • FIG. 8A, 8B, 8C and 8D are schematic views for explaining the determination method by the determination unit according to the third embodiment of the present invention, and FIG. 8A shows an example of pressure fluctuation above the propeller FIG. 8B, FIG. 8C and FIG. 8D are diagrams showing an example of the frequency spectrum of the fluctuating pressure above the propeller.
  • FIG. 9 is a schematic rear view showing the main configuration of a ship according to a fourth embodiment of the present invention (the rudder is omitted).
  • FIG. 10 is a schematic view of a hull friction resistance reduction device according to a fourth embodiment of the present invention.
  • 11A and 11B are schematic diagrams for explaining the determination method by the determination unit according to the fourth embodiment of the present invention, in which the propeller is on the coordinates with the horizontal axis as the width direction and the vertical axis as the fluctuating pressure It is a figure which shows an example of upper fluctuation pressure distribution.
  • 12A and 12B are schematic bottom views showing the configuration of a ship according to a modification of the present invention.
  • FIGS. 13A and 13B are schematic bottom views showing the configuration of the stern side which is the main part of the ship of the modified example of the present invention.
  • a direction orthogonal to the longitudinal direction of the hull (hereinafter referred to as “longitudinal direction”) X is taken as a hull width direction Y (hereinafter referred to as “width direction” or “ship width direction”).
  • the side is an inside, and conversely, the side away from the center line CL is an outside.
  • the vertical direction, the left and right direction, and the front and back direction are determined based on the state in which the devices and parts are mounted on the ship 1.
  • FIGS. 1A and 1B are schematic views showing the entire configuration of a ship according to a first embodiment of the present invention
  • FIG. 1A is a side view
  • FIG. 1B is a bottom view. It is a figure showing a figure collectively.
  • the boat 1 includes a hull 10 which is a main body of the boat 1, a control room 20 in which various controls of the boat 1 are performed, and a hull friction resistance reduction device 30.
  • the ship 1 is not limited to this, it is a flat bottom ship in which the bottom 13 is flat.
  • one or more (one in this embodiment) propellers 16 for propelling the hull 10 are installed at the rear portion (closer to the stern 12), and further, behind the propellers 16 the traveling direction of the hull 10 is A rudder 17 to be determined is installed.
  • the rotational center C0 of the propeller 16 and the rudder 17 are both positioned on the center line CL in plan view.
  • the hull frictional resistance reduction device 30 ejects air from the bottom 13 to generate a bubble flow (hereinafter, also referred to as a bubble) 100 at the boundary between the bottom 13 and water, and the bubble flow 100 covers the bubble layer covering the bottom 13. By forming it, the frictional resistance of the hull 1 to be navigated is reduced.
  • FIG. 2 is a schematic view of the configuration of the hull frictional resistance reduction device 30, including a block diagram showing a control configuration of the control device 50.
  • the hull frictional resistance reduction device 30 includes an air supply source 31 configured by, for example, a blower or a compressor, an air supply passage 32 connected at one end to the air supply source 31, and an air supply.
  • a flow control valve 33 installed in the passage 32, a plurality (six in this case) of branch supply pipes 34 branched from the other end side of the air supply passage 32, and a shut valve installed in each branch supply pipe 34 Mechanism) 35, air bubble jet parts 36C, 36L, 36R connected to the branch ends of the respective branch supply pipes 34, a monitoring camera (imaging apparatus) 40 for monitoring the propeller 16, and a control unit arranged in the control room 20 And 50.
  • bubble ejection part 36C, 36L, 36R it describes with the foam
  • Each bubble spouting portion 36 is disposed at the front of the bottom 13.
  • the bubble jetting portion 36C is disposed on the center line CL
  • the bubble jetting portion 36L is disposed on the port 14 side
  • the bubble jetting portion 36R is disposed on the starboard 15 side.
  • the 36 ⁇ / b> R is disposed over substantially the entire width of the bottom 13.
  • the bubble ejection portion 36C is disposed at the frontmost position, and the bubble ejection portions 36L and 36R are disposed at the same position behind the bubble ejection portion 36C.
  • the bubble jetting parts 36C, 36L, 36R may be arranged side by side.
  • the bubble jetting portion 36C is located in front of and in front of the propeller 16. Being positioned forward of the front of the propeller 16, the bubbles 100 jetted from the bubble jet portion 36 C move relatively to the rear of the hull 1 and flow into the propeller 16 as the boat 1 runs. The position of the part 36 is said.
  • the respective center lines in the ship width direction Y of the bubble jet portion 36C and the propeller 16 coincide with the center line CL of the hull 1 in plan view (that is, the bubble jet portion 36C Centerline in the widthwise direction Y and the centerline in the widthwise direction Y of the propeller 16), the centerline in the widthwise direction Y of the air bubble jet portion 36C, and the widthwise direction Y of the propeller 16 It is not essential to match the centerline.
