DE102010036842A1 - Ballast-free ship - Google Patents

Abstract

By controlling the amount of air supplied from a compressed air supply line, a water level in an air cushion chamber is controlled. Thus, a function is also ensured in the case of a ballast-free ship, with which a hull is adjusted, and which is equivalent to an adjustment function of a ship with ballast tanks.
One end of the compressed air supply line opens to the air cushion chamber, which is divided by horizontal and vertical dividing plates. Below the horizontal partition plate, a flow plate is arranged, between which there is a space through which seawater flows. In an air chamber provided within a side wall, the other end of the vent pipe is disposed in an open manner at the same height as an upper surface of the flow plate. One end of the vent tube is open at the water surface outside the side wall.

Description

1. Field of the invention

The present invention relates to a ballast-free ship in which a function of ballast tanks is fulfilled by air cushion chambers.

2. Description of the Related Art

A ship, in particular a cargo ship, is constructed considering the weight of a loaded cargo and so on. Thus, if the ship has not loaded cargo, the center of gravity of the fuselage shifts upward, and the ship can easily capsize. The draft decreases, the ship rises, and the ship becomes unstable with respect to a side wave and crosswind. The region of the blind spot is enlarged; which makes it difficult to detect a small ship. The danger of a collision arises, the load capacity against external forces sinks, and it can come to an accident. Furthermore, a decrease in the drive power is effected. To prevent this, ballast tanks, which are provided in a hull, are filled with seawater and thus serve as a weight to stabilize the hull. In general, larger quantities of ballast water are needed as the size of the vessel increases. The ballast tank capacity is generally 30% for a container ship, 40% for a crude oil tanker and 80% for an LNG vessel, in terms of capacity or DWT. The ballast water is taken up in different ports and drained. Because of the improvement in the speed of a ship, it travels quickly from one area to another, carrying living aquatic species in the ballast water, causing environmental problems due to global scale degradation of the ecosystem.

In view of this problem, there is research and development efforts for a ballastless ship that does not receive ballast water. For example, the following ship is proposed: A ship's bottom is considerably inclined in a parallel part of the hull. In this way, even if the ship has not loaded cargo, the draft required for a safe journey is achieved without the vessel having to receive ballast water (see, for example, Publications 1 and 2, which are not patents).

In the non-ballast ship according to Publications 1 and 2, which are not patents, the vertical cross section of the ship bottom is formed by inclining the lower portions of the port side and the starboard side in the shape of an isosceles triangle. The resulting lack of load capacity is compensated by increasing the hull width. As a result, because of the limited width of canals or due to coastal conditions, not every port can accommodate the ship. In addition, the diameter of the propeller is reduced by about 10% compared to a conventional ship to reduce the draft at the rear. To compensate for the reduction in drive power, therefore, the horsepower of the ship is increased, which ultimately increases fuel consumption.

In the non-ballasted ship according to Publication 3, which is not a patent, in the portion of the hull which is below the water surface, a pipe with a large pipe diameter is arranged from bow to stern. Therefore, in view of the constant flow of seawater through the pipe, the pipe is susceptible to corrosion by seawater, and the serviceability of the pipe is not good. In addition, depending on the flow rate of the seawater flowing through it, the pipe is populated by aquatic species. Thus, these aquatic species can quickly move from one area to another. In addition, the proportion of the pipe provided in the hull in the content volume of the hull is large, causing the gross tonnage to be small.

The following ship is proposed (see, for example, Patent Document 1): The ship's bottom is reset. There is provided a watertight, recessed portion for receiving air, the lower portion of which is open. A vertical partition and a horizontal partition are arranged to intersect each other vertically to divide the watertight niche for receiving air. An air supply pipe communicating with an air supply unit provided in the upper part of the trunk is branched halfway. The lower ends of the branched air supply tubes, in each of which air valves are provided, are open and communicate with the respective sections. The air valve is controlled based on the information obtained from a water surface monitor provided in the ship's floor. The amount of air for each section is regulated by supplying and discharging air to and from each section. The hull is lifted above the water surface by a layer of air in each section. Further, as the ship travels, lowering the viscosity resistance enables economical travel.

