<1θ> DANMARK

i10’
(12)

DK/EP 3162690 T3

Oversættelse af
europæisk patentskrift

Patent- og
Varemærkestyrelsen(51)

Int.CI.:(45)

Oversættelsen bekendtgjort den: 2019-04-29(80)

Dato for Den Europæiske Patentmyndigheds
bekendtgørelse om meddelelse af patentet: 2019-03-06(86)

Europæisk ansøgning nr.: 15810838.1(86)Europæisk indleveringsdag: 2015-06-26(87)

Den europæiske ansøgnings publiceringsdag: 2017-05-03(86)

International ansøgning nr.: JP2015003240(87)

Internationalt publikationsnr.: WO2015198613(30)

Prioritet:(84)

Designeredestater: AL AT BE BG CH CY CZ DE DK EE ES Fl FR GB GR HR HU IE IS IT LI LT LU LV
MC MK MT NL NO PL PT RO RS SE SI SK SM TR(73)

Patenthaver: National Institute of Maritime, Port and Aviation Technology, 6-38-1, Shinkawa , Mitaka-shi, Tokyo
181-0004, Japan(72)

Opfinder: FUKUDA, Tetsugo, c/o NATIONAL MARITIME RESEARCH INSTITUTE, 6-38-1 Shinkawa, Mitaka-shi,
Tokyo 181-0004, JapanBONDARENKO, Oleksiy, c/o NATIONAL MARITIME RESEARCH INSTITUTE, 6-38-1 Shinkawa, Mitaka-shi, Tokyo
181-0004, Japan(74)

Fuldmægtig i Danmark: GUARDIAN IP CONSULTING l/S, Diplomvej 381,2800 Lyngby, Danmark(54)Benævnelse: LUFTTILFØRSELSREGULERINGSSYSTEM TIL LUFTSMURT SØFARTØJ SAMT LUFTSMURTSØFARTØJ

(56)

Fremdragne publikationer:
W0-A1 -2014/080690
JP-A-2010 048 225
JP-A-2012 171 582
JP-A-2013 091 376
JP-A-2013 129 406
JP-A-2014 076 783
US-A1-2008 083 361
US-A1-2011 259 440

B63B 1/38(2006.01)

2014-06-27 JP 2014133050

DK/EP 3162690 T3

DK/EP 3162690 T3

DESCRIPTION[TECHNICAL FIELD][0001] The present invention relates to an air supply control system of an air lubrication typeship and the air lubrication type ship for reducing friction resistance of water existing along anouter surface of a ship's hull less than draft line of the ship during marine navigation.

[BACKGROUND TECHNIQUE][0002] In a ship during marine navigation, a submerged surface of a ship's hull receives friction
resistance of water. Especially in the case of a large ship, most of portion of ship's hull
resistance is occupied by friction resistance generated by relative current of outside water inthe submerged surface.

[0003] To reduce ship's hull friction resistance by air lubrication which discharges air into
surroundings of the ship's hull and which reduces the friction resistance has a large energy­saving effect, and this is effective means to reduce the emission of CO2 from the ship.

[0004] Air of the air lubrication type ship is supplied mainly by a method to send air by anelectric blower and by a scavenging bypass method.

[0005] Patent document 1 proposes an air supply control system using both the method tosend air by an electric blower and by the scavenging bypass method (example shown in Figs.

2 and 3) .

[0006] There is already proposed a power-assisted turbocharger which electrically or
hydraulically assists a turbocharger when engine load is low, and which improve actuation andlow-load performance of the engine (see patent document 2 for example).

An air supply control system with the features of the preamble of claim 1 is known from US
2011/0259440 A1. However, the features of characterizing part of claim 1 are not known fromthis document.

[0007] A turbocharger having a variable nozzle is already proposed. Patent document 3

proposes a compressed air supply control system of a ship. According to this compressed air
supply control system, when combustion air is bled and the combustion air is discharged to anouter surface of a ship's hull, the variable nozzle is narrowed, and when the combustion air isbled and is not discharged to the outer surface of the ship's hull, control is performed to open
the variable nozzle.

[0008] In patent document 3, when air is bled and sent to a ship's bottom, a turbine nozzle isDK/EP 3162690 T3
narrowed to increase output of the turbocharger turbine, and an air amount which is necessary
to discharge air bubbles are secured, and when it is unnecessary to send air to the ship's

bottom, the turbine nozzle is opened, and rise of scavenging pressure when air is not bled canbe suppressed.

[0009] Patent document 4 proposes a structure in which in a friction resistance reduction
device of a ship, compressed air from a fluid machine driven by an electric motor is discharged

from an injection port provided in a ship's bottom, and a portion of compression air discharged
from a turbocharger which is driven by exhaust gas of an engine and which supplies thecompressed air to the engine.

[PRIOR ART DOCUMENTS][PATENT DOCUMENTS][0010][Patent Document 1] Japanese Patent Application Laid-open No.2013-193624[Patent Document 2] Japanese Patent Application Laid-open No.2008-240585[Patent Document 3] Japanese Patent Application Laid-open No.2012-171582[Patent Document 4] Japanese Patent Application Laid-open No.2014-113874[SUMMARY OF THE INVENTION][PROBLEM TO BE SOLVED BY THE INVENTION][0011]In the meantime, in a method to send air by the electric blower, an inter-cooler isnecessary in addition to a high performance (turbo type) electric blower.

[0012] According to the method by the scavenging bypass, a load of a main engine is low at
the time of reduced-speed operation of a ship, and discharge gas energy is low. Therefore, aircannot sufficiently be taken out from the turbocharger in some cases. In recent years, since

the reduced-speed operation is employed, a case where air cannot sufficiently be taken out

from the turbocharger increases.

DK/EP 3162690 T3[0013] According to patent document 1, air cannot sufficiently be taken out from theturbocharger when a load of a main engine is low.

[0014] The power-assisted turbochargers are frequently proposed as in patent document 2,
and the turbocharger having the variable nozzle is also already proposed in patent document

3, but there is not proposed a technique in which a turbocharger is assisted in accordance withsettings of a taking-out amount of pressurized air such as scavenging.

[0015] Further, patent document 4 does not propose a technique in which a turbocharger is
assisted in accordance with setting of a taking-out amount of pressurized air such as

scavenging while taking a load of an engine and draft of a ship into account.

[0016] Hence, it is an object of the present invention to provide an air supply control system of

an air lubrication type ship capable of efficiently taking out, from a turbocharger, pressurized air
which is necessary for air lubrication, and capable of efficiently air-lubricating without lowering

operation efficiency of a main engine even if draft water pressure of a ship and a load of themain engine are varied.

[MEANS FOR SOLVING THE PROBLEM][0017] An air supply control system of an air lubrication type ship corresponding to descriptionof claim 1 comprises a turbocharger which is driven by exhaust gas from a main engine of theship and which supplies pressurized air to the main engine, a taking-out means which takesout a portion of the pressurized air from between the turbocharger and the main engine

through bypassing, an air supply passage for supplying the taken out pressurized air to an air
supply port provided below a draft of the ship, motor means for assisting rotation of theturbocharger, taking-out amount setting means for setting a taking-out amount of thepressurized air by the taking-out means, and control means which takes a load of the main
engine and the draft of the ship into account, and which controls the motor means inaccordance with setting of the taking-out amount by the taking-out amount setting means.

