JPH0687487A - Structure of high speed ship spreading air bubble - Google Patents
Structure of high speed ship spreading air bubbleInfo
- Publication number
- JPH0687487A JPH0687487A JP4245826A JP24582692A JPH0687487A JP H0687487 A JPH0687487 A JP H0687487A JP 4245826 A JP4245826 A JP 4245826A JP 24582692 A JP24582692 A JP 24582692A JP H0687487 A JPH0687487 A JP H0687487A
- Authority
- JP
- Japan
- Prior art keywords
- air
- ship
- pot
- water
- passage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- 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
Landscapes
- Aeration Devices For Treatment Of Activated Polluted Sludge (AREA)
Abstract
Description
【0001】[0001]
【産業上の利用分野】本発明は、水と船底とをエアの遮
断膜や気泡によって隔離させて水の接触抵抗を低減させ
ることで超高速で推進できる気泡を敷き込む高速船の構
造に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a structure of a high-speed ship laid with bubbles that can be propelled at an extremely high speed by separating water from the bottom of a ship by an air blocking film or bubbles to reduce contact resistance of water.
【0002】[0002]
【従 来 技 術】現在の船舶は船体が水を切って進む
のに最も理想的な形状をしており、特に運搬船において
は流線型などの構造や、水切り時にできるだけ波を発生
しないような船首構造にするなど、水を切って推進する
為の船舶技術においては現在既に充分成熟された従来技
術が存在するが、この現在の技術では逆に船舶スピ−ド
の限界が決まってしまい、船舶スピ−ド高速化による輸
送時間の短縮と貨物量の増加による輸送コストの低減を
実現するのは難しい問題点がある。[Prior art] Current vessels have the most ideal shape for the hull to go through the water, especially for carrier vessels, such as streamlined structure and bow structure that does not generate waves as much as possible when draining. Although there is a conventional technology that is already sufficiently mature at present in ship technology for draining water and promoting it, the current technology conversely determines the limit of ship speed and It is difficult to reduce the transportation time by increasing the speed and reducing the transportation cost by increasing the cargo volume.
【0003】[0003]
【発明が解決しようとする問題点】運輸省の次世代の超
高速貨物船(略称TSL)の現段階での基本方式には二
方式が既に大手造船七社によって提案されており、一つ
はホバ−クラフト方式と呼ばれるもので、船の中央部に
ホバ−クラフトと同様の大きな箱形の空間を形成しなが
ら、該口を開けた箱を伏せたようにしてエアと水面を接
触させて、該空間に換気扇状のファンによってエアを送
り込むことで押し込まれたエアの力を利用して船体を持
ち上げて進むものである。 そしてもう一つは水中翼方
式と呼ばれ、船体船体よりも更に下方向に水中翼と呼ば
れる傾斜板体を装着させて、スピ−ドが出ることによっ
て該傾斜板体に切られる水の力によって揚力を発生させ
て船体自体を水面から持ち上げながら推進させようとす
るものである。[Problems to be Solved by the Invention] As a basic method at the present stage of the next-generation ultra-high-speed cargo ship (abbreviated as TSL) of the Ministry of Transport, two methods have already been proposed by seven major shipbuilding companies. It is called the hovercraft method, and while forming a large box-shaped space similar to the hovercraft in the center of the ship, contact the air and water surface like a box with the mouth opened, The air is sent into the space by a fan-shaped fan, and the force of the air pushed in is used to lift and advance the hull. The other is called hydrofoil system, in which a slant plate called hydrofoil is attached further downward than the hull, and the force of water cut on the slant plate when the speed comes out. It is intended to generate lift to propel the hull itself while lifting it from the water surface.
【0004】しかし、これら二方式は根本的な問題があ
る。それは運搬目的が「旅客」というものに限定したも
のであれば軽量な人の輸送にはホバ−クラフト方式でも
水中翼方式でも実現可能であり、小型の旅客運搬船であ
れば既に現在に運行されているが、今回のTSLのよう
に対象物を重量物である「貨物」に限定して、しかも大
量に運搬するという構想においては重大で根本的な問題
点が起きている。 それは、該二方式はどちらも船を持
ち上げて推進させるということが船体構造の基本にある
点である。当然、貨物という重量物を持ち上げながら推
進するという効率の悪さが指摘されるだけでなく、前者
においては荷重がかかるとファンの吸入口よりエアが逆
流して排出される問題があり、後者は船全体を持ち上げ
るという効率の悪さがある分だけ運搬重物を極少量に制
限しなければならず、TSLの目的である運搬物を大量
にしかも現在の船舶よりも高速に運搬するという目的で
の限界が確定しながらも、各社がそれぞれ開発を進行し
ている背景がある。However, these two methods have fundamental problems. If the purpose of transportation is limited to "passengers", it can be realized by hover-craft method or hydrofoil method for transporting lightweight people, and if it is a small passenger carrier, it has already been operated at present. However, there is a serious and fundamental problem in the concept of limiting the object to a heavy cargo "cargo" and transporting a large amount like TSL. It is the basic point of the hull structure that both of these two systems lift and propel the ship. Of course, not only is the inefficiency of propelling heavy cargo called propulsion pointed out, but in the former case, there is a problem that air flows backward from the intake port of the fan when the load is applied, and in the latter case, Due to the inefficiency of lifting the whole, it is necessary to limit the amount of heavy cargo to a very small amount, and the limit for the purpose of transporting a large amount of cargo that is the purpose of TSL and faster than the current vessels However, there is a background that each company is developing each.