In a ship having the characteristics of the ship bottom structure of Patent Document 1, it is necessary to visually carefully monitor the water level by a water level monitor when air is supplied to prevent the ship bottom from being overflowed the water surface rises. If more air is supplied from the air supply pipe than the section can hold, the ship bottom is raised above the water surface to discharge excess air to the outside. Thus, the hull loses its balance, which is extremely dangerous.

The following ship is proposed (see Patent Document 2): Around the ship bottom is provided a side plate, and inside the side plate there is a recess. Alternatively, a middle flat portion of the bow and the entire stern of the ship bottom are set back to the height of the side plate to form a recessed portion. Partition walls are provided in these recessed portions of length and width to form a number of air chambers. Each air chamber communicates with a tube having a check valve for compressed air. Further, an air compressor provided in the fuselage supplies compressed air to each of the chambers.

As for the ship having the ship bottom structure of Patent Document 2, when more air is supplied through an air supply pipe than the individual air chambers can receive, the ship bottom is raised above the water surface to discharge excess air from the lower opening part of the air chamber to the outside, and the hull loses its balance, which is very dangerous.

There is proposed an air cushion ship (see, for example, Patent Document 3) whose inventor is identical to the inventor of the present application. According to this airbag ship, a rear end of a flow plate is provided in a lower portion of the partition plate with which an air cushion space is divided. A drainage pipe section for the engine cooling water is extended. The duct for the engine cooling water has at least two hill-like curved parts in that of the air cushion chambers which is closest to the bow side. An air intake pipe whose upper end is open in the upper portion of the fuselage, and the conduit for the engine cooling water communicate with each other. The air is discharged together with the cooling water used in the air cushion chamber, and the discharged air can be supplied into the air cushion chamber.

In any of the ships having air bag chambers according to the Patent Documents 1 to 3, the air bag chambers can function as ballast tanks, but these ships have separate ballast tanks. The gross tonnage is obtained by subtracting a certain section (for example ballast tanks) from the total volume content of the hull. The tonnage or boat tax is determined on the basis of gross tonnage. Therefore, the ship carrying its ballast tanks has the problem that the tonnage or ship taxes are high.
[Document 1 (no patent)] Report titled Outline of Research Results, March 2006, published by the Japan Ship Technology Research Association, a project supported by the Nippon Foundation website
[Document 2] Test Center website, Shipbuilding Research Center of Japan
[Patent foreign document 3 (no patent)] Photo of the University of Michigan on the Transtex website (JR Souken Information System Co., Ltd.)
[Patent Document 1] JP-A-Sho 61 (1986) -232982
[Patent Document 2] JP-A-Hei 10 (1998) -100985
[Patent Document 3] Japanese Patent No. 3677682

SUMMARY OF THE INVENTION

The present invention has been made against the background of the above-described problems of the prior art, and its object is to provide a ship as described below: The lower end of the ventilation tube, both ends of which are open to an air chamber which is between an inner Plate and an outer plate is provided in the lower portion of both the right and the left gunwale of the fuselage is open at the level of the top of a flow plate. It prevents the seawater level in each of the air cushion chambers from falling below the opening position of the lower end of the ventilation pipe. By adjusting the amount of air that is supplied or removed from the compressed air line, an adjustment is made in the event of a fissure of the fuselage. Thus, it is possible to perform the adjustment of the hull in a similar manner as in the case of a vessel with ballast tanks, even in a ballast-free ship.

According to one aspect of the present invention, air chambers are provided in lower portions of right and left side walls of a hull. A chamber is provided which has a flat ship's bottom along a vertical centerline of the fuselage that extends from the bow to the stern. With the vertical center line of the fuselage as the axis of symmetry, air cushion chambers whose lower ends are open on both the right and left sides of the chamber are provided in a recessed manner at positions opposite to each other. In the direction of travel of the hull vertical partitions are provided on a lower shell in the air cushion chamber. Two or more horizontal divisional plates parallel to each other are perpendicular to the lower envelope perpendicular to Direction of movement of the trunk provided. The air cushion chamber is divided using the vertical and horizontal partition plates as partitions. A lower edge of the horizontal dividing plate is arranged so as to be above a horizontal position of a lower edge of the vertical dividing plate. At a lower position of the horizontal partition plate, a space is provided through which seawater flows with a flow plate horizontally positioned. A lower surface of the flow plate, lower edges of the right and left side walls of the fuselage, and an outer side position of the ship bottom of the chamber are arranged horizontally at the same height. The other end of the compressed air supply line, one end of which is connected to a compressed air supply unit to direct compressed air into and out of the divided air cushion chamber, is open to the air cushion chamber and the air chamber and is in communication therewith. Both ends of a ventilation pipe are open. One end of the openings is open to the water surface. The other end is open at the same height as an upper face of the flow plate in the air chamber. It is prevented that a seawater level in the air cushion chamber falls below the opening position of the lower end of the ventilation tube. Furthermore, permeability between the air chambers and the air cushion chambers is provided to equalize the amounts of air in the air cushion chambers.