According to the present invention described in claim 1, rotation of the turbocharger is assistedby the motor means in accordance with setting of the taking-out amount of the pressurized air.
According to this, even at the time of low load operation of the main engine, it is possible toefficiently take out pressurized air which is necessary for air lubrication from the turbocharger.

By taking a load of the main engine and draft of the ship into account, even if the draft of theship and the load of the main engine are varied, it is possible to efficiently carry out the air
lubrication without deteriorating the operation efficiency of the main engine.

[0018] According to the invention described in claim 2, the control means controls the motor
means while taking into account, scavenging pressure of the turbocharger determined by theload of the main engine and draft pressure determined by the draft of the ship. According to

the invention of claim 2, a load of the main engine is taken into account by the scavenging

pressure and draft of the ship is taken into account by the draft pressure, rotation of theDK/EP 3162690 T3
turbocharger can be assisted by the motor means in accordance with setting of the taking-out

amount of the pressurized air.

[0019] According to the invention described in claim 3, when the taking-out amount exceeds apredetermined amount which is determined by turbocharger ability of the turbocharger and thescavenging pressure or the draft pressure, the control means operates the motor means.

According to the invention of claim 3, when the taking-out amount of the pressurized air

exceeds the predetermined amount which is determined by the turbocharger ability of theturbocharger and the scavenging pressure or draft pressure, and when the scavenging

pressure is reduced for example, the turbocharger is assisted by the motor means . According

to this, the operation of the main engine is not hindered. Air lubrication can efficiently be
carried out against dynamic variation such as variation of load capacity of a ship, variation ofship speed and swing of a ship's hull.

[0020] According to the invention described in claim 4, the predetermined amount isdetermined by higher one of the scavenging pressure and the draft pressure, and theturbocharger ability.

According to the invention described in claim 3, by operating the motor means on the basis on

higher one of the higher scavenging pressure and draft pressure, it is possible to effectively
carry out more the air lubrication without deteriorating the operation efficiency of the main
engine.

[0021] According to the invention described in claim 5, the control means controls the motor
means such that the scavenging pressure of downstream-side of an inter-cooler provided in a

passage extending between the turbocharger and the main engine is kept at predeterminedpressure.
According to the invention described in claim 5, by keeping the scavenging pressure atpredetermined pressure, it is possible to carry out the air lubrication without deteriorating theoperation efficiency of the main engine.

[0022] According to the invention described in claim 6, the air supply passage is provided withan assist blower which further pressurizes the taken out pressurized air. According to theinvention described in claim 6, it is possible to further pressurize the pressurized air up topressure which is suitable for air lubrication by the assist blower.

[0023] According to the invention described in claim 7, when the motor means is driven androtation of the turbocharger is assisted, if pressure of the taken out pressurized air is not
sufficient, the control means drives the assist blower to further pressurize the taken out

pressurized air. According to the invention described in claim 7, when pressure of thepressurized air is not sufficient even if rotation of the turbocharger is assisted by the motor
means, it is possible to further pressurize the pressurized air up to pressure which is suitable

for air lubrication by the assist blower.

[0024] According to the invention described in claim 8, the control means drives the assist

DK/EP 3162690 T3
blower based on the draft of the ship, and when the pressure of the pressurized air which isnecessary in accordance with the load of the main engine is not sufficient, the control means
operates the motor means. According to the invention described in claim 8, when pressure of
the pressurized air which is necessary in accordance with a load of the main engine issufficient, the assist blower is first driven based on the draft. Hence, it is possible to suppress
the frequency of operations of the motor means, and to reduce the energy amount which isnecessary to supply the pressurized air.

[0025] According to the invention described in claim 9, the turbocharger includes a variable
nozzle, the control means controls the variable nozzle before the control means drives the

motor means, thereby further pressurizing the pressurized air. According to the invention
described in claim 9, pressure can be set to the scavenging pressure which is suitable for themain engine by the variable nozzle, and when pressure cannot be set to sufficient scavenging
pressure by the variable nozzle, energy efficiently can be enhanced by driving the motor
means.

[0026] According to the invention described in claim 10, the air supply control system further
comprises a scavenging pressure detector which detects the scavenging pressure. According

to the invention described in claim 10, by providing the scavenging pressure detector, thescavenging pressure can precisely be kept at the predetermined pressure using a detection

value ofthe scavenging pressure detector.

[0027] According to the invention described in claim 11, the air supply control system further
comprises a turbocharger rotation number detector for detecting rotation number of theturbocharger, wherein the scavenging pressure is obtained based on the rotation number andturbocharger characteristics. According to the invention described in claim 11, even if the

scavenging pressure detector is not provided, it is possible to calculate the scavenging
pressure from both of the rotation number of the turbocharger and the characteristics of theturbocharger, and it is possible to keep the scavenging pressure at the predeterminedpressure using the calculated vale.

[0028] According to the invention described in claim 12, the taking-out amount of thepressurized air is set based on a relation between a saved energy amount which is achievedby supply of the pressurized air taken out to the ship's hull and an energy amount which isnecessary to supply the taken out pressurized air to the ship's hull. According to the invention
described in claim 12, the taking-out amount ofthe pressurized air can having excellent energy

efficiency.

[0029] According to the invention described in claim 13, the air supply control system ofthe air
lubrication type ship, further comprises at least one more air supply port, a plurality of supply

amount control valves for controlling a supply amount ofthe pressurized air taken out to the air
supply ports, and rolling detection means which detects rolling of the ship's hull of the ship,

wherein the control means controls the plurality of supply amount control valves based on a
detection result of the rolling detection means, thereby reducing a supply amount of theDK/EP 3162690 T3
pressurized air which is taken out to one of the air supply ports having lower draft pressure.

According to the invention described in claim 13, even if the ship's hull swings and inclines byrolling, air lubrication can efficiently be carried out by reducing a supply amount of pressurized

air to an air supply port having lower draft pressure.

[0030] According to the invention described in claim 14, the air supply control system further
comprises at least one more air supply port, a plurality of supply amount control valves forcontrolling a supply amount of the pressurized air which is taken out to the air supply ports,and heel detection means for detecting a heel of the ship's hull of the ship, wherein the control
means controls the plurality of supply amount control valves based on a detection result of theheel detection means, thereby reducing a supply amount of the pressurized air which is takenout to one of the air supply ports having lower draft pressure. According to the invention
described in claim 14, even if the ship's hull keeps inclining by the heel, air lubrication canefficiently be carried out by reducing a supply amount of pressurized air to an air supply port

having lower draft pressure.