【0005】[0005]
【問題点を解決しようとする手段】そこで本発明は、船
体自体をエアの力叉は水の力で浮かせたりする非高率な
ものとせずに、基本的にはエアを船底に万遍なく敷き込
むことによって従来問題点を解決するものであり、その
構造を図面と共に説明すれば以下のようになる。流れに
対して船底が略平面状の構造として、該平面に多数のポ
ット部1を形成させて、エアをポット部1に入れる構造
として、該入れたエア粒を最低限でもポット部1の接触
面積の大きさまたはエア自身のもつ浮力または気泡のも
つ表面張力によってポット部1へ留める構造として、多
数のポット部1に入ったエア粒によって船底と水とを隔
離する構造とした。また、船底が起伏の緩い凹凸面をも
つ構造として、該凹面から凸面3になるにつれてポット
部1の大きさをより小さくする構造として、ポット部1
の気泡の捕らえ方に波の上下運動の揺れを利用する構造
とした。また、ポット部1に通路2を連通させて、通路
2より圧縮エアをポット部1へ送り込む構造として、通
路2は最終的には圧縮器へ連通される構造とした。ま
た、通路2の端部または途上で開閉動作を圧電素子6に
よっておこなう電気的弁構造5として、船底の通路2に
設けた圧電素子6は制御機構10によってそれぞれ個々
のポット部1または一集団毎のポット部1群を開閉調節
させる構造として、制御機構10には検知機構からの情
報に基き判断して指令させる構造とした。また、船底に
エアを吹き込む方法に回転軸11に羽根部9を突設させ
て、羽根部9の回転により水中に減圧力を発生させて、
該減圧力の発生付近でエア通路12に連通される噴出孔
部13を形成して、水中での該減圧力により水面上より
エアを自然吸引する羽根部回転型の曝気装置8を利用す
る構造とした。Therefore, according to the present invention, basically, the air is evenly distributed to the bottom of the ship without making the hull itself inconstant such as floating by the force of air or the force of water. The conventional problem is solved by laying it down, and its structure will be described below with reference to the drawings. As a structure in which the bottom of the ship is substantially flat with respect to the flow, a large number of pot portions 1 are formed on the flat surface, and air is introduced into the pot portion 1, so that the air particles put in contact with the pot portion 1 at a minimum. As a structure for retaining the water in the pot portion 1 by the size of the area, the buoyancy of the air itself or the surface tension of the bubbles, the structure in which the ship bottom and water are separated by the air particles that have entered the many pot portions 1 is adopted. In addition, as the structure in which the ship bottom has an uneven surface with gentle undulations, and the size of the pot part 1 becomes smaller as the concave surface changes to the convex surface 3, the pot part 1
The structure that utilizes the swing of the vertical motion of the wave is used to capture the bubbles in the. Further, the passage 2 is communicated with the pot portion 1 so that the compressed air is sent from the passage 2 to the pot portion 1 so that the passage 2 is finally communicated with the compressor. Further, as the electric valve structure 5 in which the opening / closing operation is performed by the piezoelectric element 6 at the end portion of the passage 2 or on the way, the piezoelectric element 6 provided in the passage 2 at the bottom of the vessel is controlled by the control mechanism 10 to each individual pot portion 1 or each group. The structure for adjusting the opening and closing of the pot unit group 1 is such that the control mechanism 10 is instructed to make a judgment based on the information from the detection mechanism. In addition, the blade 9 is projected on the rotary shaft 11 in a method of blowing air to the bottom of the ship, and the rotation of the blade 9 generates a decompression force in the water.
A structure that uses a rotary blade type aeration device 8 that forms a jet hole portion 13 that communicates with an air passage 12 near the generation of the depressurizing force and that naturally sucks air from above the water surface by the depressurizing force in water. And
【作 用】本発明は、基本的にはファンによるエアの力
で船体を持ち上げるものでも、加速した水の力で船体を
持ち上げるものでもどちらでもなく、簡単にエアを船底
に噴出させて流しながら敷き詰めることで船体と水との
接触を出来るだけ低減させて、水との接触が低減した分
だけ同一の推進力でもより高速に推進することが出来る
方式であるが、この方式は、実は該TSLの初期案には
存在したが、最終方式としては以下の理由で現段階まで
に残れなかった経緯があるが、本発明者はTSLの推進
原理として該原理が最も効率的でで素性の良い理想方式
であると判断し、該原理を実現させるのに従来困難であ
った問題点を新たな提案で改良しながらも、最も心臓技
術になる難問題には本発明者の会社が造船とは全く異な
る分野で次世代技術と呼ばれるスクリュ−型曝気装置の
新方式を開発して、従来方式より同条件同方式のものよ
り約二倍のエア送気量を誇るこの装置を製品化しつつあ
り、この技術がTSLの高速推進技術として転用できる
と判断した背景がある。まず、従来の本方式がTSLの
推進方式として現在まで残れなかった最大の理由はエア
を船底に吹き込む為の充分な圧縮装置が存在しなかった
ことによる。なぜならエアの吹き込む装置はコンプレッ
サ−で先端部からエアを吹き込んで船底へ流すというも
のであったが、コンプレッサ−でエアを圧縮しながら送
気させようとすること自体をTSLの敷き込み装置に応
用することに無理があった。 なぜなら気体は圧縮させ
て押し出そうとすると、通路の一端を圧縮し続けながら
エアを縮ませ続けて、充分にエアが縮み尽くされないと
もう一端の通路からエアが噴出されないという圧縮方式
の根本的な効率の悪さがあり、 TSLに圧縮方式を用
いた場合には大出力でもエアの出が悪いのに加えて、せ
っかく噴出されたエアを船底に送ってもそのまますぐ後
方に流れ去ってしまうという理由からより大きな圧縮装
置で大量にエアを送らねばならない理由があった。この
ように従来のエア敷き込み方式では船体の荷重を占める
圧縮装置が非常に大型となる理由から不採用となってい
る。そこで本発明は請求項1について、平面状の船底部
にポット部1を設けることでエアの留まる時間を長くさ
せるものである。なぜならポット部1にエア粒をはまり
込ませることによって、エアは流れと一緒に容易に流れ
去らなくなり、船底に留まる時間が長くなる。このよう
にエアを留める為の工夫を船底に設けることによって、
より少ないエアでも叉はよりスピ−ドが出ていても船底
と水とを隔離し易いものにするものであり、このような
エアを留める為の工夫がTSLには絶対不可欠である。
さらにもう一つの問題点は、通常平面状の船底にエアを
送り込んだ場合に、気体が潰れて水との間に薄い空気の
遮断膜が形成されるが、この場合に遮断膜が膜の広がり
に対してあまりにも厚さが薄いが為に、水が揺れてわず
かに波を発生させるだけで、水が波の揺れに合わせてチ
ャプチャプと船底に張りつき、該張りついた分だけ流体
抵抗が増加して推進スピ−ドが落ちるという問題が発生
し、該遮断膜によるエア敷き込み方式ではスピ−ドを上
げられないだろうと考えられていたが、本発明のポット
部1を形成させることによって該遮断膜へ波が発生した
場合に逆にポット部1がエアを気泡状にして捕らえる作
用が起きる。つまり波によって水が船底に接触する瞬間
にポット部1が自己に入る大きさのエアを捕らえて丁
度、気泡にして船底にエアを捕らえて張りつかせるもの
であり、これによりどんなに遮断膜に波が発生しようと
もポット部1が気泡状にしてエアを捕らえ続けて水から
船底を遮断し続ける。さらに捕らえた気泡状のエア粒に
は、最低限でもポット部1との接触面積の大きさによっ
て気泡が飛び出しにくくさせるだけでなく、エア自身の
もつ浮力によってポット部1へ押しつけられる作用が働
き、さらには気泡のもつ表面張力によって流れに対して
飛び出しにくく作用してポット部1へ留まるように働
く。また請求項2のように最初から平面状より船底が多
少の起伏の緩い凹凸面をもつ構造にすることによって、
エアの遮断膜に発生する波の大きさや発生する場所を事
前に制御して調整させたり、幾つもの起伏をもたせるこ
とで該波の大きさや揺れを弱めたりするように働かせる
ものである。そして該凹凸面によって事前に遮断膜に発
生する波を制御しながらも、該凹面から凸面3になるに
つれてポット部1の大きさをより小さく形成させること
で、遮断膜の出来にくい緩い凸面3でもそのぶんポット
部1を小さくすることによって、ポット部1に入れた気
泡を留まらせる前述の力をより強めさせて、気泡が流れ
によってもはがれにくくするものである。また、船底が