According to another aspect of the present invention, air chambers are provided in lower portions of right and left side walls of a hull. On a ship floor of the hull are air cushion chambers whose deeper sections are open, provided in a recessed manner from bow to stern. In the direction of travel of the fuselage vertical dividing plates are provided on a lower shell of the air cushion chamber. Two or more horizontal divisional plates parallel to each other are provided vertically to the lower shell perpendicular to the direction of travel of the trunk. The air cushion chamber is divided by using the vertical and horizontal partition plates as partition walls. A lower edge of the horizontal dividing plate is arranged to be above a horizontal position of a lower edge of the vertical dividing plate. At a lower position of the horizontal partition plate, a space is provided through which seawater flows, with a flow plate arranged horizontally. An underside of the flow plate and lower edges of the right and left side walls of the fuselage are arranged at the same height. The other end of a compressed air supply line, one end of which is connected to a compressed air supply unit for the supply and discharge of compressed air to and from the divided air cushion chamber, is open to the air cushion chamber and the air chamber and communicates with this. Both ends of a ventilation pipe are open. One end of the openings is open on a water surface. The other end is open at the level of an upper end face of the flow plate in the air chamber. It is prevented that a seawater level in the air cushion chamber falls below the opening position of the lower end of the vent tube. Furthermore, permeability between air chambers and the air cushion chambers is provided to equalize the amounts of air in the air cushion chambers.

According to the present invention, the ventilation tubes are arranged in the air chambers in the lower portions of the right and left side walls of the fuselage. Further, the lower end of the vent tube is open at the level of the top of the flow plate. Therefore, the seawater level in the air cushion chamber is prevented from falling below the opening position of the lower end of the ventilation pipe, which prevents the center of gravity of the trunk from rising. In addition, by controlling the amount of air supplied from the compressed air supply line or the amount of discharged air, hulling of the hull, etc. is prevented. Thus, it is also possible in the case of a ballast-free ship to adjust the balance of the hull, as in a ship with ballast tanks. If too much compressed air is supplied from the compressed air supply unit or the hull is lurching, the position of the lower opening of the ventilation pipe communicating with the air chamber is raised above the sea level. In such a case, air immediately penetrates through the lower opening of the ventilation pipe and is discharged from the upper opening of the ventilation pipe through the ventilation pipe. Therefore, a position of the lower end of the ventilation pipe becomes the lower limit of seawater level in the air cushion chamber. As the hull does not lift abnormally, the center of gravity does not rise, preventing dangerous situations such as the hull losing its balance and causing an accident.

In the ballastless vessel according to the present invention, a draft reduction is performed on the seawater flowing on the flow plate while the ship is traveling. The seawater of the port, from which the ship discharges, which is brought into the lower portion of the air cushion chamber, is discharged from the air cushion chamber opposite to the direction of travel when the ship begins to drive. Similarly, in the initial stage of the cruise, the aquatic species of the port from which the ship is leaving are also drained from the air bag chamber. That is, the aquatic species of the sea area of the port in which the ship is located, which are in the air cushion chamber, are due to the resistance of the ship bottom by the Propulsion movement of the ship in the initial stage of the journey immediately discharged together with seawater from the air cushion chamber. Thus, the aquatic species can not remain in the air cushion chamber, and therefore they can not be taken along, thereby causing no situations that confuse the ecosystem.

In the ballastless ship according to the present invention, the seawater in the air cushion chamber is constantly deflated and replaced in the direction opposite to the direction of travel. By supplying the compressed air from the compressed air supply unit, the sea water at the lower shell can be prevented from remaining within the air cushion chamber, which prevents corrosion of the ship bottom.