[0031] According to the invention described in claim 15, the air supply control system further
comprises at least one more air supply port, a plurality of supply amount control valves forcontrolling a supply amount of the pressurized air which is taken out to the air supply ports,

and pitching detection means for detecting a pitching of the ship's hull of the ship, wherein thecontrol means controls the plurality of supply amount control valves based on a detection resultof the pitching detection means, thereby increasing or reducing a supply amount of thepressurized air taken out to the air supply ports in accordance with variation of the draftpressure. According to the invention described in claim 15, even if the ship's hull swings by thepitching and the draft pressure is varied, when the draft pressure is low, a supply amount of
the pressurized air into the air supply port is reduced, thereby carrying out the air lubrication

efficiently.

[0032] According to the invention described in claim 16, the air supply passage is provided withan air reservoir, and supply of the taken out pressurized air to the air supply port is stabilized.
According to the invention described in claim 16, for example even if a load of the main engine
is or draft pressure is varied by ship's hull movement in actual sea, a flow rate variation andpressure variation of the air supply passage are moderated, thereby it is possible to moderate
the variation of an amount of air introduced into the main engine and variation of pressure andflow rate into air lubrication, and it is possible to provide an efficient system.

[0033] According to the invention described in claim 17, the control means closes a passage

open/close valve provided downstream-side of the air reservoir when the taking out of thepressurized air is started, the taking-out means takes out the pressurized air and store thepressurized air in the air reservoir and then, the passage open/close valve is opened.

According to the invention described in claim 17, when the taking-out operation of pressurized
air is started, reduction of scavenging pressure in the main engine can be moderated.

[0034] According to the invention described in claim 18, the air supply control system of an air

DK/EP 3162690 T3
lubrication type ship is provided in the ship.

According to the invention described in claim 18, even when the main engine is operated with alow load, pressurized air which is necessary for the air lubrication can efficiently be taken out

from the turbocharger without providing high performance (turbo type) electric blower. Bytaking a load of the main engine and draft of the ship into account, even if the draft of the ship

and the load of the main engine are varied, it is possible to efficiently carry out the air
lubrication without deteriorating the operation efficiency of the main engine.

[EFFECT OF THE INVENTION][0035] According to the present invention, rotation of the turbocharger is assisted by the motor
means in accordance with setting of the taking-out amount of the pressurized air. According tothis, even at the time of low load operation of the main engine, it is possible to efficiently takeout pressurized air which is necessary for air lubrication from the turbocharger. By taking aload of the main engine and draft of the ship into account, even if the draft of the ship and theload of the main engine are varied, it is possible to efficiently carry out the air lubrication

without deteriorating the operation efficiency of the main engine.

[0036] If the control means controls the motor means while taking into account, scavenging
pressure of the turbocharger determined by the load of the main engine and draft pressure

determined by the draft of the ship, a load of the main engine is taken into account by thescavenging pressure and draft of the ship is taken into account by the draft pressure, rotationof the turbocharger can be assisted by the motor means in accordance with setting of thetaking-out amount of the pressurized air.

[0037] When the taking-out amount exceeds a predetermined amount which is determined byturbocharger ability of the turbocharger and the scavenging pressure or the draft pressure, thecontrol means operates the motor means, e.g., if the scavenging pressure is reduced, theturbocharger is assisted by the motor means. According to this, the operation of the main

engine is not hindered. Further, air lubrication can efficiently be carried out against dynamic
variation such as variation of load capacity of a ship, variation of ship speed and swing of a

ship's hull.

[0038] When the predetermined amount is determined by higher one of the scavenging
pressure and the draft pressure, and the turbocharger ability, by operating the motor means on
the basis on higher one of the higher scavenging pressure and draft pressure, it is possible toeffectively carry out more the air lubrication without deteriorating the operation efficiency of themain engine.

[0039] The control means controls the motor means such that the scavenging pressure ofdownstream-side of an inter-cooler provided in a passage extending between the turbocharger
and the main engine is kept at predetermined pressure. According to this, by keeping the

scavenging pressure at predetermined pressure, it is possible to carry out the air lubrication

DK/EP 3162690 T3
without deteriorating the operation efficiency of the main engine.

[0040] The air supply passage is provided with an assist blower which further pressurizes thetaken out pressurized air. According to this, it is possible to further pressurize the pressurized

air up to pressure which is suitable for air lubrication by the assist blower.

[0041]

When the motor means is driven and rotation of the turbocharger is assisted, if

pressure of the taken out pressurized air is not sufficient, the control means drives the assist

blower to further pressurize the taken out pressurized air. According to this, when pressure of
the pressurized air is not sufficient even if rotation of the turbocharger is assisted by the motor

means, it is possible to further pressurize the pressurized air up to pressure which is suitable

for air lubrication by the assist blower.

[0042] The control means drives the assist blower based on the draft of the ship, and when thepressure of the pressurized air which is necessary in accordance with the load of the main

engine is not sufficient, the control means operates the motor means. According to this, whenpressure of the pressurized air which is necessary in accordance with a load of the main

engine is sufficient, the assist blower is first driven based on the draft. Hence, it is possible tosuppress the frequency of operations of the motor means, and to reduce the energy amountwhich is necessary to supply the pressurized air.

[0043] The turbocharger includes a variable nozzle, the control means controls the variable

nozzle before the control means drives the motor means, thereby further pressurizing thepressurized air. According to this, pressure can be set to the scavenging pressure which issuitable for the main engine by the variable nozzle, and when pressure cannot be set tosufficient scavenging pressure by the variable nozzle, energy efficiently can be enhanced bydriving the motor means.

[0044] The air supply control system further comprises a scavenging pressure detector which
detects the scavenging pressure. According to this, by providing the scavenging pressure
detector, the scavenging pressure can precisely be kept at the predetermined pressure using a
detection value of the scavenging pressure detector.

[0045] The air supply control system further comprises a turbocharger rotation number
detector for detecting rotation number of the turbocharger, wherein the scavenging pressure is
obtained based on the rotation number and turbocharger characteristics. According to this,even if the scavenging pressure detector is not provided, it is possible to calculate thescavenging

pressure fromboth of therotation

number of the turbocharger andthecharacteristics of the turbocharger, and it is possible to keep the scavenging pressure at thepredetermined pressure using the calculated vale.
[0046] The taking-out amount of the pressurized air is set based on a relation between asaved energy amount which is achieved by supply of the pressurized air taken out to the ship's
hull and an energy amount which is necessary to supply the taken out pressurized air to theDK/EP 3162690 T3
ship's hull. According to this, the taking-out amount of the pressurized air can having excellent
energy efficiency.

[0047] The air supply control system of the air lubrication type ship, further comprises aplurality of the air supply port, a plurality of supply amount control valves for controlling a
supply amount of the pressurized air taken out to the air supply ports, and rolling detectionmeans which detects rolling of the ship's hull of the ship, wherein the control means controls

the plurality of supply amount control valves based on a detection result of the rolling detectionmeans, thereby reducing a supply amount of the pressurized air which is taken out to one of
the air supply ports having lower draft pressure. According to this, even if the ship's hull swings

and inclines by rolling, air lubrication can efficiently be carried out by reducing a supply amountof pressurized air to an air supply port having lower draft pressure.

