KR101173364B1 - Ballast-free ship - Google Patents

Abstract

By adjusting the air supply amount from the compressed air supply pipe 20, the sea level position in the air cushion chamber 15 is adjusted, and even the non-ballast ship ensures the hull adjustment function equivalent to the ship which has a ballast tank.
The open end of the compressed air supply pipe 20 is opened in the air cushion chamber 15 partitioned by the horizontal plate 14 and the end plate 13. Below the side plate 14, a space part through which seawater flows is installed so as to arrange the rectifying plate 18 horizontally. The other end of the vent pipe 17 is provided in the air chamber 4 formed inside the side wall 2 so as to be opened at the same position in the height direction as the upper surface of the rectifying plate 18. One end of the vent pipe 17 is provided to open on the surface of the outer surface of the side wall 2.

Description

Non-ballast ships {BALLAST-FREE SHIP}

The present invention relates to a non-ballast vessel which has an action as a ballast tank in an air cushion chamber without installing a ballast tank on the hull.

Since ships, especially cargo ships, are designed to contain the weight of cargo, etc., in the empty state, the center of the hull rises and is likely to be overturned, and the draft is lowered, causing the ship to float. It becomes unstable, and the rectangular area is enlarged so that the small ship is not visible, the risk of collision occurs, the stress intensity decreases against the external force, the risk of distress, and the propulsion efficiency decreases. To prevent this, seawater was stored in ballast tanks installed on the hull and the weight was changed to stabilize the hull. In general, ballast water is required in large vessels in large quantities. Ballast tank capacity for tonnage of tonnage is generally 30% for container ships, 40% for oil tankers and 80% for LNG carriers. The ballast water is different from the loading port and the draining port, and the ecosystem is disturbed on the global scale because the speed of the ship makes it possible to travel between different countries in a short time in the presence of aquatic organisms contained in the ballast water. Causing environmental problems.

In view of these problems, non-ballast vessels without ballast water have been researched and developed. For example, it has been proposed that a large bottom slope is formed in the hull parallel so that the ballast water does not overflow even in the air, and the draft required for safe voyage can be obtained (for example, the Japan Foundation). Homepage Non-Ballast Ship's R & D Achievement Summary Report, Pyung Hwa, March 18, 2007 Japan Ship Research Institute's Foundation and Test Center Japan Shipbuilding Technology Center.

Japan Foundation Development Project Non-Ballast Ship's Internet Homepage of R & D Organization Overview Report, March, 18, 2006 Issued by Japan Ship Technology Research Association and Test Center Non-ballast listed on the Internet homepage of Japan Shipbuilding Technology Center The line compensates for the lack of cargo weight by increasing the hull width due to the inclination of the lower part of the port and starboard inwards to form an isosceles triangle in longitudinal section. In this case, the propeller diameter is reduced by about 10% compared to conventional ships in order to reduce the draft of the stern and to reduce the draft of the stern, thus increasing the horsepower to compensate for the decrease in propeller efficiency. Had

Protect the ecosystem with a non-ballast vessel. The non-ballast vessel in the picture of the University of Michigan on Transtex's homepage has a large diameter from the bow to the stern at the bottom of the hull. Pipes are installed, and since the seawater always passes through the pipes, the pipes are easily corroded by the seawater, so the maintenance performance of the pipes is poor, and the flow rate of the seawater passing through the pipes makes it a habitat for aquatic life. There was a problem that aquatic organisms travel to and from other countries in a short time. In addition, since the ratio of the pipes installed in the hull to the volume in the hull is large, there is a problem that the total tonnage decreases.

The bottom of the ship is formed to form a watertight recess for opening the air at the bottom, and the vertical and horizontal walls are orthogonal to distinguish the watertight recess for the air storage, and the air supply pipe connected from the air supply unit installed on the upper part of the hull is The lower end of the air supply pipe equipped with each air valve branched from the intermediate position is openly connected to each section, and the air valve is adjusted according to the information obtained from the surface monitoring apparatus installed on the bottom. The air volume of each section is adjusted by sending or inhaling air into the section, and the air layer in each section allows the hull to rise above the water surface, reducing the viscous resistance when sailing to enable economic navigation. It is proposed (for example, see Japanese Patent Laid-Open No. 61-232982).