The gross tonnage is expressed in terms of a fuselage volume. In the case of the ballast-free ship, the air cushion chambers are provided outside the fuselage. Thus, they can not be counted when the gross tonnage is calculated. Therefore, by building a ballast-free ship having a larger trunk volume, the space for the people on board and the cargo hold volume can be increased, and the carrying capacity can be increased. Specifically, the volume of the fuselage can be increased by the volume of the air cushion chambers that have been reset, which greatly improves the space for the crew and the carrying capacity.

BRIEF DESCRIPTION OF THE DRAWING

1 is a plan view of a main part of a ballast-free ship (first embodiment);

2 is an enlarged width cross-section of a hull, which represents the main part of the ballast-free ship (first embodiment);

3 Fig. 10 is a right side sectional view showing the main part (first embodiment);

4 Fig. 11 is a sectional view illustrating the relationship between a flow plate and seawater during running (first embodiment);

5 is a partial sectional view from below (first embodiment);

6 is an enlarged vertical cross-section in the width direction of a hull, which constitutes a main part of a ballast-free ship (second embodiment); and

7 is a right-side section view, which is the main part of 6 represents (second embodiment).

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The other end of the vent tube, both ends of which are open, is open at the level of the top of the flow plate. Thus, the seawater level of the sea water entering the air cushion chamber is prevented from falling below the top of the flow plate, and the center of gravity of the trunk is prevented from rising beyond a predetermined position. Therefore, even in the case of bad weather, a lurching of the hull, etc. is prevented, and the accidents, such as a capsizing of the ship, can be prevented. In addition, depending on the lack of cargo or load capacity, compressed air is supplied or removed, and the balance of the fuselage is adjusted. Therefore, dangerous situations such as a ship's whiplash and capsizing are avoided. Further, seawater is prevented from remaining on the lower shell of the air cushion chamber, and corrosion of the bottom skin is prevented. In addition, it is easily possible to view the interior of the air cushion chamber in the dock from the bottom of the fuselage. Therefore, the ease of maintenance compared to conventional ballast ships is significantly improved. Further, because the gross tonnage is a fuselage volume, the lower shell of the air cushion chamber is reset. Thus, the total volume of the air cushion chamber is not included in the gross tonnage, whereby the volume of the fuselage is increased by the total volume of the air cushion chambers.

First embodiment

Regarding 1 to 5 a ballast free ship of a first embodiment will be explained. 1 is a plan view showing the main part of a ballast-free ship, 2 is an enlarged vertical sectional view in the width direction of a fuselage and shows the main part of the ballastless ship, 3 FIG. 12 is a right side sectional view showing the relationship between a flow plate and the flow of seawater while driving, and FIG 5 is a partial sectional view from below. In 1 to 5 are at the ship's bottom part of a hull 1 an air cushion chamber separated by two side walls 2 of the hull 1 surrounded, provided a bow seal and a rear seal. The lower part of the air cushion chamber is open. The bottom of the air cushion chamber is set back, and its vertical cross section has an inverted concave shape. As in 2 shown, the side wall consists 2 from steel plates. Furthermore, the side wall 2 on: a flat surface that forms a Dellbord or Gunwale; and an outer plate of a bilge continuously extending from the first flat plate and curved inward. An inner plate 3 is inside the sidewall 2 intended. An air chamber 4 is between the sidewall 2 and the inner plate 3 intended. The air chamber 4 includes a space from the side wall 2 , the inner plate 3 and a first side plate 5 is surrounded. Between the side wall 2 and the inner plate 3 Upper and lower space portions are provided by a second side plate 6 and a third side plate 7 are separated. The third side plate 7 is continuous with a main deck 8th intended.

In the ship's bottom of the hull 1 is a chamber 9 provided with a predetermined width along a longitudinal center line of the fuselage from the bow to the stern. The chamber 9 is a space that is waterproof from a flat ship's floor 10 and walls 11 is surrounded, perpendicular to the flat bottom of the ship 10 are and each of the right and left margins of the ship's bottom 10 looming. The chamber 9 can be used for a variety of purposes, such as a hold or space for the ship's crew. The flat ship bottom 10 is provided at the same height as the lower edge (the lower edge of the outer plate of the bilge) of the right and left sidewalls 2 of the hull 1 ,