[0048]

The air supply control system further comprises a plurality of the air supply port, aplurality of supply amount control valves for controlling a supply amount of the pressurized air
which is taken out to the air supply ports, and heel detection means for detecting a heel of the

ship's hull of the ship, wherein the control means controls the plurality of supply amount control
valves based on a detection result of the heel detection means, thereby reducing a supply

amount of the pressurized air which is taken out to one of the air supply ports having lower

draft pressure. According to this, even if the ship's hull keeps inclining by the heel, airlubrication can efficiently be carried out by reducing a supply amount of pressurized air to an

air supply port having lower draft pressure.

[0049] The air supply control system further comprises a plurality of the air supply port, aplurality of supply amount control valves for controlling a supply amount of the pressurized air
which is taken out to the air supply ports, and pitching detection means for detecting a pitchingof the ship's hull of the ship, wherein the control means controls the plurality of supply amountcontrol valves based on a detection result of the pitching detection means, thereby increasingor reducing a supply amount of the pressurized air taken out to the air supply ports inaccordance with variation of the draft pressure. According to this, even if the ship's hull swings

by the pitching and the draft pressure is varied, when the draft pressure is low, a supply
amount of the pressurized air into the air supply port is reduced, thereby carrying out the air
lubrication efficiently.

[0050] The air supply passage is provided with an air reservoir, and supply of the taken out
pressurized air to the air supply port is stabilized. According to this, for example even if a loadof the main engine is or draft pressure is varied by ship's hull movement in actual sea, a flowrate variation and pressure variation of the air supply passage are moderated, thereby it ispossible to moderate the variation of an amount of air introduced into the main engine andvariation of pressure and flow rate into air lubrication, and it is possible to provide an efficientsystem.

[0051] The control means closes a passage open/close valve provided downstream-side of the
air reservoir when the taking out of the pressurized air is started, the taking-out means takes

DK/EP 3162690 T3
out the pressurized air and store the pressurized air in the air reservoir and then, the passage

open/close valve is opened. According to this, when the taking-out operation of pressurized air
is started, reduction of scavenging pressure in the main engine can be moderated.

[0052] According to the present invention, even when the main engine is operated with a low

load, pressurized air which is necessary for air lubrication can efficiently be taken out from theturbocharger without providing high performance (turbo type) electric blower. By taking a loadof the main engine and draft of the ship into account, even if the draft of the ship and the loadof the main engine are varied, it is possible to provide an air lubrication type ship capable ofefficiently carrying out air lubrication without deteriorating operation efficiency of the main

engine.

[BRIEF DESCRIPTION OF THE DRAWINGS][0053]
Fig. 1 is a schematic configuration diagram of an air lubrication type ship provided with an air

supply control system of an embodiment of the present invention;
Fig. 2 is a schematic configuration diagram of the air supply control system of the air
lubrication type ship;

Fig. 3 is a diagram showing a relation between a scavenging amount and scavenging pressureof a turbocharger;

Fig. 4 is a diagram (condition 1) of a relation between pressure and a taking-out amount ofscavenging;
Fig. 5 is a diagram (condition 2) of the relation between pressure and the taking-out amount ofscavenging;
Fig. 6 is a diagram (condition 3) of the relation between pressure and the taking-out amount ofscavenging;
Fig. 7 is a diagram (condition 4) of the relation between pressure and the taking-out amount ofscavenging;
Fig. 8 is a diagram (condition 5) of the relation between pressure and the taking-out amount ofscavenging;
Fig. 9 is a diagram (condition 2 (pressure drop permissible range is taken into account))
showing the relation between the pressure and the taking-out amount of scavenging;

Fig. 10 is a diagram showing a relation between scavenging pressure and the taking-out

amount of the scavenging in an arbitrary load of a main engine;DK/EP 3162690 T3
Fig. 11 is a diagram (condition 3) showing a relation between pressure and a taking-out

amount of the scavenging in another example;
Fig. 12 is a diagram (condition 5) showing a relation between pressure and a taking-out

amount of the scavenging in another example;
Fig. 13 is a diagram showing a calculation method of the taking-out amount of the scavenging;andFig. 14 is a block diagram of an air supply control system of an air lubrication type shipaccording to another embodiment of the invention.

[MODE FOR CARRYING OUT THE INVENTION][0054] An air supply control system of an air lubrication type ship of embodiments of thepresent invention will be described.

[0055] Fig. 1 is a schematic configuration diagram of an air lubrication type ship provided withan air supply control system of the embodiment of the present invention, and Fig. 2 is aschematic configuration diagram of the air supply control system of the air lubrication type ship.

[0056] As shown in Fig. 1, in the air lubrication type ship of the embodiment, a ship's bottom 3of a stem portion 2 of a ship's hull 1 is provided with air supply ports 4. The air supply port 4 isprovided in the ship's bottom 3 below draft of the ship's hull 1. Each of the air supply ports 4

discharges air as bubbles to the ship's bottom 3 of the ship's hull 1, and supplies bubbles to awide region of the ship's bottom 3 below sea level S.L. to lubricate air. According to this, highfriction resistance reduction effect can be obtained. The air supply port 4 may be combined not

only with the ship's bottom 3 but also with a plurality of parts such as a ship side and the stem

portion 2.

[0057] A stem 5 of the ship's hull 1 includes a drive source 7 which drives a propeller 6.

[0058] The drive source 7 includes a main engine 10 which is an internal combustion engine,
and a turbocharger 20. The turbocharger 20 is driven by exhaust gas from the main engine 10,
and supplies pressurized air to the main engine 10.

[0059] A portion of pressurized air before it is supplied to the main engine 10 can be sent tothe air supply port 4 through the air supply passage 31.

[0060] Next, a configuration of the air supply control system of the air lubrication type ship will
be described using Fig. 2.

DK/EP 3162690 T3[0061] The turbocharger 20 includes a turbine 21 which is provided in an exhaust gas passageof the main engine 10 and which takes out power from exhaust gas, a compressor 22 which isoperated by the turbine 21, and a variable nozzle 23 which is placed on the exhaust gas

introduction side of the turbine 21.

[0062] The variable nozzle 23 changes an direction and an angle of a nozzle blade or theexhaust gas passage, theregy changeing an exhaust gas passage, adjusts flow speed ofexhaust gas supplied from the main engine 10, and can control scavenging pressure.

[0063] The air supply control system can be configured without using the variable nozzle 23.
[0064] A passage from the turbocharger 20 to the main engine 10 includes an inter-cooler 24.

[0065] Air which is pressurized and becomes hot by the compressor 22 is cooled by the inter­cooler 24 and is introduced into the main engine 10.