  • the bubble jet portion 36C is positioned forward of the front of the propeller 16 is that the bubble jet portion 36C is positioned so that at least a part is included in the upstream region A of the propeller 16 as shown in FIG. It can be defined that the bubble jetting part 36C is positioned so that at least a part thereof is present on the center line of the propeller 16, but it is not limited thereto.
  • the bubble jetting portion 36C is configured by a plurality of (here, two) bubble jetting units 36C-1 and 36C-2 arranged in parallel along the width direction Y of the vessel.
  • the bubble jetting portion 36L is configured of a plurality (two in this case) of bubble jetting units 36L-1 and 36L-2 arranged in parallel along the width direction Y
  • the bubble jetting portion 36R is a width of the ship.
  • a plurality of (two in this case) bubble ejection units 36R-1 and 36R-2 are arranged in parallel along the direction Y.
  • the bubble ejection units 36C-1 to 36R-2 will be referred to as bubble ejection units 36-u when not distinguished.
  • Each bubble jetting unit 36-u is composed of an air chamber 36 a disposed inside the bottom 13 and a plurality of jet holes 36 b penetrating the bottom 13.
  • the air chamber 36a is in the form of a rectangular box having an open bottom and is disposed inside the bottom 13 with its longitudinal direction oriented in the width direction Y.
  • the ejection holes 36b are surrounded by the air chamber 36a in the front, rear, left, right, and upper sides.
  • the opening degree of the flow rate adjustment valve 33 is controlled by the controller 50. By controlling the opening degree of the flow rate adjustment valve 33, the bubble ejection amount from each of the bubble ejection portions 36C, 36L, 36R is simultaneously controlled.
  • a branch supply pipe 34 is connected to each bubble injection unit 36-u, and a shut valve 35 is installed in each branch supply pipe 34.
  • the shut valve 35 is an on / off valve, and is controlled by the controller 50 to be fully open or fully closed. That is, when the shutoff valve 35 is controlled to be fully opened by the control device 50, air bubbles are ejected from the corresponding bubble ejection unit 36-u, and when the shutoff valve 35 is controlled to be fully closed by the control device 50. The ejection of air bubbles from the corresponding air bubble ejection unit 36-u is stopped.
  • the shut valve 35 also functions as a check valve that prevents seawater from flowing back from the air bubble jet unit 36-u in the stopped state and entering the branch supply pipe 34.
  • the surveillance camera 40 is installed at the rear of the bottom 13 of the boat and is submerged while traveling to monitor the inflow of air bubbles into the propeller 16.
  • the surveillance cameras 40 are disposed in a pair diagonally in front of the propellers 16 so as to sandwich the propellers 16 from both outer sides, and form a pair to image the entire propellers 16.
  • the surveillance camera 40 can image the whole propeller 16, the installation location and number are not limited to said thing.
  • FIGS. 3A and 3B are schematic diagrams for explaining the determination method by the determination unit 51 according to the first embodiment of the present invention, and are diagrams showing an example of an image of the propeller 16 captured by the monitoring camera 40. is there.
  • the surveillance camera 40 images the propeller 16 from diagonally forward, in fact, the image imaged by the surveillance camera 40 becomes a perspective image of the propeller 16 and a part of the hull 1 is reflected, but In 3A and 3B, for convenience, the front image of the propeller 16 is used and the hull 1 is omitted.
  • control device 50 controls the operation of the shutoff valve 35 based on the determination result of the determination unit 51 that determines whether air bubbles are flowing into the propeller 16 and the determination unit 51.
  • a control unit (adjustment mechanism control unit) 52 controls the operation of the shutoff valve 35 based on the determination result of the determination unit 51 that determines whether air bubbles are flowing into the propeller 16 and the determination unit 51.
  • the determination unit 51 acquires image information captured by each monitoring camera 40 as exemplified in FIGS. 3A and 3B, analyzes the image information, and binarizes the image based on, for example, lightness.
  • the bubble 100 is identified, and it is determined whether the bubble 100 flows into the bubble detection area R.
  • the air bubble detection area R is an area defined as a space between air bubble detection lines L1 and L2 set above and below the propeller 16.
  • the air bubble detection lines L1 and L2 are defined as positions separated vertically from the rotation center C0 of the propeller 16 by the propeller radius r. As described above, although front images of the propellers 16 are described for convenience in FIGS.
  • the determination unit 51 analyzes the image information of both monitoring cameras 40, and the image information of any of the monitoring cameras 40 does not flow into the bubble detection area R as shown in FIG. 3A. When it is shown, it is determined that the bubble flow 100 has not flowed into the propeller 16, and the image information of one of the monitoring cameras 40 indicates that the bubble is flowing into the bubble detection area R as shown in FIG. 3B. When shown, it is determined that the bubbly flow 100 is flowing into the propeller 16.