流れ方向に対して緩い凸面3になる場合は流れの速さと
の関係でポット部1から気泡が飛び出る際に、船底が緩
くせり出すことで気泡が船底へ押しつけられる力が強ま
ってゆき、飛び出した気泡はすぐ後方のより小さいポッ
ト部1へ入ろうとも働く。またここまでの説明により例
えば、該凹面から凸面3になるにつれてポット部1の大
きさを逆に大きく形成させるものでエアの遮断効果が強
く発揮できないものでも本発明とする。ところで、本発
明の請求項1と請求項2では、ポット部1がエアを捕ら
える方法にエアを吹き込む装置が存在する事を前提とし
てはいるが、該述の遮断膜に発生する波の上下運動の揺
れを利用する構造だけでなく、該装置から吹き込まれた
気泡が遮断膜状に一つにまとまらない段階で気泡がポッ
ト部1に入るようなものでも良いし、さらに本発明のポ
ット部1にエアを捕らえるように働く力には請求項1で
示したものの他に、電解イオンによる吸着力、エア自身
が持つ静電気力や場合によっては磁力によって気泡を吸
引するものでも、または例えば流れに対して陰になり流
れを避けて張りつかせる作用でもさらにどのような方法
によるものでも良い。さらにポット部1はその大きさ、
形、ポットの深さなどどのようなものでも良いし、その
異なるポット同士の配列なども問題としない。したがっ
て例えば細長い略長方形のようなものでも良い。請求項
3については、船底に形成した多数のポット部1に船体
内より細い通路2を連通させて圧縮エアを送り込むよう
にさせるものであり、通路2途中に圧力タンクなどの圧
力室7、7`を介したりして最終的には圧縮機へ連通さ
れる構造とした。これにより従来圧縮装置や請求項5の
ような吸引方式の曝気装置8などで船首底面部よりエア
を充分送気しなくても、エアがポット部1に充填されて
船底を水と遮断させるように働く。また船が動き始めか
らスピ−ドが充分乗らない段階で圧縮エアをポット部1
に吹き込み、水との接触抵抗を減らす目的で用いても良
いし、請求項2のように緩い凸面3に形成したポット部
1だけを通路2と連通させて圧縮エアで気泡を充填させ
る構造でも良い。また、通路2からのエアの開閉におい
ては通路2端部または途上で開閉動作を電磁バルブや請
求項4のような超音波振動子を含めた圧電素子6などに
よる電気的弁機構5によっておこなわせる構造としなが
ら、電気的弁機構5はコンピュ−タなどの制御機構10
によって検知手段である各種センサ−からの情報を経験
的に分析してそれぞれ個々のポット部1または一集団毎
のポット部1群を開閉調節させる指令をおこなわせるよ
うにすれば、より少ないエアを効率良く利用することが
出来る。ところで請求項4では圧電素子6と限定してい
るが、比較的細いエア通路2を高頻度で長時間使用する
ことになると、圧電素子6の信頼性と簡易性が最適で、
しかも軽い特性は船底に何百、何千、何万単位で無数に
形成したポット部1をそれぞれ個々にまたは特定集団ご
とに圧電素子6を形成させてそれぞれを制御させるのに
最適である。また請求項5については、本発明の船底に
エアを吹き込む方法に従来のコンプレッサ−などで圧搾
させるエア圧縮方式によるものではなくて、逆に水中で
スクリュ−などの羽根部9を回転させることで生成した
水流の中心渦の減圧力や羽根部9の背面に発生する減圧
力などを吸引力として利用して、該減圧力の発生する付
近に水面につながる管を設けることで羽根部9が回転す
ると該管内の水位が吸引力で低下して水を吸い出してエ
ア通路12としてエアを水面上より自然吸引させるよう
に働くものである。この方式によると従来圧縮方式の同
出力モ−タと比較しておよそ10倍 ̄15倍ほどエア送
気量の格差が発生するのだが、従来TSLのエア吹き込
み方式に利用すれば、現TSLのホバ−クラフト方式、
水中翼方式のような重量物輸送に合わない基本的問題を
楽にクリア出来るのであるが、吸引方式によりエアを大
量送気できる曝気装置8は最近の技術で当時はまだ一般
に知られていなかったものと考えられ、本発明者はエア
吸引方式のスクリュ−型曝気装置8を利用しながら且
つ、請求項1の船底構造へ設置することでエアを敷き込
むことを提案するものである。しかも該スクリュ−型吸
引式曝気装置8は曝気技術としては次世代方式と呼ばれ
るもので、現在国内でアメリカ特許による製品と国内メ
−カ−1社だけが製品化しているものであり、性能面で
はアメリカよりも日本製が同出力(0.75キロワッ
ト)モ−タで35%アップの毎分0.49(立方メ−ト
ル)のエア送気能力を達成するものが現存するが、この
度 本出願人は本人の所有する会社で、吸引方式の新原
理による同装置で約毎分0.83(立方メ−トル)程
度、該日本製に対して性能比で69.3%アップの曝気
装置を既に最終試作レベルまで製作している背景がある
が、単純計算でこの0.83(立方メ−トル)をTSL
の船底に8.3ミリの厚さでエアを敷くとすると10メ
−トル四方の船底に敷き詰められることになり、これを
さらに大型化したり装置の装着数を増やすことでTSL
のエア敷き詰め原理として絶対に利用できるものであ
る。このようなTSLへ用いる曝気装置8の研究は、本
発明者が様々な方式を既に特許願62−16634号、
同62−111366号、同平成2−254693号な
どで「羽根面噴出方式」のものとして出願し、さらに新
たなエア噴出方式に衝立構造利用方式として特許願平成
2−417929号、さらには先しぼりスピン羽根裏噴
出方式として特許願平成3−181918号など多くの
方式を既に提案研究している背景がある。[Operation] The present invention is basically neither for lifting the hull by the force of air from a fan or for lifting the hull by the force of accelerated water. By spreading it, the contact between the hull and water can be reduced as much as possible, and even if the same propulsive force is applied, the system can be propelled at a higher speed due to the reduced contact with water. Although it existed in the initial plan, there was a history that the final method could not remain until the present stage for the following reason. However, the present inventor believes that this principle is the most efficient and well-featured ideal as a TSL propulsion principle. It is judged that the method is a method, and while improving the problems that were conventionally difficult to realize the principle with a new proposal, the inventor's company is completely different from shipbuilding in the most difficult problem that becomes the heart technology. Next-generation technology in the field We are developing a new type of screw-type aeration system called "aeration system", and we are commercializing this system, which boasts about twice the amount of air supplied as compared with the conventional system under the same conditions and this system. There is a background that it was judged that it can be diverted as technology. First, the main reason why this conventional method has not survived until now as a TSL propulsion method is that there is not a sufficient compression device for blowing air into the ship bottom. Because the device that blows air was to blow the air from the tip of the compressor and let it flow to the bottom of the ship, but applying the compressor itself to send air while compressing it was applied to the TSL laying device. It was impossible to do so. Because when gas is compressed and pushed out, air is continuously compressed while one end of the passage is being compressed, and unless the air is fully compressed, air is not ejected from the other end of the passage. There is a lot of inefficiency, and when the compression method is used for TSL, in addition to the bad output of air even at high output, even if the air that was jetted out is sent to the bottom of the ship, it will immediately flow backwards. For that reason, there was a reason why a large amount of air had to be sent with a larger compression device. As described above, the conventional air laying method is not adopted because the compression device that occupies the load of the hull becomes very large. Therefore, according to the first aspect of the present invention, by providing the pot portion 1 on the flat bottom portion of the ship, the time for which the air stays is extended. This is because by letting air particles fit into the pot portion 1, the air does not easily flow away together with the flow, and the time of staying at the bottom of the ship becomes longer. By providing a device for stopping the air on the bottom of the ship,