At the bottom shell 12 of the hull are vertically vertical dividing plates 13 in the direction of travel of the hull 1 perpendicular to the lower shell 12 and down to the height, the lower edge (the lower edge of the outer plate of the bilge) of the right and left sidewalls 2 of the hull 1 corresponds, provided. In addition, two or more horizontal dividing plates parallel to each other on the lower shell are vertical 14 at right angles to the direction of travel of the fuselage 1 , perpendicular to the lower shell 12 and up to half the height of the right and left sidewalls 2 intended. The distances of the horizontal dividing plates 14 vary according to the vessel type. The air cushion chamber 15 is through the vertical dividing plates 13 and the horizontal dividing plates 14 divided. There are each air circulation openings 16 provided in the partition walls, to which the vertical partition plates 13 and the horizontal dividing plates 14 the split air cushion chambers 15 belong. The air circulation openings 16 in the vertical partition plate 13 and the horizontal dividing plate 14 are arranged above the positions where lower ends of ventilation pipes 17 that are yet to be described, to open.

Along the horizontal dividing plate 14 is a flow plate 18 in the lower section of the horizontal partition plate 14 intended. The flow plate 18 is at the bottom of the vertical partition plate 13 attached to this and connected to this unit, that they are parallel to the lower shell 12 is that is provided horizontally. More precisely, at one point, which is a lower part of the horizontal dividing plate 14 corresponds to, in the lower end of the vertical partition plate 13 the flow plate 18 which has a predetermined front and rear width and which is of significant length in the horizontal direction, and which is rectangular in plan, so as to be integral with the vertical partition plate 13 connected so that they are parallel to the horizontal lower shell 12 is. Horizontal are at the same height, the bottom of the vertical partition plate 13 , the lower edges of the right and left side walls of the fuselage and a ship's bottom 10 the chamber 9 provided so that they are arranged in the same plane.

air compressors 19 are in the hull 1 intended. The air compressor 19 is via an air compressor chamber and an air tank with a main pipe of the compressed air supply line 20 connected and connected with this. A known means is used as the compressed air supply means. For example, an agent used in the Japanese Patent No. 3077032 is described.

The main pipe of the compressed air supply line 20 is branched. Pipes of the branched compressed air supply line 20 contain valves and are to the respective air cushion chambers 15 or air chambers open and are in communication with these. The valve in the branch pipe of the compressed air supply line 20 is provided, detects the amount of intake air, the sea water level, etc. in each air cushion chamber 15 , Thus, the valve can be controlled to be opened and closed by a control unit according to the information obtained. A valve is in a drain pipe 21 intended. One of its ends is to the side wall 2 open, and the other end is to the main pipe of the compressed air supply line 20 connected. The valve in the drain pipe 21 is provided, detects the amount of intake air, the sea water level, etc. in each air cushion chamber 15 , The valve may be controlled to be opened and closed by a control unit according to the information obtained.

Both ends of the ventilation pipe 17 are open. The ventilation pipe 17 passes through first and second side plates 5 and 6 , One end of the vent tube opens at the water surface in the outer surface of the side wall 2 , The other end of the ventilation pipe 17 is at the level of the top of the flow plate 18 in the air chamber 4 open.

Now, operations of the present invention will be explained. If the hull 1 is not loaded, presses the compressed air in the air cushion chamber 15 on the water surface. As a result, the hull rises 1 , and the center of gravity of the hull 1 tends upwards. When the center of gravity of the fuselage 1 rises, the hull loses 1 be Balance, and the ship can capsize. Therefore, according to the first embodiment, the drive of the air compressor 19 exposed when the hull 1 not loaded. Then the valves in the branch pipe of the compressed air supply line 20 and the valve in the discharge pipe 21 is arranged, opened. Air in the air cushion chamber 15 is through the branch pipe of the compressed air line 20 from the outlet pipe 21 omitted from the water surface. When the air in the air cushion chamber 15 is drained, the water level rises in the air cushion chamber 15 , and the hull 1 does not rise. So that the water surface does not match the lower shell 12 A control unit (not shown) controls and controls the amount of compressed air that is released in relation to the water level.