In ships characterized by the bottom structure described in Japanese Patent Application Laid-Open No. 61-232982, when the air is supplied, the position of the water surface is carefully visually monitored by the sleep monitoring device in order to prevent the bottom from rising above the water surface. Must be monitored Even if more than a volume of air is supplied from the air supply pipe, the bottom of the ship rises from the water surface to exhaust excess air from the lower opening of the compartment to the outside, and the hull is unbalanced, which is very dangerous.

A side plate is installed around the bottom and a recess is formed inside the side plate, or the bottom part of the bottom part and the midplane of all the stern parts is recessed by the height of the side plate to form a recess, and a longitudinal horizontal wall is provided on the recess. Proposed a vessel that formed a plurality of air chambers, connected to each air chamber by connecting a piping for compressed air with a reverse displacement, and supplied compressed air to each air chamber from an air compressor installed on the hull. (See Japanese Patent Application Laid-Open No. 10-100985, for example).

 In ships of the bottom structure described in Japanese Patent Application Laid-Open No. 10-100985, when the air supply pipe supplies more than the volume of each air chamber, the bottom floats on the surface to exhaust the excess air from the lower opening of the air chamber to the outside. There was a problem that the hull is out of balance and very dangerous.

The air cushion room located at the foremost side of the air cushion room by installing the rear end of the horizontal rectifying plate at the lower part of the partition plate separating the air cushion room, and extending the engine cooling water pipe drainage part. The engine cooling water pipe has at least two mountain-shaped curved portions in the inside, and the air intake pipe whose upper end is opened upward and the engine cooling water pipe are joined together and exhausted together with the used cooling water in the air cushion chamber. The inventor who made it possible to supply this exhausted air to the air cushion chamber is proposing the same air cushion ship as the inventor of the present invention (see Japanese Patent No. 3677682, for example).

However, in any vessel having the air cushion chamber of Japanese Patent Application Laid-Open No. 61-232982, Japanese Patent Application Laid-Open No. 10-100985, and Japanese Patent No. 3677682 Patent Publication, the air cushion chamber functions as a ballast tank. No ballast tanks are provided. Total tonnage is the volume of the hull, minus a certain place (eg ballast tank). The weight of the goods or the tax on ships is determined by the total tonnage. Therefore, there is a problem in that a ship having a ballast tank installed therein has a problem that the weight of the goods or the tax on the ship becomes high.

The present invention was conceived in view of the problems of the prior art, the lower end of the air vent opening both ends in the air chamber formed between the inner plate and the outer plate in the lower left and right sides of the hull in the same height direction as the upper surface of the rectifying plate Position so that the sea level in each air cushion chamber is not lower than the opening position at the bottom of the vent pipe, and even when the hull is shaken by adjustment of the air supply amount or the displacement of the compressed air supply pipe, It is an object to be able to adjust the hull on a par with a ship with ballast tanks.

In the present invention, the invention according to claim 1 forms an air chamber in the lower left and right side walls of the hull, and forms a room having a flat bottom along the longitudinal centerline of the hull from the bow to the stern, The air cushion chamber, which is opened at the lower left and right sides of the room with the vertical center line of the hull as the symmetry axis, is arranged at a position facing each other, and the vertical plate is vertically installed on the outer plate of the bottom along the traveling direction of the hull in the air cushion chamber. At the same time, a plurality of parallel plates are installed vertically on the outer plate of the bottom so as to be perpendicular to the traveling direction of the hull, the air cushion chamber is partitioned with the end plate and the plate as partition walls, and the lower end of the plate It is installed so that the open position is located above the horizontal position of the lower edge of the end plate, and the space portion through which seawater passes is placed in the lower position of the transverse plate to commutate. Horizontally, the lower surface of the rectifying plate, the lower edge of the left and right side walls of the hull and the outer surface of the bottom of the ship are installed at the same horizontal position in the height direction, and supply or exhaust the compressed air to the partitioned air cushion chamber. The other end of the compressed air supply pipe, one end of which is connected to the compressed air supply device for opening, is respectively connected to the air cushion chamber and the air chamber, and both ends of the vent pipe are opened, one end of the opening is opened on the water surface, and the other end is In the air chamber, the opening is installed at the same position in the height direction as the top surface of the rectifying plate so that the sea level in the air cushion chamber is not lower than the opening position at the lower end of the vent pipe, and the air volume between the air cushion chambers is equalized. In order to have a ventilation between the air chamber and the air cushion chamber.