Even with less air, or even with more speed, it makes it easy to separate the water from the bottom of the ship, and it is absolutely essential for TSL to devise a way to hold such air.
Another problem is that when air is sent to the ship's bottom, which is normally flat, the gas is crushed and a thin air barrier film is formed between it and water.In this case, the barrier film spreads. However, because it is too thin, the water sways and generates a slight wave, and the water sticks to the bottom of the ship in accordance with the sway of the wave, and the fluid resistance increases by that amount. It has been considered that the problem that the propelling speed drops is caused, and it is thought that the speed cannot be raised by the air laying method using the blocking film, but by forming the pot portion 1 of the present invention, On the contrary, when a wave is generated in the blocking film, the pot portion 1 has a function of trapping the air in the form of bubbles. In other words, when the water contacts the bottom of the ship due to the waves, the air of a size that allows the pot portion 1 to enter itself is captured, and it is just made into bubbles to catch the air on the bottom of the ship and make it stick to the barrier film. Even if occurs, the pot portion 1 continues to form air bubbles and capture air to keep the bottom of the ship shut off from the water. Further, at least the air bubbles in the air trapped not only make it difficult for the air bubbles to pop out due to the size of the contact area with the pot portion 1 at least, but also have the action of being pressed against the pot portion 1 by the buoyancy of the air itself. Further, due to the surface tension of the bubbles, the bubbles tend not to jump out of the flow and stay in the pot 1. Further, as in claim 2, from the beginning, by making the ship bottom have a slightly uneven rugged surface rather than a flat surface,
The size and location of the wave generated in the air blocking film are controlled and adjusted in advance, and the waves are made to have several undulations to weaken the size and swing of the wave. Even if the wave generated on the barrier film is controlled in advance by the uneven surface, the size of the pot portion 1 is made smaller from the concave surface to the convex surface 3, so that even the loose convex surface 3 where the barrier film is difficult to form is formed. By making the pot portion 1 smaller by that amount, the above-mentioned force for retaining the bubbles put in the pot portion 1 is further strengthened so that the bubbles are less likely to be peeled off by the flow. Also, when the bottom of the ship is a convex surface 3 that is loose with respect to the flow direction, when the bubbles pop out of the pot portion 1 due to the speed of the flow, the force of the bubbles pushing toward the bottom of the ship increases due to the bottom of the bottom of the ship protruding gently. The bubbles that popped out work even if they try to enter the smaller pot portion 1 immediately behind. Further, according to the description so far, for example, the size of the pot portion 1 is formed to be larger on the contrary from the concave surface to the convex surface 3, and the present invention is not limited to the strong air blocking effect. By the way, in claims 1 and 2 of the present invention, it is premised that there is a device for blowing air into the method for the pot portion 1 to capture the air, but the vertical movement of the wave generated in the blocking film described above. Not only the structure utilizing the sway of the device, but the bubbles may enter the pot part 1 at the stage where the bubbles blown from the device are not gathered into a blocking film, and the pot part 1 of the present invention may be used. In addition to the force shown in claim 1, the force acting to trap the air in the air is not only the adsorption force by electrolytic ions, the electrostatic force of the air itself or, in some cases, the one that attracts bubbles by magnetic force, or It may be in the shadow and stick to it while avoiding the flow, or by any method. Furthermore, the pot portion 1 is the size,
Any shape and pot depth may be used, and the arrangement of the different pots does not matter. Therefore, for example, an elongated rectangular shape may be used. According to the third aspect of the present invention, a large number of pot portions 1 formed on the bottom of the ship are communicated with a passage 2 narrower than the inside of the hull so that compressed air can be sent, and pressure chambers 7, 7 such as a pressure tank are provided in the passage 2. Finally, the structure is such that it is communicated with the compressor through a shaft. As a result, even if the conventional compression device or the suction type aeration device 8 according to claim 5 does not sufficiently supply the air from the bottom face portion of the bow, the air is filled in the pot portion 1 and the bottom of the boat is shut off from the water. To work. In addition, compressed air is supplied to the pot section 1 when the speed is not enough to get on the ship from the beginning of movement.