[0066] One end of the air supply passage 31 is connected between the turbocharger 20 andthe main engine 10, and a portion of pressurized air is taken out from between theturbocharger 20 and the main engine 10. Although it is preferable that scavenging existing

downstream-side of the inter-cooler 24 is taken out as pressurized air, air supply at upstream­side may be taken out as pressurized air. By using scavenging existing downstream-side of theinter-cooler 24 for lubricating air, energy efficiency can be enhanced. It is possible
to avoid a case where high temperature air is continuously supplied and a coating film of the

ship's hull 1 is deteriorated.

[0067] The taken out pressurized air is supplied to the air supply port 4 through the air supply

passage 31.

[0068] The air supply passage 31 is provided with a throttle amount variable take-out valve 32
which takes out a portion of the pressurized air between the turbocharger 20 and the main

engine 10, and an assist blower 33 which further pressurizes pressurized air of the air supply

passage 31. Even if the motor means 51 is driven and the rotation of the turbocharger 20 is
assisted, if pressure of the taken out pressurized air is not sufficient, the pressurized airpressurized by the turbocharger 20 is further pressurized by the assist blower 33. According tothis, it is possible to handle a case where a load amount is high and draft pressure becomes

high, and a case where pressure becomes insufficient by supplying much air to the air supply

port 4.

[0069] It is preferable that the assist blower 33 is a capacity type blower such as roots type or
the like in which even if draft pressure is varied, variation of an air amount is small.

[0070] A scavenging pressure detector 41 which detects scavenging pressure is provided in
the air supply passage 31 in the vicinity of a portion of the turbocharger 20 located upstream­side of the take-out valve 32. The scavenging pressure detector 41 may be provided in theDK/EP 3162690 T3
scavenging passage between the inter-cooler 24 and the main engine 10. Since the air supply

passage 31 close to the turbocharger 20 exists upstream-side of the take-out valve 32, the air
supply passage 31 can measure the scavenging pressure which is substantially equal to thescavenging passage. The scavenging pressure detectors 41 can be provided in both thepassage of the air supply passage 31 and the scavenging passage. When the scavenging
pressure detectors 41 are provided in both the passages, it is possible to detect scavenging
pressure more precisely by averaging procedure and the like. When this air supply control

system is applied to an existing main engine 10 or an existing turbocharger 20, the operation

becomes easier if the scavenging pressure detector 41 is provided in the air supply passage

31.

[0071] The air supply control system of the embodiment includes a bypass passage 35 whichbranches off from the air supply passage 31, bypasses the assist blower 33, and again merges

with the air supply passage 31, and also includes bypass passage selecting means 36 which

selects one of the air supply passage 31 and the bypass passage 35. By providing the bypass

passage selecting means 36 in this manner, when it is unnecessary to further pressurize thetaken out pressurized air, the bypass passage selecting means 36 selects the bypass passage

35, and it is possible to bypass the assist blower 33. When the assist blower 33 is not used, thebypass passage selecting means 36 provided in the bypass passage 35 is opened, and thebypass passage selecting means 36 provided in upper stream and lower stream of the assist

blower 33 are closed. When the assist blower 33 is used, the bypass passage selecting means
36 provided in the bypass passage 35 is closed, and the bypass passage selecting means 36

provided in upper stream and lower stream of the assist blower 33 are opened. These controls

are carried out in conjunction with the operation of the assist blower 33.

[0072] There are provided an atmosphere suction passage 37 which sends, to the assist
blower 33, air sucked from atmosphere, and an atmosphere suction passage selecting means
38 which selects the air supply passage 31 and the atmosphere suction passage 37. When theassist blower 33 sucks air from the atmosphere and supplies the air to the air supply port 4, theatmosphere suction passage selecting means 38 is opened, the bypass passage selecting
means 36 provided in the bypass passage 35 and the bypass passage selecting means 36

provided in upper stream of the assist blower 33 are closed, and the bypass passage selecting
means 36 provided in lower stream of the assist blower 33 is opened. In this case, the take-out
valve 32 is also closed, and the pressurized air is not taken out. When air from the atmosphereis pressurized by the assist blower 33 and is supplied, if the air from the atmosphere ispressurized and used, the air from the atmosphere can be discharged from the ship's bottom
3. For example, When the load of the main engine 10 is low and the amount of air isinsufficient, or when draft pressure is low, air from the atmosphere is supplied directly to the air
supply port 4 provided in the ship's bottom 3, thereby making it possible to further enhance theenergy efficiency and energy-saving effect.

[0073]

The air supply control system of the embodiment includes motor means 51 whichassists rotation of the turbocharger 20, taking-out means 52 which operates the take-out valve

32 to takes out a portion of pressurized air, taking-out amount setting means 53 which sets a

DK/EP 3162690 T3
taking-out amount of the pressurized air by the taking-out means 52, and control means 54
controls the motor means 51 in accordance with setting of the taking-out amount by the taking-out amount setting means 53 while taking a load of the main engine 10 and draft of the ship
into account. The taking-out amount setting means 53 can set the taking-out amount to zero,and has a setting function of operation/stop of air lubrication.

[0074] The motor means 51 may directly drive a drive shaft of the turbine 21 and thecompressor 22 of the turbocharger 20 as an external motor means 51, but can form a rotor

directly on the drive shaft and can drive by a stator provided therearound. The motor means

51 can be utilized as a power generator when assisting is unnecessary, and regenerativeelectric power can be obtained. Further, since it is an object to assist only the compressor 22
and to enhance more than the rotation speed by the turbine 21, the drive shaft may beprovided with one-way clutch mechanism.

[0075] As the motor means 51, it is possible to use an air motor and a water pressure motor,
but if an electric motor or a hydraulic motor is used, this is preferable in terms of easiness ofutilization.

[0076] According to this embodiment, when air lubrication becomes necessary, the take-out
valve 32 is opened, a portion of pressurized air is taken out and this is supplied to the air

supply port 4 through the air supply passage 31. When pressurized air is supplied by the take­out valve 32, if rotation of the turbocharger 20 is assisted by the motor means 51, it is possible
to efficiently take out, from the turbocharger 20, pressurized air which is necessary for air
lubrication even when the main engine 10 is operated with low load.

[0077] Even if a circulation passage is opened when an exhaust gas recirculation operation iscarried out for the main engine 10, and even if the pressurized air amount is reduced and thepressurized air pressure is lowered, the assisting operation of rotation of the turbocharger 20

by the motor means 51 can be carried out.

[0078] When the take-out valve 32 is opened and a portion of the pressurized air is taken out,
it is also possible to utilize the variable nozzle 23 other than the motor means 51. That is, andirection and an angle of the nozzle blade of the variable nozzle 23 are changed in accordancewith a taking-out state of pressurized air such as an opening of the take-out valve 32 and ataking-out amount of the pressurized air, and pressurizing characteristics of the pressurized air
can be improved.

[0079] When the draft pressure becomes high and pressure of the taken out pressurized air isinsufficient even if the motor means 51 and the variable nozzle 23 are utilized, this pressure

can be supplemented by the assist blower 33 which further pressurizes the taken out

pressurized air from the air supply passage 31.