  • the determination unit 51 determines that the bubble stream 100 does not flow into the propeller 16 when the air bubbles do not flow into the air bubble detection region R, and that the air bubbles flow into the air bubble detection region R When this is the case, it is determined that the bubble stream 100 is flowing into the propeller 16 or the bubble stream 100 may be flowing into the propeller 16.
  • the bubble flow 100 is flowing into the propeller 16 by the determination unit 51 based on the image information of the monitoring camera 40, so the inflow detection means of the present invention is configured by the monitoring camera 40 and the determination unit 51. Further, since detecting the inflow of the bubble flow 100 is to acquire bubble inflow information indicating that the bubble flow 100 has flowed in, the inflow information acquiring means of the present invention is obtained by the monitoring camera 40 and the determination unit 51. Is configured.
  • the shut valve control unit 52 fully opens all the shut valves 35 when acquiring information indicating that the bubble flow 100 has not flowed into the propeller 16 from the determination unit 51 (hereinafter, also referred to as a normal time). That is, the bubble jetting parts 36C, 36L, and 36R are brought into the operating state.
  • the shutoff valve control unit 52 obtains information (bubble inflow information) indicating that the bubble flow 100 is flowing into the propeller 16 from the determination unit 51, the bubble injection unit 36C located in front of the propeller 16
  • the shutoff valve 35 of the branch supply pipe 34 connected to (the bubble jetting unit 36C-1, 36C-2) is fully closed, and the jetting of the bubble 100 from the bubble jetting unit 36C is stopped (in other words, the bubble jetting unit 36C
  • the amount of bubbles from the air bubbles 100 is reduced than usual. That is, the bubble ejection part 36C is brought into the stop state.
  • the determination unit 51 determines whether the bubble flow 100 has flowed into the propeller 16 based on the image information captured by the monitoring camera 40 A determination is made, and the determination result is output to the shutoff valve control unit 52.
  • the shut valve control unit 52 fully opens all the shut valves 35, as shown in FIG. 1B. All bubble injection units 36C-1 to 36R-2 are operated. Thereby, most of the area of the bottom 1 can be covered by the air bubbles 100.
  • the shut valve control unit 52 when the determination result of the determination unit 51 is the determination that the bubble flow 100 is flowing into the propeller 16, the shut valve control unit 52, as shown in FIG.
  • the shut valve 35 provided for the air bubble ejection units 36C-1 and 36C-2 located forward is fully closed, and the other air bubble ejection units 36L-1, 36L-2 and 36R-1 and 36R-2 are closed.
  • the shut valve 35 provided is fully opened.
  • All or most of the air bubbles 100 flowing into the propeller 16 are air bubbles ejected from air bubble ejection units 36C-1 and 36C-2 disposed in front of the propeller 16. Therefore, the shutoff valve 35 provided for the bubble jetting units 36C-1 and 36C-2 is fully closed to stop the bubble jetting units 36C-1 and 36C-2, whereby the inflow of the bubbles 100 to the propeller 16 is caused. Can be suppressed. As a result, it is possible to suppress a decrease in propulsive force due to the inflow of the air bubbles 100 into the propeller 16, an increase in ship vibration due to the propeller excitation force, and an increase in erosion risk.
  • the bubble jetting units 36L-1, 36L-2, 36R-1, and 36R-2 are operated so that the bubbles 100 do not flow into the propeller 16, many regions of the bottom 1 can be covered with the bubbles 100. Therefore, it is possible to reduce the frictional resistance of the hull 1 while suppressing the risk due to the inflow of the air bubbles 100 into the propeller 16 particularly at the time of high speed running where the air bubbles 100 easily flow into the propeller 16.
  • FIGS. 4A, 4B, 5A and 5B A hull friction resistance reduction device and a ship as a second embodiment of the present invention will be described with reference to FIGS. 4A, 4B, 5A and 5B.
  • the same components as those of the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.
  • 4A and 4B are schematic views showing the configuration of the main part of a ship according to a second embodiment of the present invention, FIG. 4A is a side view of the rear of the ship, and FIG. 4B is a rear view (the rudder 17 is omitted).
  • FIG. 5A and FIG. 5B are schematic diagrams for explaining the determination method by the determination unit according to the second embodiment of the present invention, showing an example of an image of a propeller captured from the side by the monitoring camera. is there.
  • the hull friction resistance reduction device and the ship of the present embodiment are different from the first embodiment in the arrangement of the monitoring camera 40.
  • the monitoring cameras 40 are arranged in a pair on the outer sides of the propeller 16 in the boat width direction Y.