It may be used for the purpose of reducing the contact resistance with water by blowing it into the container, or in the structure in which only the pot portion 1 formed on the loose convex surface 3 is communicated with the passage 2 and the bubbles are filled with compressed air as in claim 2. good. Further, when the air from the passage 2 is opened and closed, the opening / closing operation is performed at the end of the passage 2 or on the way by the electric valve mechanism 5 such as the electromagnetic valve or the piezoelectric element 6 including the ultrasonic transducer as in claim 4. While having a structure, the electric valve mechanism 5 is a control mechanism 10 such as a computer.
By empirically analyzing the information from the various sensors as the detection means and issuing a command to open and close each individual pot part 1 or a group of pot parts 1 for each group, a smaller amount of air is generated. It can be used efficiently. By the way, although it is limited to the piezoelectric element 6 in claim 4, when the relatively thin air passage 2 is frequently used for a long time, the reliability and the simplicity of the piezoelectric element 6 are optimum.
Moreover, the light characteristics are optimum for forming the piezoelectric elements 6 individually or for each specific group of the innumerable pot portions 1 formed on the bottom of the ship in hundreds, thousands, and tens of thousands units. Further, according to claim 5, the method of injecting air into the ship bottom of the present invention is not based on the air compression method of compressing with a conventional compressor or the like, but conversely, by rotating the blade portion 9 such as a screw in water. By using the decompression force of the central vortex of the generated water flow and the decompression force generated on the back surface of the blade portion 9 as suction force, the blade portion 9 rotates by providing a pipe connected to the water surface in the vicinity of the generation of the decompression force. Then, the water level in the pipe is lowered by the suction force to suck out the water and serve as the air passage 12 to naturally suck the air from the surface of the water. According to this method, there is a difference of about 10 to 15 times the air supply amount compared with the same output motor of the conventional compression method, but if it is used for the air blowing method of the conventional TSL, it will be Hover-craft method,
Although it is possible to easily clear the basic problem such as the hydrofoil method that is not suitable for heavy object transportation, the aeration device 8 that can supply a large amount of air by the suction method is a recent technology that was not generally known at that time. Therefore, the present inventor proposes that the air is spread by using the screw type aerator 8 of the air suction type and installing the screw type aerator 8 in the ship bottom structure of claim 1. Moreover, the screw-type suction type aeration device 8 is called a next-generation system as an aeration technique, and is currently only manufactured by a US patented product in Japan and a domestic manufacturer-1 company. In Japan, there is an existing one that achieves an air supply capacity of 0.49 (cubic meter) per minute, which is 35% higher with the same output (0.75 kW) motor than the United States. The applicant is a company owned by the applicant, and the aeration device with the new principle of the suction method is about 0.83 per minute (cubic meter), which is 69.3% higher in performance ratio than the product made in Japan. There is a background that we have already manufactured to the final prototype level, but with simple calculation this 0.83 (cubic meter) is TSL
If air is laid on the bottom of the ship with a thickness of 8.3 mm, it will be spread over the bottom of a 10-meter square, and TSL will be expanded by increasing the size and installing more devices.
It is absolutely possible to use it as the air spreading principle. In the research of the aeration device 8 used for such a TSL, the present inventor has already proposed various methods in Japanese Patent Application No. 62-16634,
No. 62-111366, No. 2-254693, Heisei No. 2 and No. 254693, etc., and applied as a "blade surface jetting method", and a new air jetting method as a patent structure Heisei 2-417929 as a screen structure utilization method There is a background that many methods such as Japanese Patent Application No. 3-181918 have already been proposed and researched as a method of jetting back of the spin blade.