According to the invention of claim 2, an air chamber is formed in the lower part of the left and right side walls of the hull, and an air cushion chamber having a lower opening from the bow to the stern is provided on the bottom of the hull, and the air cushion chamber has the traveling direction of the hull. The vertical bottom plate is installed vertically on the outer plate of the bottom, and the bottom plate is vertically installed so that a plurality of parallel horizontal plates are perpendicular to the traveling direction of the hull, and the vertical plate and the horizontal plate are partition walls. The air cushion chamber is partitioned, and the lower edge of the diaphragm is installed so as to be located above the horizontal position of the lower edge of the longitudinal plate, and the rectifying plate is horizontally provided with a space part through which seawater passes in the lower position of the diaphragm. The lower surface of the rectifying plate and the lower edges of the left and right side walls of the hull are installed in the same horizontal position in the height direction and compressed into a partitioned air cushion chamber. The other end of the compressed air supply pipe, one end of which is connected to the compressed air supply device for supplying or exhausting air, is connected to the air cushion chamber and the air chamber, respectively, and both ends of the vent pipe are opened. And the other end is installed at the same position in the air chamber at the same position as the top surface of the rectifying plate in the height direction, and ensures that the sea level in the air cushion chamber is not lower than the opening position at the bottom of the vent pipe. In order to equalize the amount of air between the chambers, the air chamber and the air cushion chamber are characterized by having air permeability.

The present invention is to install the vent pipe in the air chamber installed on the lower left and right side wall of the hull, and to open the lower end of the vent pipe in the same position in the height direction with the upper surface of the rectifying plate so that the sea level in the air cushion chamber than the opening position of the bottom of the vent pipe Avoid lowering the center of the hull and adjust the air supply or exhaust from the compressed air supply line to prevent the ship from swaying sideways.Even non-ballast ships are equivalent to ships with ballast tanks. Has the effect of balance adjustment. Specifically, when excess compressed air is supplied from the compressed air supply device or the opening position of the lower end of the vent pipe connected to the air chamber due to the shaking of the hull rises above the sea level, the air instantly enters the lower end of the vent pipe and passes through the vent pipe. Since the lower limit of the sea level in the air cushion chamber becomes the opening position at the lower end of the vent pipe, since the hull center does not rise because the hull does not rise abnormally, there is a risk of loss of balance and distress. There is no effect.

The non-ballast vessel of the present invention rectifies the seawater flowing on the rectifying plate during the voyage, and the seawater of the starting port entering the lower part of the air cushion chamber is moved in the opposite direction to the traveling direction from the air cushion chamber when the vessel starts sailing. In the early stages of navigation, aquatic organisms from the port of departure also flow out of the air cushion chamber. That is, the aquatic organisms that entered the air cushion room of the starting port area where the ship is anchored are discharged from the air cushion room to the rear by the resistance of the bottom of the ship at the initial stage of the voyage. Since it does not stay in the air cushion room, transport movement becomes impossible. Thus, there is no effect of disturbing the ecosystem.

The non-ballast ship of the present invention always flows in the direction opposite to the direction of travel during sea voyage, and then changes, and the seawater is supplied to the bottom shell of the air cushion chamber by the supply of compressed air from the compressed air supply device. Since the attachment can be prevented, there is an effect that the bottom is not easily corroded by sea water.

Total tonnage is the volume of the hull. The non-ballast ship of this application is not included when calculating the total tonnage, since the air cushion chamber is outside the hull. Therefore, by manufacturing a non-ballast vessel with a larger ship hull, there is an effect that the weight of the goods can be increased by increasing the volume of the living space or hold for cargo loading. Specifically, the volume of the hull can be increased as much as the volume in the air cushion chamber, and the living environment for the crew and the weight of the goods are remarkably improved.