If the hull 1 loaded, the hull tends 1 because of the freight weight to sink. The valve in the branch pipe of the compressed air supply line 20 will be opened. The air compressor 19 is driven to supply compressed air through a branch pipe of the compressed air supply line 20 in the air cushion chamber 15 to deliver, with the valve in the drain pipe 21 is arranged, is closed. The water surface in the air cushion chamber 15 is pushed down by the air pressure of the compressed air, and the hull 1 increases. When the water surface in the air cushion chamber 15 to the height of the top of the flow plate 18 rises, the incoming compressed air enters an opening in the other end of the ventilation pipe 17 even if compressed air continues to be supplied, and is discharged from the opening at one end of the ventilation pipe 17 drained into the atmosphere above the water surface. Even if too much compressed air in the air cushion chamber 15 is introduced, the water level in the air cushion chamber decreases 15 not under the top of the flow plate 18 , Therefore, the hull capsizes 1 not due to excessive supply of compressed air.

The other ends of the ventilation pipes 17 in the air chambers 4 which has a right chamber and a left chamber with respect to the chamber 9 are at the level of the tops of the flow plates 18 open. As the hull loses its left / right balance, an opening of the other end of the vent tube rises 17 that in a raised air chamber 4 the right and left air chambers 4 is provided, over the water surface. In such a case, the valve will be in the branch pipe of the compressed air supply pipe 20 closed on the raised side. The air with which the air cushion chamber 15 filled on the raised side, enters the opening of the other end of the ventilation tube 17 and is from an opening at one end of the ventilation tube 17 discharge to the atmosphere above the surface of the water. The opening at the other end of the ventilation pipe 17 on the raised side remains in constant contact with the water surface.

In contrast, by the drive of the air compressor 19 Compressed air from the compressed air supply line 20 in the air cushion chambers 15 delivered on the sunken side. As a result, the air cushion chambers rise 15 indicating the water level in the right and left air cushion chambers 15 can be compensated. Thus, even if the hull sinks 1 has lost its right / left balance, the water level is not below the opening of the other end of the ventilation pipe, whereby the balance can be maintained.

In addition, the ventilation pipe 17 at the level of the top of the flow plate 18 open. Therefore, the water level does not drop below the height of the top of the flow plate 18 in the air cushion chamber 15 , Arrows in 4 show the flow of seawater while the ship is sailing. The seawater flows on the flow plate 18 while the ship is going. Therefore, the seawater gets inside the air cushion chamber 15 not in the air cushion chamber 15 but it is constantly being replaced. Because of the flow of water caused by the moving ship, aquatic species in the seawater together with the seawater from the air cushion chamber become 15 expelled to the rear. Thus, they are not taken to other ports where they could mess up the ecosystem.

Second embodiment

Regarding 6 and 7 a second embodiment will be described. In the following description, like reference numerals are used to simplify the same portions as in FIG 1 to 5 to call. At the ship's bottom of the hull 1 is an air cushion chamber 15 provided, the vertical cross-section, in which the ship's bottom is set back, has a reverse concave shape. The side wall 2 indicates: a flat surface forming a gunwale; and an outer plate of a bilge continuously extending from the flat surface and curved inwardly. An inner plate 3 is inside the sidewall 2 provided, and an air chamber 4 is between the sidewall 2 and the inner plate 3 intended. The air chamber 4 has a space from the side wall 2 , the inner plate 3 and a first side plate 5 is surrounded. Between the side wall 2 and the inner plate 3 There are two room sections provided by a second side panel 6 and a third side plate 7 are separated. The third side plate 7 is continuous with a main deck 8th intended. In the lower shell 12 of the hull 1 is vertically a vertical partition plate 13 in the direction of travel of the hull 1 , perpendicular to lower shell 12 and up to a position corresponding to a lower edge (a lower edge of the outer plate of the bilge) of the right and left side walls of the fuselage 1 corresponds, provided. Furthermore, on the lower outer skin 12 vertically two or more horizontal dividing plates parallel to each other 14 perpendicular to the direction of travel of the fuselage 1 at right angles to the lower shell 12 and halfway up the right and left sidewalls 2 intended. The air cushion chamber 15 is through the vertical and horizontal dividing plates 13 and 14 divided.

Along the horizontal dividing plate 14 is a flow plate 18 at the position corresponding to the lower part of the horizontal dividing plate 14 corresponds to, at the bottom of the vertical partition plate 13 intended. The flow plate 18 is at the bottom of the vertical partition plate 13 fixed so that it has a parallel spatial relationship to the lower shell 12 which is horizontally formed has. In the vertical partition plate 13 and the horizontal dividing plate 14 are air circulation openings 16 educated. No air circulation opening is that of the vertical partition plates 13 provided on a vertical centerline of the fuselage 1 is provided.