  • the monitoring camera 40 is disposed just beside the propeller 16 (that is, at the same position in the longitudinal direction X), but if it is outside the propeller 16 in the boat width direction Y, the front or rear It may be located at
  • Each surveillance camera 40 is supported by a pair of brackets (support members) 40 a depending from the outer edge of the lower surface of the stern 12. If it is possible to secure the attachment point to the hull 1, each monitoring camera 40 may be directly attached to the hull 1 respectively.
  • the surveillance camera 40 Since the surveillance camera 40 is disposed in proximity to the propeller 16, particularly in the submerged state while traveling, particularly when the bubble flow 100 flows into the propeller 16 (that is, when imaging by the surveillance camera 40 is most needed) It is conceivable that the bubble flow 100 flows into the monitoring camera 40 as well. In such a case, there is a concern that the surveillance camera 40 itself may be in the bubble flow 100, and the propeller 16 may not be imaged as clearly as image analysis is disturbed by the bubble flow 100. Therefore, by arranging the monitoring camera 40 on the outer side in the width direction Y of the propeller 16, the monitoring camera 40 is removed from the traveling path of the bubble flow 100 flowing into the propeller 16.
  • positioning the surveillance camera 40 to the outer side of the propeller 16 it installs in the both sides of the bubble injection part 36C.
  • the monitoring camera 40 it is preferable to arrange the monitoring camera 40 at the outer edge of the hull 1 as in the present embodiment so as to be out of the downstream region of all the bubble jetting portions 36 including the bubble jetting portions 36L and 36R.
  • the image information as shown in FIGS. 5A and 5B captured from the side by the monitoring camera 40 is image-analyzed by the determination unit 51 (see FIG. 2) as in the first embodiment. That is, the determination unit 51 analyzes the image information of both monitoring cameras 40, and as for the image information of any monitoring camera 40, as shown in FIG. 5A, when the air bubble 100 does not flow into the air bubble detection area R, the propeller When it is determined that the bubble flow 100 has not flowed into 16, and the image information of any one of the monitoring cameras 40 shows that the bubble is flowing into the bubble detection area R, as shown in FIG. It is determined that the stream 100 is flowing. Since the other configuration is the same as that of the first embodiment, the description will be omitted.
  • FIGS. 6A, 6B, 7, 8A and 8B A hull friction resistance reduction device and a ship according to a third embodiment of the present invention will be described with reference to FIGS. 6A, 6B, 7, 8A and 8B.
  • symbol is attached
  • 6A and 6B are schematic views showing the configuration of the main part of a ship according to a third embodiment of the present invention, FIG. 6A is a side view of the rear of the ship, and FIG. Is omitted).
  • FIG. 7 is a schematic view of a hull friction resistance reduction device 30A according to a third embodiment of the present invention, including a block diagram showing a control configuration of the control device 50A.
  • FIG. 8A, 8B, 8C and 8D are schematic views for explaining the determination method by the determination unit according to the third embodiment of the present invention, and FIG. 8A shows an example of pressure fluctuation above the propeller FIG. 8B, FIG. 8C and FIG. 8D are diagrams showing an example of the frequency spectrum of the fluctuating pressure above the propeller.
  • the hull friction resistance reduction device 30A and the ship 1A of the present embodiment use a pressure sensor (vibration detection means) 41 instead of the monitoring camera 40 for the hull friction resistance reduction device 30 and the ship 1 of the first embodiment. Then, the inflow of the bubbly flow 100 to the propeller 16 is detected. That is, while the inflow information acquisition means and the inflow detection means of the present invention are configured by the monitoring camera 40 and the determination section 51 in the first embodiment, the pressure sensor 41 and the determination section 51A are the present invention.
  • the pressure sensor 41 is installed vertically above the propeller 16 in the boat 1A of the present embodiment.
  • the pressure sensor 41 is inserted and fixed in a mounting hole formed on the bottom wall of the stern 12, and the detection end 411 is exposed to the outside of the boat to face above the propeller 16.
  • the hull frictional resistance reduction device 30A includes the air supply source 31, the air supply passage 32, the flow rate adjustment valve 33, the branch supply pipe 34, the shut valve 35, and the bubble jetting parts 36C and 36L. 36R, the pressure sensor 41, and a control device 50A disposed in the control room 20 [see FIG. 1A].
  • the control device 50A controls the operation of the shutoff valve 35 based on the determination result of the determination unit 51A that determines whether air bubbles are flowing into the propeller 16 based on the detection result of the pressure sensor 41 and the determination unit 51A. And a shut valve control unit 52A.
  • the determination unit 51A obtains the pressure P above the propeller 16 at a predetermined cycle from the pressure sensor 41, and grasps time-series data Pp in which the pressure P and the time t are associated as shown in FIG. . Then, the determination unit 51A periodically acquires the frequency spectrum of the fluctuation pressure ⁇ P as shown in FIGS. 8B, 8C, and 8D by performing FFT analysis on the time-series data.