BRIEF DESCRIPTION OF THE DRAWINGS Explanatory drawing which shows the principal part of a non-ballast line. (Example 1)
Fig. 2 is a longitudinal cross-sectional explanatory view enlarged along the width direction of the hull showing the main portion of the non-ballast ship. (Example 1)
3 is a cut-out right side view showing the main portion. (Example 1)
Fig. 4 is a sectional view showing the relationship between the rectifying plate and the seawater while sailing.
Fig. 5 is a partially cutaway bottom view. (Example 1)
6 is a longitudinal cross-sectional explanatory view enlarged along the width direction of a hull showing the main part of a non-ballast ship. (Example 2)
7 is a cut-out right side view showing the main portion of FIG. 6 (Example 2)

The other end of the vent pipe, which opens at both ends, is opened at the same horizontal position in the height direction as the upper surface of the rectifying plate, so that the sea level position of the seawater entering the air cushion chamber is not located below the upper surface of the rectifying plate. Do not ascend, and even in bad weather to prevent the hull swinging sideways to avoid the risk of distress, such as overturning. In addition, by adjusting the balance of the hull by supplying or evacuating the compressed air according to air load or the weight of the goods, it is possible to avoid the risk of shaking or overturning of the ship, and also to prevent the seawater from adhering to the bottom shell of the air cushion chamber. To prevent corrosion of the bottom shell. In addition, the maintenance performance was significantly improved compared to the conventional ballast ship by making the inside of the air cushion room very easily seen from the bottom of the hull in the election. In addition, the total tonnage is designed to refer to the internal volume of the hull, and the air cushion room is provided with the bottom of the hull so that the air tonnage is not included in the total tonnage, so that the internal volume of the hull is expanded to the total of the air cushion room. Could.

Example 1

The non-ballast line of Example 1 is demonstrated with the drawing shown in FIGS.

1 is a plan explanatory view showing the main portion of the non-ballast line, Figure 2 is a longitudinal cross-sectional explanatory view enlarged along the hull-shaped width direction showing the main portion of the non-ballast line, Figure 3 is a cut-out right side view showing the main portion, 4 is a cross-sectional view showing the relationship between the rectifying plate and the flow of the seawater during sailing, Figure 5 is a partially cut bottom view.

In these figures, the bottom part of the hull 1 is surrounded by both side walls 2 of the hull 1, the seal of the bow, and the seal of the stern, and the lower end is opened to dent the bottom so that the longitudinal section is unstable ( Iii) Form air cushion chamber in shape. As shown in FIG. 2, the side wall 2 consists of a steel plate, and consists of the flat surface which comprises a string, and the bilge outer shell which curves inward continuously with this flat surface. An inner plate 3 is provided inside the side wall 2 to form an air chamber 4 between the side wall 2 and the inner plate 3. The air chamber 4 consists of a space surrounded by the side wall 2, the inner plate 3 and the first horizontal plate 5. Between the side wall 2 and the inner board 3, two space parts divided up and down by the 2nd horizontal board 6 and the 3rd horizontal board 7 are formed. The third transverse plate 7 is connected to the main deck 8.

The bottom of the hull 1 is provided with a room 9 having a predetermined width along the longitudinal center line of the hull from the bow to the stern. The room 9 is a space part enclosed by a flat bottom 10 and a wall 11 which is formed at an angle of 90 degrees with the flat bottom 10 and entered from the left and right sides of the bottom 10, respectively. Or it can be used for various purposes as a living space for sailors. The flat bottom 10 is provided on the same surface located in the same position as the lower edge of the side wall 2 (lower edge of the bottom wastewater shell plate).