[0080] The control means 54 controls the motor means 51 in accordance with setting of thetaking-out amount of the pressurized air by the taking-out amount setting means 53. The

DK/EP 3162690 T3
taking-out amount setting means 53 sets the operation of the air lubrication. When the taking-out amount exceeds the predetermined amount, the motor means 51 is controlled. By assisting
the rotation of the turbocharger 20 by the motor means 51 in accordance with the setting of thetaking-out amount of the pressurized air in this manner, it is possible to efficiently take out,
from the turbocharger 20, pressurized air which is necessary for the air lubrication even whenthe main engine 10 is operated with low load.

[0081] When the setting of the operation of the air lubrication is not carried out by the takingout amount setting means 53, the motor means 51 is not operated or controlled. Even if thesetting of the operation of the air lubrication is carried out by the taking-out amount settingmeans 53, if the taking-out amount does not exceeds the predetermined amount, the motor
means 51 is not operated or controlled. However, when the setting of the operation of the air
lubrication is not carried out by the taking-out amount setting means 53, control of the motor

means 51 is not hindered for a purpose other than the air lubrication.

[0082] The taking-out amount setting means 53 can be provided with a switch for selecting
whether air lubrication should be carried out, and with an ON/OFF switch of the take-out valve

32. It may also be the taking-out amount setting means 53 automatically start or stop the air
lubrication when an operation state of the main engine 10 or a marine navigation of the air
lubrication type ship are brought into determined conditions. For example, the rotation numberof the main engine 10 and the ship speed are provided with threshold values, and if it isdetected that the rotation number of the main engine 10 and the ship speed become lower

than the threshold values when the ship comes into harbor or stop, the air lubrication can
automatically be stopped, and it is possible to detect that the rotation number of the main
engine 10 and the ship speed become higher than the threshold value when the ship goes out
on the broad ocean, and the air lubrication can automatically be started.

[0083] In the control means 54, when the taking-out amount of the pressurized air exceeds thepredetermined amount which is set by the taking-out amount setting means 53, the motor
means 51

assists rotation of the turbocharger 20. When the taking-out amount of thepressurized air exceeds the predetermined amount and the scavenging pressure starts
lowering in this manner, the motor means 51 assists the turbocharger 20. According to this, theoperation of the main engine 10 is not hindered.

[0084] The control means 54 controls the motor means 51 such that the scavenging pressure
is kept at predetermined pressure . By keeping the scavenging pressure at the predeterminedpressure in this manner, the air lubrication can be carried out without deteriorating theoperation efficiency of the main engine 10.

[0085] Here, the predetermined pressure is determined by the turbocharger ability of theturbocharger 20 and the scavenging pressure or the draft pressure. The scavenging pressure

is determined by a load of the main engine 10, and the draft pressure is determined by thedraft of the ship.

DK/EP 3162690 T3[0086] Therefore, even if the draft of the ship or the load of the main engine 10 is varied, it ispossible to carry out the air lubrication without deteriorating operation efficiency of the main
engine 10.

[0087] In the control means 54, when the motor means 51 is driven and the scavenging
pressure is brought into the predetermined pressure, if the pressure of the taken out

pressurized air is insufficient, the taken out pressurized air is further pressurized by driving theassist blower 33.

[0088] Therefore, the pressurized air can further be pressurized up to pressure suitable for the
air lubrication by the assist blower 33 while keeping the scavenging pressure at thepredetermined pressure.

[0089] In the control means 54, the pressurized air is further pressurized by controlling thevariable nozzle 23 before the motor means 51 is driven.

[0090] Therefore, the scavenging pressure can be brought to a value suitable for the main
engine 10 by the variable nozzle 23, and when the variable nozzle 23 cannot bring the
scavenging pressure to a sufficient value, energy efficiency can be enhanced by driving the
motor means 51.

[0091] A detection value from the scavenging pressure detector 41 is input to the control
means 54, and the control means 54 drives the motor means 51 such that the detectedscavenging pressure becomes equal to the predetermined pressure.

[0092] A turbocharger rotation number detector 42 which detects the rotation number may beprovided instead of providing the scavenging pressure detector 41.

[0093] The scavenging pressure can be obtained based on the rotation number of theturbocharger 20, the characteristics of the turbocharger and resistance of the passage, andthe scavenging pressure can be calculated from the rotation number detected by theturbocharger rotation number detector 42. Here, in addition to resistance caused by thevariable nozzle 23, resistance caused by the passage between the turbocharger 20 and themain engine 10, and resistance of the entire air supply passage 31 are included in the passage
resistance.

[0094] The taking-out amount of the pressurized air is set based on a relation between an
energy-saving amount achieved by supply of the taken out pressurized air to the ship's hull 1
and an energy amount which is necessary for the supply of the taken out pressurized air to the

ship's hull 1. According to this, an optimal scavenging taking-out amount having excellent
energy efficiency can be obtained. The necessary energy amount is varied by a load of themain engine 10 and draft pressure of the ship as described above, the energy-saving amountis also varied, and the optimal scavenging taking-out amount is also varied by a load of themain engine 10 and draft pressure of the ship.

DK/EP 3162690 T3[0095]

A load of the main engine 10 is detected by load detection means 43. The loaddetection means 43 includes rotation number detection means which detects the rotation

number of the main engine 10. The load of the main engine 10 is estimated from the rotation
number of the main engine 10 detected by the rotation number detection means of the loaddetection means 43. Further, if torque ofthe main engine 10 is detected and is combined withthe rotation number, it is possible to more reliably determine the load of the main engine 10.

[0096] When the load of the main engine 10 detected by the load detection means 43 is high,the turbocharger 20 rotates at high speed and an amount and pressure of the pressurized air

are sufficient in many case, but when the detected load of the main engine 10 is low, theamount and the pressure ofthe pressurized air are prone to be insufficient. In such a case, theamount and the pressure ofthe pressurized air can be supplemented by assisting the rotationof the turbocharger 20 by the motor means 51.

[0097] When the main engine 10 starts, the load detection means 43 can detect the initial riseofthe load, and the motor means 51 can handle the start of the main engine 10.

[0098] It is possible to assist the rotation ofthe turbocharger 20 by the motor means 51 so thatan air amount required by the main engine 10 is reliably supplied at the time of initial rise andat the time of a steady operation.

[0099] Draft pressure detection means 44 provided in the ship's hull 1 detects the draftpressure ofthe ship. A detection value from the load detection means 43 and a detection value

from the draft pressure detection means 44 are input to the control means 54, and apredetermined pressure of the scavenging pressure is determined. The expression "The loaddetection means 43" includes means for calculating a load from the rotation number andtorque of the main engine 10, and means for obtaining the load from a set value of a governor
13 of the main engine 10. The expression "The load detection means 43" includes means forcalculating a load from the rotation number and torque of the main engine 10, and means for
obtaining the load from a set value of a governor 13 ofthe main engine 10. "The draft pressure
detection means 44" includes means for obtaining draft from a shipment volume.