  • FIGS. 8B, 8C and 8D The fluctuating pressure ⁇ P is correlated with the vibration, and the vibration becomes large as the fluctuating pressure ⁇ P is large. Therefore, the vertical axis in FIGS. 8B, 8C and 8D can be considered as the vibration.
  • FIG. 8B shows the case where the ship frictional resistance reduction device 30A is stopped
  • FIG. 8C shows the case where the ship frictional resistance reduction device 30A is in operation but the bubbly flow 100 does not flow into the propeller 16
  • the bubbly flow 100 does not exist around the propeller.
  • the NZ frequency F1 defined by the rotational frequency N and the number of blades Z of the propeller 16 and the high-order components F2, F3 and F4 of the NZ frequency F1
  • peak values ⁇ P1, ⁇ P2 and ⁇ P3 of the fluctuation pressure ⁇ P respectively.
  • ⁇ P4 has occurred.
  • the high-order component F2 is a frequency twice as high as the NZ frequency F1
  • the high-order component F3 is a frequency three times as high as the NZ frequency F1
  • the high-order component F4 is a frequency four times as high as the NZ frequency F1.
  • the peak value ⁇ P1 at the NZ frequency F1 indicates the highest fluctuation pressure.
  • the bubbly flow 100 between the propeller 16 and the bottom 13 directly above and near the top of the propeller 16 functions as a damper, and the peak values ⁇ P2, ⁇ P3, ⁇ P4 of the high-order components F2, F3, F4 of the NZ frequency F1. Decreases, and only the peak value ⁇ P1 of the NZ frequency F1 remains at the same level as the peak value ⁇ P1 in FIG. 8B.
  • the peak value .DELTA.P1 at the NZ frequency F1 is shown in FIG.
  • the peak value ⁇ P1 of the example is increased.
  • the peak values ⁇ P2, ⁇ P3 and ⁇ P4 of the high-order components F2, F3 and F4 of the NZ frequency F1 are the example shown in FIG. 8C (the ship frictional resistance reduction device 30A is operating, but the bubble flow 100 corresponds to the propeller 16).
  • the damper function of the bubbly flow 100 dampens the same as in the example of not flowing).
  • the alarm line La set in advance is stored in the determination unit 51A.
  • the alarm line La is a level at which the bubble flow 100 is likely to flow into the propeller 16 when the fluctuation pressure ⁇ P exceeds this level. Therefore, when the fluctuation pressure ⁇ P is equal to or less than the alarm line La as shown in FIG. 8C, the determination unit 51A judges that the bubble flow 100 does not flow into the propeller 16 and changes the fluctuation pressure ⁇ P as shown in FIG. 8D. When it exceeds the alarm line La, it is determined that the bubbly flow 100 is flowing into the propeller 16.
  • the shut valve control unit (adjustment mechanism control unit) 52A is configured in the same manner as the shut valve control unit 52 of the first embodiment, and the information that the bubble flow 100 does not flow into the propeller 16 is determined from the determination unit 51A. When acquired, all the shut valves 35 are controlled to be fully open, and when information indicating that the bubble flow 100 is flowing into the propeller 16 is acquired from the determination unit 51A, the bubble ejection portion 36C located in front of the propeller 16 in front And shut the shutoff valve 35 of the branch supply pipe 34 connected thereto. Since the other configuration is the same as that of the first embodiment, the description will be omitted.
  • the pressure sensor 41 directly detects the vibration caused by the inflow of the air bubble 100 into the propeller 16 as the fluctuation pressure ⁇ P.
  • the inflow of the bubble flow 100 to the propeller 16 can be detected more accurately than in the case where the monitoring camera 40 is used as in the first and second embodiments. That is, in the detection using the monitoring camera 40, when the area around the propeller 16 is dark as in the nighttime or when the transparency of the water is low, the identification accuracy of the bubble flow 100 decreases and the bubble flow 100 flows into the propeller 16 The detection accuracy of H may also decrease. However, in the case of detection based on the fluctuating pressure ⁇ P, it is possible to accurately detect the inflow of the bubble flow 100 to the propeller 16 even in such a case.
  • the pressure sensor 41 installed vertically above the propeller 16 was used as the vibration detection means, but instead of the pressure sensor 41, an acceleration sensor installed vertically above the propeller 16 is used as the vibration detection means It is also good.
  • the acceleration sensor is used as the vibration detection means, since the vibration of the hull 1 is detected, it is not necessary to expose the detection end to the outside. Therefore, as in the case of using the pressure sensor 41, it is not necessary to process the mounting hole on the hull, and the mounting becomes easy.