The bottom plate 12 of the hull 1 has a longitudinal plate 13 perpendicular to the hull shell plate 12 along the traveling direction of the hull 1, and the lower edges of the left and right side walls 2 of the hull 1; It was installed vertically up to a position corresponding to the bottom edge of the bottom wastewater shell. In addition, the bottom shell 12 has a plurality of mutually parallel transverse plates 14 perpendicular to the traveling direction of the hull 1 at right angles to the bottom shell 12 and in the height direction of the left and right side walls 2. It was installed vertically up to the position. The spacing of the side plates 14 depends on the type of ship. The air cushion chamber is partitioned by the end plate 13 and the side plate 14, and the air flow hole 16 is formed in the partition wall which consists of the end plate 13 and the side plate 14 of each partitioned air cushion chamber 15, respectively. Formed. The position in the height direction in which the air flow holes 16 are formed in the vertical plate 13 and the horizontal plate 14 is formed above the lower opening position of the vent pipe 17 described later.

The rectifying plate 18 is formed below the diaphragm 14 along the diaphragm 14. The rectifying plate 18 is formed at the lower edge of the vertical plate 13 so as to be in a positional relationship parallel to the bottom bottom plate 12 formed horizontally. Specifically, a rectangular rectifying plate having a predetermined front and rear width and a remarkably long transverse direction at a lower corresponding position of the horizontal plate 14 at the lower end of the longitudinal plate 13 so as to be in a positional relationship parallel to the bottom shell plate 12. It was formed integrally with the end plate (13). The lower surface of the end plate 13, the lower edge of the left and right side walls of the hull, and the bottom 10 of the room 9 are provided in the same horizontal position in the height direction so as to be in the same surface state.

The hull 1 is provided with an air compressor 19. The air compressor 19 is connected to the main pipe of the compressed air supply pipe 20 with an air compressor chamber and an air tank interposed therebetween. The compressed air supply means uses a known means, for example, the one described in Japanese Patent No. 3077032.

The main pipe of the compressed air supply pipe 20 is branched, and the branch pipe of the branched compressed air supply pipe 20 is equipped with a valve and connected to each air cushion chamber 15 and each air chamber 4, respectively. It is. The valve attached to the branch pipe of the compressed air supply pipe 20 senses the amount of air charged in each air cushion chamber 15, the position of the surface of the sea surface, and the like and can be controlled by the control device based on the acquired information.

The exhaust pipe 21 is equipped with a valve, one end of which is opened on the side wall 2, and the other end of the exhaust pipe 21 joins the main pipe of the compressed air supply pipe 20. The valve attached to the exhaust pipe 21 is configured to detect the amount of charge air in each air cushion chamber 15, the position of the surface of the sea, and the like, and to control the opening and closing with the controller based on the acquired information.

The vent pipe 17 is open at both ends. The vent pipe 17 penetrates the 1st horizontal board 5 and the 2nd horizontal board 6, and one end of the vent pipe 17 is opened on the sea surface at the outer surface of the side wall 2. As shown in FIG. The other end of the vent pipe 17 is opened at the same position in the height direction as the upper surface of the rectifying plate 18 in the air chamber 4.

Next, the operation will be described.

When the hull 1 is in the unloaded state, the compressed air in the air cushion chamber 15 presses down the surface of the sea, and the hull 1 floats up so that the center of the hull 1 rises. If the center of the hull 1 rises, there is a risk that the hull 1 collapses and overturns. Therefore, in the first embodiment, when the hull 1 is in the empty state, the driving of the air compressor 19 is stopped, and the valve mounted on the branch pipe of the compression supply pipe 20 and the valve mounted on the exhaust pipe 21 are opened. . Air in the air cushion chamber 15 is exhausted from the exhaust pipe 21 to the sea surface through the branch pipe of the compressed supply pipe 20. When the air in the air cushion chamber 15 is exhausted, the surface of the air cushion chamber 15 rises, so that the hull 1 does not float. Controlled by the control device (not shown) so that the surface of the sea surface does not come into contact with the bottom shell plate 12, the control amount is adjusted in relation to the surface of the sea surface.