【図1】は、本発明の第1実施例を示す船底全体の斜視
図とA図、B図、C図、D図は各要素部分の提案例4例
を示す。また本図は請求項1、請求項2、請求項3、請
求項4、請求項5の特徴を備えたものであるが、船底が
偏平になっていることを特徴とし、さらにポット部1が
船底の一部または全部に形成されていてエアを捕らえる
ように働き、この船底をエアの遮断膜で覆うことによっ
て、水が船に張りつく部分は側面だけとなり従来船より
水の接触する面を小さくできる。しかも船体の船底面が
側面部より異常に大きい超偏平船である為、船底を大き
くする程、側面部の水の接触する面積を小さくすること
ができ、このような船底構造とすることで同体積の船で
も水との接触を従来より1/2、1/3、1/4と減少
させていくことが可能となり、一層エアの遮断膜による
効果が大きくなってスピ−ドアップが可能となる。ま
た、ポット部1の形成状態も前方では大きく、後方にゆ
く程ポットの大きさが小さくなってゆくことで、エアを
後方でも張り付かせようとするものであるが、他にも曝
気装置からしばらくはポット部1を形成しないでおく方
法や、または同一の大きさのポット部1をびっしりと形
成させる方法などでも良い。A図は第1実施例の船底に
設けるポット部の断面図である。図ではポット部1の形
状を3例示してあり、図左側ポット部1は中に突起を設
けたものでポットの広さに対して奥行きを小さくしたも
のである。またポット部1の中にポット部1を設けたも
のでも良い。図中央のポット部1は流れに対して後ろ側
をより深く窪ませたもので、図左側のポット部1は逆に
流れに対して前側をより深く窪ませたものである。この
他半球状のものや楕円の一面を丁度殺いだような形状の
ポット部1であっても良い。B図は第1実施例に設けた
ポット部の断面斜視図である。請求項2の特徴を備えた
ものであり、船底に形成した起伏の緩い凹凸面に向かう
にしたがいポット部1の大きさをより小さくする構造と
して、凸面2になるほど波の上下により充分なエアを捕
らえる機会が少なるが、そのぶんポット部1面積を小さ
くして相対的に表面張力の付着性を高めてエアが取れに
くくし、エアの張り付きを高めることで僅かな機会でも
エア粒を捕らえさせるものである。従って起伏が突起す
る程ポット部1の面積を小さくさせるものである。とこ
ろで図のように船底に隙間なくびっしりとポット部1を
形成させる場合にB図中の左上のような魚の鱗状のポッ
ト部1であればポットとポットのをつなぐ縁の面積をで
きるだけ少なくできる。さらには本発明は様々な形のポ
ット部1を一枚の板に窪ませて形成して、それを魚の鱗
または瓦状にして一枚ずつ船底に張り付けてゆく方法で
も良く、この場合ポット部1間の縁の総面積を少なくも
できる。C図は第1実施例のポット部に強制的にエアを
送り込む構造の断面図である。請求項3及び請求項4の
特徴を備えさせたものであり、まず通路2よりポット部
1にエアを送り込む為の孔を図中の左側ポット部1では
半円の中心よりずらせて形成して、送り込まれたエアが
丁度ポット部1の中で回転するようにしたもので、出来
るだけ吹き込まれた勢いでエア粒が飛び出さないよう
に、さらにはエア粒の中に流れを持たせることでポット
部1の壁面に気泡を強く張り付かせてポットの中に長く
滞留するように工夫している。また左から2番目のよう
に半円の中心に孔を形成させても良い。さらに、図では
ポット部1へのエアの送気を複数個まとめて同時に調整
できるように圧力室7を設けており、該圧力室7のさら
に源流のほうに圧縮機からのエアをまとめて溜める大元
の圧力室7`をもつ。これによって例えばB図のように
船底が緩く突び出す場合の度合いに応じてそれぞれを山
の高さを示す高度線ように繋いで一つの圧力室7から同
時にエアを噴出させるようにすれば、最も飛び出した面
には頻繁にエアを送り続けてポット部1には常時エア粒
を溜めさせることができるようになる。また、エア通路
2の開閉には請求項4のような圧電素子6の伸縮によっ
て行うもので、開閉する為の構造は請求項4の圧電素子
6を用いるものであればどのようなものでも良い。D図
は本発明の第1実施例の船底にエアを送り込むための吸
引式曝気装置の装着図である。請求項5の特徴を備えた
曝気装置8を先端底部に装着して、羽根部9の回転によ
り発生した減圧力を利用してエアを自然に吸引させるこ
とができるものであり、この方式によると同出力でも格
段のエア量を船底に敷き込むめるためTSLのような大
量にエアを敷き込む高速推進原理には絶対に不可欠なも
のであり、図面では曝気装置8を3台先端部に装着して
あるが何台装着させても良いし、船体の構造も従来の水
を切る流線型から水を敷く角型偏平の船体に変化してい
るものとなっている。またD図のように緩い船底にする
ことによって曝気装置から噴出された後のエアを船の推
進力によって緩斜面を転がすようにして気泡をポット部
1に張りつかせてゆくものとしても良い。ところで本発
明は、エアを船底に吹き込む方法にコンプレッサ−やブ
ロワ−のような圧縮機によるものでなく、しかも請求項
5のようなスクリュ−型曝気装置でもない例えば渦巻ポ
ンプの管内を流れる吐出水の勢いを利用してT字状に該
管と交差させたエア吸入通路よりエアを吸引する水中イ
ジェクタ−方式の曝気装置を請求項1の構造のものにエ
アを送り込む手段として用いても良い。FIG. 1 is a perspective view of the entire ship bottom showing a first embodiment of the present invention, and FIGS. 1A, 1B, C, and D show four proposed examples of respective element parts. Further, although this drawing is provided with the features of claim 1, claim 2, claim 3, claim 4, and claim 5, it is characterized in that the bottom of the ship is flat, and further the pot portion 1 is It is formed on part or all of the ship's bottom and acts to capture air.By covering this ship's bottom with an air barrier film, the only part of the water that sticks to the ship is the side surface. Can be made smaller. Moreover, since the bottom of the hull is an ultra-flat ship that is abnormally larger than the side, the larger the bottom, the smaller the area of water contact on the side. Even in ships with a large volume, contact with water can be reduced to 1/2, 1/3, and 1/4 of that of conventional vessels, and the effect of the air barrier film will be even greater and speed-up will be possible. . Further, the state of formation of the pot portion 1 is also large in the front, and the size of the pot becomes smaller toward the rear, so that air is made to stick to the rear as well. A method of not forming the pot portion 1 for a while or a method of forming the pot portions 1 having the same size tightly may be used. FIG. A is a sectional view of a pot portion provided on the bottom of the ship in the first embodiment. In the figure, three shapes of the pot portion 1 are illustrated, and the left pot portion 1 in the figure has a protrusion provided therein and has a depth smaller than the width of the pot. Further, the pot portion 1 may be provided in the pot portion 1. The pot portion 1 at the center of the figure is a deeper recess on the back side with respect to the flow, and the pot portion 1 on the left side of the figure is a deeper depression on the front side with respect to the flow. In addition, the pot portion 1 may have a hemispherical shape or a shape in which one side of an ellipse is just killed. FIG. 6B is a sectional perspective view of the pot portion provided in the first embodiment. The structure of claim 2 is characterized in that the size of the pot portion (1) becomes smaller as it goes to the uneven surface of the ship bottom that is gently undulated. Although there are few opportunities to catch it, the area of the pot part 1 is reduced to increase the adhesion of surface tension relatively to make it difficult for air to be taken. By increasing the sticking of air, air particles can be caught even at a small opportunity. It is a thing. Therefore, the more the undulations are projected, the smaller the area of the pot portion 1 is made. By the way, when the pot portion 1 is formed closely on the bottom of the ship as shown in the figure, the area of the edge connecting the pots to each other can be reduced as much as possible with the fish scale pot portion 1 as shown in the upper left of FIG. Further, the present invention may be a method in which the pot parts 1 of various shapes are formed by denting one plate, and the fish parts are scaled or tile-shaped and attached one by one to the bottom of the ship. The total area of the edges between 1 can