  • the location where the pressure sensor 41 is installed does not have to be strictly above the propeller 16 and vertically out of the vertical direction from the vertical upper side of the propeller 16 within a range where the inflow of the bubble flow 100 to the propeller 16 can be detected as a fluctuating pressure. Good.
  • FIG. 9 is a schematic rear view showing the main configuration of a boat 1B according to a fourth embodiment of the present invention (the rudder 17 is omitted).
  • FIG. 10 is a schematic view of a hull friction resistance reduction device 30B according to a fourth embodiment of the present invention, including a block diagram showing a control configuration of the control device 50B.
  • 11A and 11B are schematic diagrams for explaining the determination method by the determination unit 51B according to the fourth embodiment of the present invention, in which coordinates in which the horizontal axis is the ship width direction Y and the vertical axis is the fluctuation pressure ⁇ P It is a figure which shows an example of the fluctuation pressure distribution above propeller 16 above. On the coordinates, the propeller 16 and the bubble jetting parts 36C, 36R, 36L are virtually shown with the position in the width direction Y aligned with the horizontal axis.
  • the hull friction resistance reduction device 30B and the ship 1B of the present embodiment are propellers using a plurality of pressure sensors (vibration detection means) 41a to 41g with respect to the hull friction resistance reduction device 30A and the ship 1A of the third embodiment.
  • the inflow of the bubbly flow 100 to 16 is detected. That is, while in the third embodiment the inflow information acquisition means and the inflow detection means of the present invention are configured by one pressure sensor 41 and the determination unit 51A, in the present embodiment, determination is made with a plurality of pressure sensors 41a to 41g.
  • the inflow information acquisition means and the inflow detection means of the present invention are configured by the part 51B.
  • the pressure sensors 41a to 41g respectively installed vertically above the propeller 16 in side view
  • a plurality of sets are installed along the width direction Y of the ship.
  • pressure sensor pressure sensors 41a to 41g are juxtaposed over substantially the entire width of the hull 10 including immediately above (vertically above) the propeller 16.
  • the hull frictional resistance reduction device 30B includes the air supply source 31, the air supply passage 32, the flow rate adjustment valve 33, the branch supply pipe 34, the shut valve 35, and the bubble jetting parts 36C and 36L. , 36R, the plurality of pressure sensors 41a to 41g, and a control device 50B disposed in the control room 20 (see FIG. 1A).
  • the control device 50B determines whether or not air bubbles are flowing into the propeller 16 based on the detection results of the plurality of pressure sensors 41a to 41g, and the control unit 50B determines the shut valve 35 based on the determination results of the determination unit 51B. And a shutoff valve control unit (adjustment mechanism control unit) 52B that controls the operation.
  • the determination unit 51B obtains the pressure P from each of the pressure sensors 41a to 41g at a predetermined cycle, and obtains the maximum peak value ⁇ P7 to ⁇ P13 of the fluctuation pressure ⁇ P for each of the pressure sensors 41a to 41g.
  • the maximum peak value refers to the maximum peak value among the peak values in the frequency spectrum. For example, in the examples shown in FIGS.
  • the peak value ⁇ P1 is the maximum peak It becomes a value. Then, from the positional information on the width direction Y of each pressure sensor 41a to 41g and the maximum peak values ⁇ P7 to ⁇ P13, the determination unit 51B determines the plurality of maximum peaks as shown in FIGS. 11A and 11B. The peak distribution Wp in the width direction Y is obtained by complementing the values ⁇ P7 to ⁇ P13. Then, the determination unit 51B sets the alarm region Ra [shown hatched in FIGS. 11A and 11B] exceeding the alarm line La of the peak distribution Wp as the region where the bubble flow 100 is flowing into the propeller 16 and the shut valve. It outputs to the control part 52B.
  • the predetermined shut valve 35 is fully closed to stop the bubble jetting unit 36-u in front of the alarm area Ra, and the other bubble jetting units 36-u are operated.
  • the ejection of the air bubble 100 from the air bubble ejection units 36C-1 and 36C-2 located in front of the alarm area Ra that is, in front of the propeller 16 where the air bubbles 100 flowed
  • Bubbles 100 are jetted from the other bubble jetting units 36R-1, 36R-2, 36L-1, and 36L-2.
  • FIG. 11A the ejection of the air bubble 100 from the air bubble ejection units 36C-1 and 36C-2 located in front of the alarm area Ra (that is, in front of the propeller 16 where the air bubbles 100 flowed) is stopped Bubbles 100 are jetted from the other bubble jetting units 36R-1, 36R-2, 36L-1, and 36L-2.
  • the bubble ejection unit 36C-2 located in front of the alarm area Ra ie, in front of the propeller 16 into which the air bubbles 100 flow
  • the other bubble ejection units 36R-1 and 36R -2, 36C-1, 36L-1, 36L-2 are operated.