When it is dripped at ship body 1, ship body 1 will fall by dripping weight. Open the valve mounted on the branch pipe of the compressed supply pipe 20 and drive the air compressor 19 while closing the valve mounted on the exhaust pipe 21 to compress the compressed air in the air cushion chamber 15. Supply to branch pipe. The sea surface 1 in the air cushion chamber 15 goes down by the air pressure of the compressed air, and the hull 1 rises. When the sea surface position in the air cushion chamber 15 becomes the same in the height direction as the upper surface of the rectifying plate 18, the compressed air supplied even though the compressed air is continuously supplied thereafter enters the opening of the other end of the vent pipe 17 (17) The air is exhausted from the opening at one end into the atmosphere on the sea surface. Even if the compressed air is excessively supplied to the air cushion chamber 15, the sea surface position in the air cushion chamber 15 is not located below the upper surface of the rectifying plate 18, so that the hull 1 is subjected to the excessive supply of compressed air. Is not overturned.

The other end of the vent pipe 17 is opened at the same position in the height direction as the upper surface of the rectifying plate 18 in the air chamber 4 which is symmetrical about the chamber 9. When the left and right balance of the hull 1 collapses, when the other end opening of the vent pipe 17 installed in one of the left and right air chambers 4 rises above the sea level, the compressed air supply pipe ( The valve attached to the branch pipe of 20) is closed. Air filled in the air cushion chamber 15 on the rising side enters from the other end opening of the vent pipe 17, is exhausted from the one end opening of the vent pipe 17 into the atmosphere on the surface of the air, and the other end opening of the vent pipe 17 on the rising side is Always remain in contact with the sea surface.

On the other hand, compressed air is supplied to the air cushion chamber 15 of the settled side from the compressed air supply pipe 20 by the operation of the air compressor 19, and the sea surface position in the left and right air cushion chambers 15 is equalized. do. Even in the case where the hull 1 loses the left and right balance in this manner, the balance can be maintained without the surface being lowered by the other end opening of the vent pipe 17.

Further, since the vent pipe 17 is opened at the same position in the height direction as the upper surface of the rectifying plate 18, the position of the sea surface in the height direction is the upper surface position of the rectifying plate 18 in the air cushion chamber 15. The lower limit does not become less than that. The arrow in FIG. 4 shows the flow of the seawater during sailing, and since the seawater moves over the rectifying plate 18 during the voyage, the seawater in the air cushion chamber 15 always remains without staying in the air cushion chamber 15. Will change. The aquatic organisms in the seawater also flow backwards from the air cushion chamber 15 by the flow of water generated by the voyage of the ship together with the seawater, so that they are not transported to other ports and do not destroy the ecosystem.

Example 2

6 and 7 describe the second embodiment. In order to simplify the description, the parts having the same functions as those of FIGS. 1 to 5 will be described with the same reference numerals. At the bottom of the hull 1, a longitudinal section in which the bottom is recessed forms an air cushion chamber having an inverted shape. The side wall 2 is composed of a flat surface constituting the string and a bottom wastewater shell plate continuously curved inwardly with the flat surface. An inner plate 3 is formed inside the side wall 2, and an air chamber 4 is formed between the side wall 2 and the inner plate 3. The air chamber 4 consists of a space surrounded by the side wall 2, the inner plate 3 and the first horizontal plate 5. Between the side wall 2 and the inner board 3, two space parts divided up and down by the 2nd horizontal board 6 and the 3rd horizontal board 7 are formed. The third transverse plate 7 is connected to the main deck 8. In the bottom shell 12 of the hull 1, the longitudinal plate 13 is perpendicular to the hull shell 12 along the traveling direction of the hull 1, and the lower edges of the left and right side walls 2 of the hull 1 It was installed vertically up to the position corresponding to the bottom edge of bottom wastewater shell. The bottom shell 12 has a plurality of parallel plates 14 which are perpendicular to the traveling direction of the hull 1 at right angles to the bottom shell 12 and in the height direction of the left and right side walls 2. It was installed vertically up to the middle position. The air cushion chamber is partitioned by the vertical plate 13 and the horizontal plate 14. The rectifying plate 18 is provided along the horizontal plate 14 at the lower corresponding position of the horizontal plate 14 at the lower end of the longitudinal plate 13. The rectifying plate 18 is provided at the lower edge of the longitudinal plate 13 so as to be in a positional relationship parallel to the bottom bottom plate 12 formed horizontally. Air flow holes 16 are formed in the end plate 13 and the side plate 14. An air flow hole is not formed in the vertical plate 13 provided to be disposed on the longitudinal center line of the hull 1 among the vertical plates 13.