Furthermore, the present invention includes an embodiment in which in a vertical plate 13 from the vertical dividing plates 13 lying on the vertical center line of the trunk 1 is provided, air circulation openings 18 are formed. The compressed air supply line 20 is branched. Branch pipes of the compressed air supply line 20 that contain valves are related to the respective air cushion chambers 15 or air chambers 4 open and communicate with them. The valve in the branch pipe of the compressed air supply line 20 is arranged, detects the amount of intake air, the water level, etc. in the air cushion chamber 15 , The valve is controlled to be opened and closed by a controller according to the information obtained.

A valve is in an outlet pipe 21 intended. One of its ends is to the side wall 2 open, and the other end is with a main pipe of the compressed air supply line 20 connected. The in the outlet pipe 21 arranged valve detects the amount of intake air, the water level, etc. in each air cushion chamber 15 , The valve may be controlled by a control unit in accordance with the information obtained.

Both ends of the ventilation pipe 17 are open. The ventilation pipe 17 passes through a first side plate 5 and a second side plate 6 , One end of the ventilation pipe 17 is at the water surface on the outside of the sidewall 2 open. The other end of the ventilation pipe 17 is at the level of the top of the flow plate 18 in the air chamber 4 open.

Now functions will be described. If the hull 1 is not loaded, presses the compressed air in the air cushion chamber 15 on the water surface. As a result, the hull rises 1 , and the center of gravity of the hull 1 tends upwards. When the center of gravity of the fuselage 1 rises, the hull loses 1 its balance, which can cause a capsizing of the ship. Therefore, according to the first embodiment, the drive of the air compressor 19 suspended when the hull is not loaded. Then the valve in the branch pipe of the compressed air supply line 20 and the valve in the outlet pipe 21 open. The air in the air cushion chamber 15 is through the branch pipe of the compressed air supply line 20 discharged above the water surface from the outlet pipe into the atmosphere. When the air in the air cushion chamber 15 is drained, the water level rises in the air cushion chamber 15 , and the hull 1 does not rise. So that the water surface does not match the lower shell 12 comes in contact, controls and controls a (not shown) control unit, the amount of compressed air released in connection with the water level.

If the hull 1 loaded, the hull tends 1 by the weight of the cargo to sink. The air compressor 19 is driven, the valve being in the branch pipe of the compressed air supply line 20 is arranged, open and the valve in the outlet pipe 21 is provided, is closed. Further, the compressed air through the branch pipe of the compressed air supply line 20 in the air cushion chamber 15 delivered. The water level in the air cushion chamber 15 is lowered by the air pressure of the compressed air, and the hull 1 increases. When the water level in the air cushion chamber 15 at the same height as the top of the flow plate 18 , The supplied compressed air, even if further compressed air is supplied, enters the opening at the other end of the ventilation tube 17 and is from the opening at one end of the ventilation pipe 17 released into the atmosphere above the sea surface. Even if the compressed air of the air cushion chamber 15 is gradually fed, the water level in the air cushion chamber decreases 15 not under the top of the flow plate 18 , Therefore, the hull does not capsize even if too much compressed air is supplied.

The other end of the ventilation pipe 17 is at the level of the top of the flow plate 18 in the right and left air chambers 4 open. If the hull 1 loses his right / left balance and an opening at the other end of the ventilation pipe 17 that in the raised of the right and left air chambers 4 is provided, rises above the water level, the valve in the branch pipe of the compressed air supply line 20 the raised one Page closed. The air with which the air cushion chamber 15 filled on the raised side, enters the opening at the other end of the ventilation tube 17 on the raised side and is above the sea surface from an opening at one end of the ventilation pipe 17 drained. The opening at the other end of the ventilation pipe 17 on the raised side is left in constant contact with the sea surface. By contrast, by driving the air compressor 19 Compressed air from the compressed air supply line 20 in the air cushion chamber 15 delivered on the sunken side, and the air cushion chamber 15 is raised. With the vertical partition plate 13 lying on a vertical centerline of the hull 1 is arranged as a center, the water levels in the right and left air cushion chambers 15 be aligned. Thus, even if the hull 1 loses his right / left balance, without the water level below the opening of the other end of the ventilation pipe 17 is to be kept in balance. In addition, the ventilation pipe 17 at the level of the top of the flow plate 18 open. As a result, the water level of the air cushion chamber does not sink below the top of the flow plate 18 that represents its lower limit. The ship moves forward while the seawater is at the top of the flow plate 18 flows. Therefore, the seawater does not get into the air cushion chamber 15 withheld, but is constantly being replaced. Furthermore, aquatic species in the air cushion chamber 15 discharged together with the seawater to the rear of the hull. Therefore, the aquatic species are released into the sea together with the seawater near where they are swimmers. Thus, she will not be transported to another port and as a result will not disturb the ecosystem there.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 61-232982A [0011]
• JP 10-100985A [0011]
• JP 3677682 [0011]
• JP 3077032 [0031]