  • the determination unit 51B outputs the pressure sensors 41a to 41g whose maximum peak values ⁇ P7 to ⁇ P13 of the fluctuation pressure ⁇ P exceed the alarm line La to the shut valve control unit 52B without using the peak distribution Wp or the alarm area Ra.
  • the shut valve control unit 52B may stop the air bubble ejection unit 36-u in front of and in front of the pressure sensors 41a to 41g exceeding the alarm line La.
  • the air bubble ejection unit 36-u located in front of the alarm area Ra in detail is the air bubble ejection unit 36-u located in front of the alarm area Ra in plan view. This refers to a bubble jetting unit 36-u at least a part of which overlaps with the alarm area Ra with respect to Y.
  • the air bubble ejection unit 36-u located in front of the pressure sensors 41a to 41g exceeding the alarm line La specifically refers to air bubbles located in front of the pressure sensors 41a to 41g exceeding the alarm line La in plan view.
  • the ejection unit 36-u refers to a bubble ejection unit 36-u at least partially overlapping in the width direction Y with the pressure sensors 41a to 41g crossing the alarm line La.
  • an acceleration sensor may be used instead of the pressure sensor. Since the other configuration is the same as that of the third embodiment, the description will be omitted.
  • the determination unit 51B determines the inflow of the bubble flow 100 based on the maximum peak value obtained from the detection results of the pressure sensors 41c, 41d, and 41e, and outputs the determination result to the shutoff valve control unit 52B. .
  • the determination unit 51B outputs, to the shutoff valve control unit 52B, the pressure sensors 41c to 41e whose maximum peak value of the fluctuation pressure ⁇ P exceeds the alarm line La.
  • the operator may be able to view an image captured by the monitoring camera 40 by the monitor installed in the control room 20, and further, control the imaging direction of the monitoring camera 40 The adjustment may be made from the room 20 by remote control.
  • the operator who was monitoring by the monitor performs “determination that the bubble flow 100 has flowed into the propeller 16 or the bubble flow 100 may have flow into the propeller 16” (hereinafter referred to as bubble flow determination)
  • a manual switch may be provided to stop the bubble jetting unit 36 by the manual operation of the operator.
  • the manual switch corresponds to the inflow information acquisition means of the present invention.
  • the shut valve 35 is fully closed as one mode of reducing the ejection amount of the bubble 100 from the bubble ejection portion 36C compared to the normal time when the judging portions 51, 51A, 51B make the bubble inflow judgment. And the ejection of the air bubble 100 by the air bubble ejection portion 36C is stopped (in other words, the adjustment mechanism of the present invention is configured by the shut valve 35), but the ejection amount of the air bubble 100 from the The aspect to which it is made to be not limited to this.
  • the adjustment mechanism of the present invention is replaced by the shutoff valve 35 and constituted by a control valve capable of adjusting the opening degree continuously or in stages, the judgment units 51, 51A, 51B make bubble inflow judgment.
  • the opening degree of the control valve may be set smaller than that at the normal time (when the judgment units 51, 51A, 51B do not make the bubble inflow judgment). In this case, even if the determination units 51, 51A, and 51B still make the bubble inflow determination even after the opening degree of the control valve is narrowed, the opening degree of the control valve may be further narrowed.
  • the ejection stop or the ejection amount reduction of the air bubble 100 of the air bubble injection portion 36C is performed, if the judging portions 51, 51A, 51B still make the air bubble inflow judgment (inflow of the air bubble 100 into the propeller 16 is eliminated
  • the ejection stop or the ejection amount reduction of the bubble 100 may be additionally performed for at least one of the bubble ejection portion 36L and the bubble ejection portion 36R.
  • the order of the bubble ejection portion 36C, the bubble ejection portion 36L, and the bubble ejection portion 36R may be sequentially added to the bubble ejection portion 36L in this order).
  • FIGS. 12A and 12B are schematic bottom views showing the configuration of the ship of the present modification.
  • the same components as those in each embodiment are denoted by the same reference numerals, and the description thereof is omitted.
  • the present invention is not limited to this, for example, the center line CL as shown in FIGS. 12A and 12B.
  • the propellers 16L and 16R can be used on the vessels 1C and 1D provided on both sides of the propellers 16L and 16R, respectively. In the vessel 1C shown in FIG.
  • the rear portion of the bottom 13 is divided into two rear portions 13L and 13R, and propellers 16L and 16R are respectively installed on these rear portions 13L and 13R.
  • the propellers 16L and 16R are installed so as to project rearward from the left and right sides (both sides in the width direction) of the rear of the single bottom 13.
  • detection of inflow of bubble flow (here, detection by inflow information acquisition means using the monitoring camera 40 is not limited thereto, and pressure sensors and acceleration sensors are also used.