The present invention also includes an air flow hole 18 formed in the vertical plate 13 disposed on the longitudinal center line of the hull 1 among the vertical plates 13.

The compressed air supply pipe 20 is branched, and a branch pipe of the compressed air supply pipe 20 is connected to each air cushion chamber 15 and each air chamber 4 by mounting a valve. The valve attached to the branch pipe of the compressed air supply pipe 20 is configured to detect the amount of charge air in each air cushion chamber 15, the position of the surface of the sea surface, and the like, and to control the opening and closing of the valve by the obtained information.

The exhaust pipe 21 is equipped with a valve, one end of which is opened on the side wall 2, and the other end of the exhaust pipe 21 joins the main pipe of the compressed air supply pipe 20. The valve attached to the exhaust pipe 21 is configured to detect the amount of air to be filled in each air cushion chamber 15, the position of the sea surface, and the like, and to control the opening and closing of the valve based on the acquired information.

The vent pipe 17 is open at both ends. The vent pipe 17 penetrates the 1st horizontal board 5 and the 2nd horizontal board 6, and one end of the vent pipe 17 is opened in the sea surface at the outer surface of the side wall 2. As shown in FIG. The other end of the vent pipe 17 is opened at the same position in the height direction as the upper surface of the rectifying plate 18 in the air chamber 4.

Next, the operation will be described. When the hull 1 is in the unloaded state, the compressed air in the air cushion chamber 15 presses down the surface of the sea, and the hull 1 floats up so that the center of the hull 1 rises. If the center of the hull 1 rises, there is a risk that the hull 1 collapses and overturns. Therefore, in the first embodiment, when the hull 1 is in the empty state, the driving of the air compressor 19 is stopped, and the valve mounted on the branch pipe of the compression supply pipe 20 and the valve mounted on the exhaust pipe 21 are opened. Air in the air cushion chamber 15 is exhausted from the exhaust pipe 21 into the atmosphere on the surface of the sea through the branch pipe of the compressed supply pipe 20. When the air in the air cushion chamber 15 is exhausted, the sea surface in the air cushion chamber 15 rises, and the hull 1 does not float. Controlled by the control device (not shown) so that the surface of the sea surface does not come into contact with the bottom shell plate 12, the control amount is adjusted in relation to the surface of the sea surface.

When it is dripped at ship body 1, ship body 1 will fall by dripping weight. The compressed air is compressed into the air cushion chamber 15 by driving the air compressor 19 while the valve mounted on the branch pipe of the compressed supply pipe 20 is opened and the valve mounted on the exhaust pipe 21 is closed. Supply from branch pipe. The sea surface 1 in the air cushion chamber 15 is pressed down by the air pressure of compressed air, and the hull 1 rises. When the sea surface position in the air cushion chamber 15 becomes the same position in the height direction as the upper surface of the rectifying plate 18, the compressed air supplied even if the compressed air continues to be supplied more than that enters the other end opening of the vent pipe 17. It is exhausted into the atmosphere on the sea surface at the opening of the end (17). Even if the compressed air is excessively supplied to the air cushion chamber 15, the sea surface position in the air cushion chamber 15 is not located below the upper surface of the rectifying plate 18, so that the hull 1 is subjected to the excessive supply of compressed air. There is no overturn.

The other end of the vent pipe 17 is opened in the left and right air chambers 4 at the same position in the height direction as the upper surface of the rectifying plate 18, respectively. When the left and right balance of the hull 1 is broken down, when the other end opening of the vent pipe 17 installed in one of the left and right air chambers 4 rises above the sea level, the compressed air on the rising side is raised. The valve attached to the branch pipe of the supply pipe 20 is closed. The air filled in the air cushion chamber 15 on the rising side enters from the other end opening of the air vent 17 on the rising side, and is exhausted from the one end opening of the air vent 17 on the surface of the air, and the other end of the air vent 17 on the rising side. The opening is always in contact with the sea surface. On the other hand, the compressed air is supplied from the compressed air supply pipe 20 by the driving of the air compressor 19 to the sinked air cushion chamber 15, and rises, and the end plate is disposed on the longitudinal center line of the hull 1. The sea surface position in each of the left and right air cushion chambers 15 is made uniform, centering on (13). Thus, even if the hull 1 loses the left and right balance, the sea surface does not fall by the other end opening of the vent pipe 17, so that the balance can be maintained.