be reduced. FIG. C is a sectional view of a structure for forcibly sending air to the pot portion of the first embodiment. With the features of claims 3 and 4, first, a hole for sending air from the passage 2 to the pot portion 1 is formed by being displaced from the center of the semicircle in the left pot portion 1 in the drawing. , The air that has been sent is made to rotate just inside the pot part 1, and by making the air particles blow out as much as possible, by giving a flow in the air particles. Air bubbles are strongly attached to the wall surface of the pot portion 1 so that they stay in the pot for a long time. Alternatively, a hole may be formed at the center of the semicircle as the second from the left. Further, in the drawing, a pressure chamber 7 is provided so that a plurality of air feeds to the pot portion 1 can be collectively adjusted at the same time, and the air from the compressor is collected together in the source flow of the pressure chamber 7. It has an original pressure chamber of 7 ". As a result, for example, as shown in Fig. B, depending on the degree to which the bottom of the ship gently protrudes, they are connected to each other along the height line indicating the height of the mountains so that air is ejected from one pressure chamber 7 at the same time. Air can be constantly sent to the most protruding surface to constantly store air particles in the pot portion 1. The opening and closing of the air passage 2 is performed by expanding and contracting the piezoelectric element 6 as in claim 4, and the structure for opening and closing may be any as long as the piezoelectric element 6 of claim 4 is used. . FIG. D is a mounting view of a suction type aeration device for sending air to the ship bottom of the first embodiment of the present invention. The aeration device 8 having the features of claim 5 is attached to the bottom of the tip, and the decompression force generated by the rotation of the blades 9 can be used to naturally suck the air. Even with the same output, it is absolutely indispensable for the principle of high-speed propulsion that spreads a large amount of air such as TSL because it spreads a marked amount of air on the bottom of the ship. However, any number of units can be installed, and the structure of the hull has changed from the conventional streamline type that cuts water to a square flat hull that spreads water. Alternatively, as shown in Fig. D, the air blown out from the aeration device may be rolled on the gentle slope by the propulsive force of the ship by making the bottom of the ship loose so that the air bubbles are made to stick to the pot portion 1. By the way, the present invention does not rely on a compressor such as a compressor or a blower in the method of blowing air into the ship bottom, and is not a screw type aeration device as claimed in claim 5, for example, discharge water flowing in the pipe of a centrifugal pump. An underwater ejector-type aerator that sucks air through an air intake passage that intersects the pipe in a T shape by using the force of the above may be used as a means for feeding air into the structure of claim 1.
【発明の効果】本発明は、水と船底とをエアの遮断膜や
気泡を敷き込むことによって隔離して水の接触抵抗を低
減させることで超高速で推進できる高速船であり、略偏
平な船底に一旦エアを吹き込ませると浮力によりエアが
底面にびっしり張り付き、例え船自身に荷物を大量に乗
せても問題なくエアが船底で水を遮断し続け、前述ホバ
−クラフト方式、水中翼船方式のような構造的な矛盾を
持たないものとなる。そしてこの方式にはエアを船底に
長く滞留させる為にポット部が必要となるもので、さら
にはポットによりエアの遮断膜を形成しながら、しかも
偏平底の遮断膜中に波が発生してもポット部がエア粒と
して取り込み常時エアで船底を水から隔離するように働
く。さらに請求項3のように通路より直接圧縮エアをポ
ット部へ送り込むことで停止からスピ−ドが出るまで併
用しても良いし、図1底が***している部分のポット部
にのみ通路から圧縮エアを送気するものでも良い。さら
に通路からのエアを開閉機構で節約する場合には、請求
項4のように開閉動作をコンピュ−タなどで開閉操作を
判断させて、圧電素子によって開閉をおこなをせるもの
でも良い。また請求項5のような曝気装置は本船のよう
に大量のエアを推進の為に必要とする船には必要不可欠
なものであり、ポット部を設けた偏平船だけではTSL
としては未完成であり、エア吹き込み技術としてのエア
吸引式曝気装置は最も相性の良いものである。INDUSTRIAL APPLICABILITY The present invention is a high-speed ship that can be propelled at an ultra-high speed by separating the water and the bottom of the ship from each other by laying an air blocking film or air bubbles to reduce the contact resistance of the water. Once air is blown into the bottom of the ship, the air will stick to the bottom due to buoyancy, and even if a large amount of luggage is put on the ship itself, the air will continue to shut off water at the bottom of the ship, hover-craft method, hydrofoil method mentioned above. It does not have a structural contradiction like. In addition, this method requires a pot portion to retain air at the bottom of the ship for a long time. Furthermore, even if a wave is generated in the flat bottom blocking film while forming an air blocking film by the pot. The pot part takes in as air particles and always works by air to isolate the bottom of the ship from water. Further, as in claim 3, the compressed air may be directly sent from the passageway to the pot portion so that it may be used together from the stop until the speed comes out, or only the pot portion where the bottom of FIG. It may be one that supplies compressed air. Further, when the air from the passage is saved by the opening / closing mechanism, the opening / closing operation may be judged by a computer or the like, and the opening / closing operation may be performed by a piezoelectric element. Further, the aeration device according to claim 5 is indispensable for a ship that needs a large amount of air for propulsion, such as the main ship, and a flat ship equipped with a pot section alone cannot provide TSL.
However, the air suction type aerator, which is an air blowing technology, has the best compatibility.