  • Control of the air bubble jet parts 36C, 36L, 36R is performed individually for each of the propellers 16L, 16R, for example, when the inflow of the bubble flow is detected for the left propeller 16L,
  • the ejection stop (or the ejection amount decrease) of the air bubble 100 is performed by the air bubble ejection unit 36L located in the front on the front, and the inflow of the air bubble flow is detected for the propeller 16R on the right
  • the ejection stop (or the ejection amount reduction) of the bubble 100 by a certain bubble ejection unit 36R is performed.
  • bubble flow inflow detection means are provided for each propeller 16, and air bubbles in the propeller 16 are detected by the bubble flow inflow detection means.
  • the ejection stop or the ejection amount decrease of the air bubble 100 by the air bubble ejection unit 36 located in front of the front of the propeller 16 where the inflow of air bubbles is detected may be performed.
  • FIGS. 13A and 13B are schematic bottom views showing the configuration of the stern side which is the main part of the ship of the present modification.
  • the same components as those in each embodiment are denoted by the same reference numerals, and the description thereof is omitted.
  • the present invention is not limited to this, for example, the center line CL as shown in FIGS. 13A and 13B. It can also be used for ships 1E and 1F provided with a plurality of (two in this modification) propellers on the front (or on a plurality of lines along the center line CL).
  • a pod pusher 18 is provided at the rear of the propeller 16.
  • the pod propulsion unit 18 is provided with a propeller 18 a so as to face the front propeller 16, and the propeller 16 is driven by the built-in electric motor to generate propulsion.
  • the propeller 18 a of the pod propeller 18 is disposed on the center line CL together with the propeller 16.
  • propellers 16A and 16B are provided on the center line CL back and forth, and the propellers 16A and 16B are rotationally driven in opposite directions from each other by a drive shaft consisting of an inner shaft and an outer shaft. .
  • detection of inflow of bubble flow (here, detection by inflow information acquiring means using the monitoring camera 40 is not limited to this, and a pressure sensor or an acceleration sensor is also used) Is performed for the forward propellers 16 and 16A, but may be performed for at least one of the two propellers so that detection of inflow of bubble flow is performed for the rearward propellers 16B and 18a. You may
  • the bubble jetting units 36C-1 and 36C-2 in front of the front of the propeller 16 are integrally controlled based on the image information acquired by the two monitoring cameras 40.
  • the bubble jetting units 36C-1 and 36C-2 may be separately controlled for each piece of image information acquired by each monitoring camera 40.
  • the air bubble ejection unit 36 C-1 on the right eye 15 side is stopped and the propeller 16 is In the case where the inflow of the air bubble 100 into the propeller 16 is detected based on the image information of the monitoring camera 40 on the left side 14 side, the air bubble ejection unit 36C-2 on the left side 14 may be stopped.
  • the inflow of the air bubble 100 into the propeller 16 is detected based on the image information of the monitoring camera 40 on the starboard side 15, while the air bubble to the propeller 16 is detected based on the image information of the monitoring camera 40 on the port side 14
  • the air bubble ejection unit 36C-1 on the starboard 15 side is stopped, and the air bubble ejection unit 36C-2 on the port 14 side is operated.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Vibration Prevention Devices (AREA)
PCT/JP2017/002481 2016-03-31 2017-01-25 船体摩擦抵抗低減装置及び船舶 WO2017169030A1 (ja)

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KR20240156418A (ko) * 2022-03-31 2024-10-29 나카시마 프로펠라 가부시키가이샤 선체 마찰 저항 저감 장치

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JPS62137891U (enrdf_load_stackoverflow) * 1986-02-26 1987-08-31
JP2004188993A (ja) * 2002-12-06 2004-07-08 Tokai Univ 船体の表面摩擦逓減法
JP2009248831A (ja) * 2008-04-08 2009-10-29 National Maritime Research Institute 船舶の気泡巻き込み防止装置

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JP5604736B2 (ja) 2008-04-01 2014-10-15 独立行政法人海上技術安全研究所 船舶の摩擦抵抗低減装置
KR20120054118A (ko) * 2010-11-19 2012-05-30 현대중공업 주식회사 프로펠러의 공동현상을 방지한 에어캐비티 선박
JP2014012443A (ja) * 2012-07-04 2014-01-23 Japan Marine United Corp 摩擦抵抗低減船
KR20140145775A (ko) * 2013-06-14 2014-12-24 삼성중공업 주식회사 공기 윤활 장치

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JPS62137891U (enrdf_load_stackoverflow) * 1986-02-26 1987-08-31
JP2004188993A (ja) * 2002-12-06 2004-07-08 Tokai Univ 船体の表面摩擦逓減法
JP2009248831A (ja) * 2008-04-08 2009-10-29 National Maritime Research Institute 船舶の気泡巻き込み防止装置

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