Further, since the vent pipe 17 is opened at the same position in the height direction as the upper surface of the rectifying plate 18, the sea surface is the lower limit of the upper surface position of the rectifying plate 18 in the air cushion chamber 15. It doesn't work. During the voyage, since the seawater flows through the upper surface of the rectifying plate 18, the seawater in the air cushion chamber 15 is always changed without staying. Then, the aquatic organisms in the air cushion chamber 15 flow out to the hull rear side together with the sea water. Thus, aquatic organisms, along with seawater, are discharged from the waters near the inflow and do not migrate to other ports and therefore do not destroy ecosystems.

1 hull and 2 sidewalls
4 air rooms 9 rooms
10 Flat bottom 12 Bottom shell
13 end plate 14 side plate
15 Air Cushion Room 17 Ventilation
18 Rectification plate 20 Compressed air supply piping

Claims (2)

Air chambers are formed under the left and right side walls of the hull,
Form a room with a flat bottom along the longitudinal center line of the hull over the stern, and arrange the air cushion room facing downward to the left and right sides of the room with the longitudinal center line of the hull as the symmetry axis,
The vertical plate is vertically installed on the bottom shell along the traveling direction of the hull in the air cushion chamber, and a plurality of parallel transverse plates are vertically installed on the bottom shell so as to be perpendicular to the traveling direction of the hull. The air cushion chamber is partitioned using the horizontal plate as a partition wall, and the lower edge of the horizontal plate is positioned so as to be located above the horizontal position of the lower edge of the longitudinal plate, and a space portion through which seawater passes is placed under the horizontal plate to commutate. Install the plate horizontally,
Positions of the lower surface of the rectifying plate, the lower edge of the left and right side walls of the hull and the outer surface of the bottom of the ship are installed at the same horizontal position in the height direction.
The other end of the compressed air supply pipe, one end of which is connected to the compressed air supply device for supplying or exhausting the compressed air to the partitioned air cushion chamber, is connected to the air cushion chamber and the air chamber, respectively.
The vent pipe is open at both ends, one end of which is opened on the water surface, and the other end is provided at the same position in the height direction as the upper surface of the rectifying plate in the air chamber.
Non-ballast, characterized in that the sea level in the air cushion chamber is not lower than the lower opening position of the vent pipe, and at the same time have a breathability between the air chamber and the air cushion chamber to equalize the amount of air between the air cushion chamber line.
Air chambers are formed under the left and right side walls of the hull,
At the bottom of the hull, an air cushion room that opens downward from the bow to the stern is provided.
The vertical plate is vertically installed on the bottom shell along the traveling direction of the hull in the air cushion chamber, and a plurality of parallel transverse plates are vertically installed on the bottom shell so as to be perpendicular to the traveling direction of the hull. The air cushion chamber is partitioned by using a diaphragm as a partition wall, and the lower edge of the diaphragm is positioned to be located above the horizontal position of the lower edge of the longitudinal plate. Install the plate horizontally,
The bottom of the rectifying plate and the lower edge of the hull left and right walls are installed in the same horizontal position in the height direction,
The other end of the compressed air supply pipe, one end of which is connected to the compressed air supply device for supplying or exhausting compressed air to the partitioned air cushion chamber, is connected to the air cushion chamber and the air chamber, respectively.
The vent pipe is open at both ends, one end of which is opened on the surface of the water, and the other end is provided at the same position in the height direction as the upper surface of the rectifying plate in the air chamber.
Non-ballast, characterized in that the sea level in the air cushion chamber is not lower than the lower opening position of the vent pipe, and at the same time have a breathability between the air chamber and the air cushion chamber to equalize the amount of air between each air cushion chamber line.

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