[0100] A taking-out amount of the pressurized air which is set by the taking-out amount settingmeans 53 is changed in accordance with draft of the ship. That is, the predetermined amountwhich is set by the taking-out amount setting means 53 is changed in accordance with draftpressure of the ship detected by the draft pressure detection means 44. By changing thepredetermined amount in accordance with the draft, the draft is varied depending upon adegree of the shipment volume and in addition to this, it is possible to efficiently lubricate air
with respect to the dynamic variation such as swing of the ship's hull 1. The expression "inaccordance with draft" includes a case where the predetermined amount corresponding to theload amount related to a size of the draft is previously determined without using the draftpressure detection means 44, and an appropriate amount is automatically set in tandem withsetting ofthe load amount.

DK/EP 3162690 T3[0101] The air supply control system of the embodiment includes a plurality of branchedpassages 39 in which the air supply passage 31 is branched into a plurality of passages. The

air supply ports 4 are respectively connected to the plurality of branched passages 39. By
providing the plurality of air supply ports 4 in this manner, it is possible to increase air to bedischarged to a surroundings of the ship's hull 1, and the friction resistance can efficiently be
reduced by discharging pressurized air which is taken out in accordance with requirement froman arbitrary air supply port 4.

[0102]

Passage open/close valves 34 which open and close the branched passages 39 areprovided on the way to and from the branched passages 39. By operating the passage

open/close valves 34, one or some of the air supply ports 4 through which air is discharged
can be selected. In a ballast state where a cargo is not loaded for example, the passage

open/close valves 34 are operated, taken out pressurized air is discharged from the central
two air supply ports 4, and discharge of the pressurized air taken out from the both right andleft air supply ports 4 can be stopped. When the ship's hull 1 inclines and a right side is broughtup during billows, an opening degree of one of the passage open/close valves 34 which islocated on the right side and which does not contribute to the air lubrication so much is

reduced or closed. According to this, a discharging amount of the pressurized air taken out
from the air supply port 4 located on the right side end is reduced or the discharge is stopped,
and it is possible to prevent the taken out pressurized air from being consumed wastefully.

[0103] If the branched passages 39 are closed by the passage open/close valves 34 when air
lubrication is not carried out, it is possible to prevent water from reversely flowing from the air

supply ports 4 to the assist blower 33 or to the main engine 10.

[0104] If the variable nozzle 23, the assist blower 33 and the motor means 51

areappropriately adjusted or operated in accordance with situations, it is possible to handle thevariation of pressurized air pressure caused by increase or reduction of the air supply port 4
which operates the passage open/close valve 34.

[0105] The air supply passage 31 is provided with an air reservoir 55. By providing the air
reservoir 55, it is possible to stabilize the supply of the taken out pressurized air to the air
supply port 4. That is, in actual sea, even if variation in draft pressure is generated by variationin the load of the main engine 10 or by ship's hull movement, the flow rate variation andpressure variation of the air supply passage 31 are moderated, it is possible to moderate thevariation of the amount of air introduced into the main engine 10 and variation of pressure andflow rate into the air lubrication, and it is possible to provide a stable efficient system.

[0106] In the control means 54, when the taking out operation of the pressurized air is started,

i.e., when the take-out valve 32 is opened, the passage open/close valves 34 provided
downstream-side of the air reservoir 55 are closed, and the take-out valve 32 is gradually

opened by the taking-out means 52, a portion of pressurized air is taken out and thispressurized air is stored in the air reservoir 55. After pressure in the air reservoir 55 fully rises,

if the passage open/close valves 34 are opened, it is possible to moderate excessive reduction

DK/EP 3162690 T3of the scavenging pressure in the main engine 10 when the taking out operation of thepressurized air is started.According to this, even if a load of the main engine or draft pressure
is varied by ship's hull movement in actual sea.

[0107] The air supply passage 31 is provided with a flow rate sensor 45a, and the branchedpassages 39 are respectively provided with flow rate sensors 45b. The flow rate sensor 45a

detects an amount of pressurized air flowing through the air supply passage 31, and each of
the flow rate sensors 45b detects an amount of pressurized air flowing through the branchedpassage 39.

[0108] The flow rate values detected by the flow rate sensor 45a and the flow rate sensors 45b
are transferred to the control means 54, and used for controlling an amount of air for air
lubrication. The flow rate sensor 45a may be provided in the air supply passage 31 at alocation upstream-side, but if the flow rate sensor 45a is provided at the position shown in Fig.

2, one common flow rate sensor 45a is suffice in accordance with whether the assist blower 33
is used or not, or whether air is sucked from the atmosphere or not. It is preferable that theflow rate sensor 45a and the flow rate sensors 45b are mass flow rate sensors but they may

be volume flow rate sensors. A hot wire flow rate sensor and so on can be used as the mass
flow rate senor, and a vortex flow rate sensor and so on can be used as the volume flow ratesenor.

[0109] Fig. 3 shows a relation between a scavenging amount and scavenging pressure of theturbocharger.

[0110] If a portion of the scavenging is taken out as pressurized air, the rotation number of theturbocharger 20 is reduced, and an air amount sent to the main engine 10 is reduced together

with reduction in scavenging pressure.

[0111] Air passing through the turbocharger 20 is important for the main engine 10 to secure
its performance and reliability, and the air amount must be secured appropriately. To secure an

air amount which is necessary for the main engine 10, it is preferable to control toappropriately secure scavenging pressure after the inter-cooler 24 including not only a casewhere scavenging is utilized but also a case where air supply is utilized. Therefore, to operate
the turbocharger 20 efficiently and with high characteristics, control is performed such that therotation number of the turbocharger 20 is increased by the motor means 51 to maintain the
scavenging pressure which is necessary for the main engine 10 as shown in Fig. 3.

[0112] Figs. 4 to 9 show a relation between pressure and taking-out amount of the

scavenging. A vertical axis shows pressure, and a lateral axis shows taking-out amount AQ ofthe scavenging.

[0113] Using Figs. 4 to 9, examples of control of the motor means 51 and the assist blower 33

by the control means 54 will be described. Since a load of the main engine 10 and draft of theship are varied, the control means 54 controls the motor means 51 and the assist blower 33 in

DK/EP 3162690 T3
accordance with the taking-out amount of the scavenging while taking the load of the main
engine 10 and the draft of the ship into account.

[0114] Fig. 4 shows a case where the draft of the ship is small and the main engine 10 is lowload operating (condition 1).

[0115] In condition 1, scavenging pressure which is necessary for maintaining performanceand reliability of the main engine 10 ("necessary scavenging pressure", hereinafter) is Pso1
and draft pressure is Pd|_- The draft pressure Pd[_ is pressure which is necessary fordischarging air from the air supply port 4 to the ship's bottom 3 as bubbles in accordance withdraft, i.e., necessary pressure from draft. The necessary scavenging pressure Pso1 and thedraft pressure Pd[_ are determined by condition 1. In condition 1, the draft pressure Pd[_ ishigher than the necessary scavenging pressure Pso1.