【図1】は本発明の第1実施例を示す船底全体の斜視図
とA図、B図、C図、D図は各要素部分の提案例4例を
示す。 A、B、C、Dーーー提案図、1ーーポット部、2ーー
通路、3ーー凸面、4ーー側面板、5ーー電気的弁機
構、6ーー圧電素子、7、7`ーー圧力室、8ーー曝気
装置、9ーー羽根部、10ーー制御機構、11−−回転
軸、FIG. 1 is a perspective view of the entire ship bottom showing a first embodiment of the present invention and FIGS. A, B, C, and D show four proposed examples of respective element parts. A, B, C, D-Proposed drawing, 1-pot part, 2-passage, 3-convex surface, 4-side plate, 5-electric valve mechanism, 6-piezoelectric element, 7, 7-pressure chamber, 8- Aeration device, 9-blade part, 10-control mechanism, 11-rotating shaft,
Claims (5)
て、該平面に多数のポット部を形成させて、エアを該ポ
ット部に入れる構造として、該入れたエア粒を最低限で
も該ポット部の接触面積の大きさまたはエア自身のもつ
浮力または気泡のもつ表面張力によってポット部へ留め
る構造として、該多数のポット部に入ったエア粒によっ
て船底と水とを隔離する構造としたことを特徴とする気
泡を敷き込む高速船の構造。1. A structure in which a ship bottom is substantially flat with respect to a flow, and a large number of pot portions are formed on the flat surface so that air can be introduced into the pot portions. The structure is such that the size of the contact area of the pot part or the buoyancy of the air itself or the surface tension of the bubbles holds it in the pot part, and the air bottoms and the water are separated by the air particles that have entered the many pot parts. The structure of a high-speed ship that is laid with bubbles.
して、該凹面から凸面になるにつれて該ポット部の大き
さをより小さくする構造として、該ポット部の気泡の捕
らえ方に波の上下運動の揺れを利用する構造とした特許
請求の範囲第1項記載の気泡を敷き込む高速船の構造。2. A structure in which the ship bottom has an uneven surface with gentle undulations, and the size of the pot portion becomes smaller as it goes from the concave surface to the convex surface. The structure of a high-speed ship in which bubbles are laid according to claim 1, wherein the structure utilizes vibration of motion.
より圧縮エアを該ポット部へ送り込む構造として、該通
路は最終的には圧縮器へ連通される構造とした特許請求
の範囲第1項及び第2項記載の気泡を敷き込む高速船の
構造。3. A structure in which a passage is communicated with the pot portion and compressed air is sent from the passage to the pot portion, and the passage is finally communicated with a compressor. A structure of a high-speed ship in which bubbles described in paragraphs 1 and 2 are laid.
電素子によっておこなう電気的弁構造として、船底の該
通路に設けた圧電素子は制御機構によってそれぞれ個々
のポット部または一集団毎のポット部群を開閉調節させ
る構造として、該制御機構には検知機構からの情報に基
き判断して指令させる構造とした特許請求の範囲第1項
及び第2項及び第3項記載の気泡を敷き込む高速船の構
造。4. An electric valve structure in which opening and closing operations are performed by a piezoelectric element at an end of the passage or on the way of the passage, and the piezoelectric elements provided in the passage at the bottom of the ship are controlled by a control mechanism so that individual pots or pots for each group are formed. The structure according to claim 1, wherein the control mechanism is configured to open and close, and to be instructed based on the information from the detection mechanism. Structure of high speed ship.
羽根部を突設させて、該羽根部の回転により水中に減圧
力を発生させて、該減圧力の発生付近でエア通路に連通
される噴出孔部を形成して、水中での該減圧力により水
面上よりエアを自然吸引する羽根部回転型の曝気装置を
利用する構造とした特許請求の範囲第1項及び第2項記
載または第1項及び第2項及び第3項及び第4項記載の
気泡を敷き込む高速船の構造。5. A method in which air is blown into the bottom of the ship, a blade portion is provided so as to project on a rotary shaft, a decompression force is generated in water by the rotation of the blade portion, and the decompression force is communicated with the air passage near the generation of the decompression force. Claims 1 and 2 having a structure in which an aeration device of a blade portion rotating type is formed in which a jetting hole is formed to naturally suck air from the water surface by the depressurizing force in water. Alternatively, the structure of the high-speed ship in which the bubbles described in the first, second, third and fourth paragraphs are laid.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP4245826A JPH0687487A (en) | 1992-08-21 | 1992-08-21 | Structure of high speed ship spreading air bubble |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP4245826A JPH0687487A (en) | 1992-08-21 | 1992-08-21 | Structure of high speed ship spreading air bubble |
Publications (1)
Publication Number | Publication Date |
---|---|
JPH0687487A true JPH0687487A (en) | 1994-03-29 |
Family
ID=17139432
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP4245826A Pending JPH0687487A (en) | 1992-08-21 | 1992-08-21 | Structure of high speed ship spreading air bubble |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH0687487A (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH09169294A (en) * | 1995-12-20 | 1997-06-30 | Kawasaki Heavy Ind Ltd | Small planing boat |
US7814853B2 (en) | 2008-12-08 | 2010-10-19 | Adams Parke S | Forced air cavity and control system for watercraft |
US7992507B2 (en) | 2008-12-08 | 2011-08-09 | Adams Parke S | Forced air cavity and control system for watercraft |
CN103661788A (en) * | 2012-09-03 | 2014-03-26 | 缪德贵 | Ultra-high-speed and super-cavitation catamaran with hydrofoils |
-
1992
- 1992-08-21 JP JP4245826A patent/JPH0687487A/en active Pending
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH09169294A (en) * | 1995-12-20 | 1997-06-30 | Kawasaki Heavy Ind Ltd | Small planing boat |
US7814853B2 (en) | 2008-12-08 | 2010-10-19 | Adams Parke S | Forced air cavity and control system for watercraft |
US7992507B2 (en) | 2008-12-08 | 2011-08-09 | Adams Parke S | Forced air cavity and control system for watercraft |
CN103661788A (en) * | 2012-09-03 | 2014-03-26 | 缪德贵 | Ultra-high-speed and super-cavitation catamaran with hydrofoils |
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