Cited non-patent literature

• Outline of Research Results, March 2006, published by the Japan Ship Technology Research Association, a project supported by the Nippon Foundation website [0011]
• Test Center website, Shipbuilding Research Center of Japan [0011]
• Photo of the University of Michigan / "Ecosystem is protected by ballast-free ship" on the website of Transtex (managing website: JR Souken Information System Co., Ltd.) [0011]

Claims (2)

Ballast free ship, in which air chambers are provided in lower portions of right and left side walls of a hull; a chamber is provided having a flat ship bottom along a vertical centerline of the fuselage extending from the bow to the stern, and air cushion chambers whose lower ends are open at both the right and left sides of the chamber, with the vertical centerline the trunk as the axis of symmetry, provided in a recessed manner opposite each other; wherein in the direction of travel of the fuselage vertical partition plates are provided on a lower shell in the air cushion chamber, two or more parallel horizontal partition plates are provided vertically to the lower shell perpendicular to the direction of travel of the fuselage, the air cushion chamber is divided using the vertical and horizontal partition plates as partition walls , a lower edge of the horizontal partition plate is arranged to be above a horizontal position of a lower edge of the vertical partition plate, and at a lower position of the horizontal partition plate, a space through which seawater flows is provided, with a flow plate horizontally arranged is; wherein a lower surface of the flow plate, lower edges of the right and left side walls of the fuselage, and an outer surface of the vessel bottom of the chamber are horizontally disposed at the same height; the other end of the compressed air line, one end of which is connected to a compressed air supply unit for supplying and discharging compressed air into and out of the divided air cushion chamber, is open to and communicates with the air cushion chamber and the air chamber, respectively; wherein both ends of a vent pipe are open, one end of the opening is open at one water surface, the other is open at the level of an upper end face of the flow plane in the air chamber; and wherein a water level in the air cushion chamber is prevented from dropping below the opening of the lower end of the ventilation pipe, and a permeability between the air chambers and the air cushion chamber is established to equalize the amounts of air in the air cushion chambers. Ballast free ship, wherein air chambers are provided in lower portions of right and left side walls of a hull; wherein on a ship's bottom of the fuselage air cushion chambers whose lower portions are open, are provided from the bow to the rear in a recessed manner; wherein in the direction of travel of the fuselage vertical partition plates are provided on a lower shell in the air cushion chamber, two or more parallel horizontal partition plates are provided vertically to the lower shell perpendicular to the direction of travel of the fuselage, the air cushion chamber is divided using the vertical and horizontal partition plates as partition walls in that a lower edge of the horizontal partition plate is arranged so as to be above a horizontal position of a lower edge of the vertical partition plate, at a lower position of the horizontal partition plate, a space through which seawater flows is provided, with a flow plate horizontally arranged ; wherein an underside of the flow plate and lower edges of the right and left side walls of the fuselage are arranged at the same height; the other end of the compressed air line, one end of which is connected to a compressed air supply unit for supplying and discharging compressed air into and out of the divided pressure pad chamber, is open to and communicates with the air cushion chamber and the air chamber, respectively; wherein both ends of a vent pipe are open, one end of the opening is open on a water surface, the other end is open at the level of an upper end face of the flow plate in the air chamber; and wherein a water level in the air cushion chamber is prevented from falling below the opening position of the lower end of the ventilation pipe, and in order to equalize the amounts of air in the air cushion chambers, permeability is established between the air chambers and the air cushion chamber.

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