[0116] In Fig. 4, a diagonal line a shown by a solid line shows scavenging pressure (including
variable nozzle 23) by characteristics of the turbocharger 20. Further, Δ<30-| shows a taking-out
amount of optimal scavenging. A calculating method of the taking-out amount of optimal

scavenging will be described later.

[0117] Until the taking-out amount ΔΟ of the scavenging is increased to a taking-out amountΔΟ1-|, scavenging pressure by surplus ability of the turbocharger 20 exceeds necessary
scavenging pressure Pso1 and draft pressure Pd[_, and scavenging can be taken out (section
Xi).

[0118] When the taking-out amount ΔΟ of the scavenging increases and exceeds the takingout amount Δ<31-|, since scavenging pressure by the surplus ability of the turbocharger 20

becomes lower than the draft pressure Pd|_, the control means 54 drives the motor means 51.
By assisting the rotation of the turbocharger 20 by the motor means 51, the scavenging
pressure exceeds the draft pressure Pd[_, and the scavenging can be taken out (section Y-|).

When the taking-out amount ΔΟ of scavenging exceeds the turbocharger ability of theturbocharger 20 and the predetermined amount (taking-out amount ΔΟ1 -,) which is determinedfrom the draft pressure Pd|_ in this manner, the control means 54 operates the motor means

51. In condition 1, since the draft pressure Pd[_ is higher than the necessary scavenging
pressure Pso1, the predetermined amount (taking-out amount Δ<31-|) is determined from thedraft pressure Pd[_ and the turbocharger ability of the turbocharger 20. By operating the motor
means 51 based on higher one of the necessary scavenging pressure Pso1 and the draftpressure Pd|_, it is possible to more reliably carry out the air lubrication without deteriorating theoperation efficiency of the main engine 10.

[0119] When the taking-out amount ΔΟ of the scavenging further increases and exceeds ataking-out amount Δ<32-|, since the maximum scavenging pressure (limit pressure of motor
assist) when the motor means 51 assists the rotation of the turbocharger 20 becomes lower

DK/EP 3162690 T3
than the draft pressure Pd[_, the control means 54 drives the assist blower 33. By furtherpressurizing the taken out pressurized air by the assist blower 33, pressure of the taken out

pressurized air exceeds the draft pressure Pd[_, and it is possible to supply an amount of air
which is appropriate as air lubrication to the air supply port 4 (section Z-|).

[0120] When the taking-out amount ΔΟ of scavenging further increases and exceeds a takingout amount ΔΟ3-|, since the maximum scavenging pressure when the motor means 51 assists
rotation of the turbocharger 20 becomes lower than the necessary scavenging pressure Pso1,
scavenging cannot be taken out (section N-|). Therefore, the air lubrication can be carried out
only in a range where the taking-out amount ΔΟ does not exceed the taking-out amount Δ<33-|.

If the assist blower 33 is not provided, air lubrication can be carried out in a range where thetaking-out amount ΔΟ does not exceed the taking-out amount ΔΟ2-|.

[0121] The control means 54 controls the motor means 51 and the assist blower 33 while
taking into account, the scavenging pressure of the turbocharger 20 determined by the load ofthe main engine 10 and draft pressure determined by draft of the ship. Hence, even if the draftof the ship and the load of the main engine 10 are varied, air lubrication can be carried out

without deteriorating the operation efficiency of the main engine 10.

[0122] Fig. 5 shows a case where draft of the ship is small and the main engine 10 is operatingwith an intermediate load (condition 2). In condition 2, the necessary scavenging pressure is

Pso2, and draft pressure is Pd[_- The necessary scavenging pressure Pso2 and the draftpressure Pd[_ are determined by condition 2. In condition 2, the necessary scavenging
pressure Pso2 is higher than the draft pressure Pd[_■[0123] A diagonal line a shown by a solid line in Fig. 5 shows scavenging pressure (including
variable nozzle 23) by characteristics of the turbocharger 20. Further, ΔΟ02 shows a taking-out
amount of optimal scavenging.

[0124] Until the taking-out amount ΔΟ of scavenging is increased to a taking-out amountΔΟ12, scavenging pressure by the surplus ability of the turbocharger 20 exceeds necessary
scavenging pressure Pso2 and the draft pressure Pd|_, and scavenging can be taken out(section X2).

[0125] When the taking-out amount ΔΟ of scavenging increases and exceeds the taking-out
amount ΔΟ12, since the scavenging pressure by the surplus ability of the turbocharger 20

becomes lower than the necessary scavenging pressure Pso2, the control means 54 drives the
motor means 51. By assisting rotation of the turbocharger 20 of the motor means 51, thenecessary scavenging pressure Pso2 is maintained and scavenging can be taken out (section
Y2). The control means 54 operates the motor means 51 when the taking-out amount ΔΟ ofthe scavenging exceeds the turbocharger ability of the turbocharger 20 and the predeterminedamount (taking-out amount ΔΟ12) which is determined by the necessary scavenging pressure

DK/EP 3162690 T3
Pso2. Since the necessary scavenging pressure Pso2 is higher than the draft pressure Pd[_ incondition 2, the predetermined amount (taking-out amount ΔΟ12) is determined by thenecessary scavenging pressure Pso2 and the turbocharger ability of the turbocharger 20. By
operating the motor means 51 based on higher one of the necessary scavenging pressure
Pso2 and the draft pressure Pd[_, it is possible to more reliably carry out the air lubrication

without deteriorating operation efficiency of the main engine 10.

[0126] When the taking-out amount ΔΟ of scavenging further increases and exceeds thetaking-out amount ΔΟ22, since the maximum scavenging pressure when the motor means 51
assists rotation of the turbocharger 20 becomes lower than the necessary scavenging
pressure Pso2, scavenging cannot be takes out (section N2). The assist blower 33 is for furtherpressurizing taken out pressurized air, and cannot pressurize pressurized air (scavenging)
before it is taken out. Therefore, air lubrication can be carried out only in a range where thetaking-out amount ΔΟ does not exceed the taking-out amount ΔΟ22-[0127] The control means 54 controls the motor means 51 and the assist blower 33 while
taking into account, the scavenging pressure of the turbocharger 20 determined by a load ofthe main engine 10 and the draft pressure determined by the draft of the ship. Therefore, even

if the draft of the ship and a load of the main engine 10 are varied, it is possible to carry out the
air lubrication without deteriorating operation efficiency of the main engine 10.

[0128] Fig. 6 shows a case where draft of the ship is large and the main engine 10 is low-load
operating (condition 3). In condition 3, the necessary scavenging pressure is Pso3 and draftpressure is Pdn· The necessary scavenging pressure Pso3 and the draft pressure Pdn aredetermined by condition 3. In condition 3, draft pressure Pdn is higher than the necessary
scavenging pressure Pso3.

[0129] A diagonal line a shown by a solid line in Fig. 6 shows scavenging pressure (including
variable nozzle 23) by characteristics of the turbocharger 20. Further, ΔΟ03 shows a taking-out
amount of optimal scavenging.

[0130] Even if the taking-out amount ΔΟ of scavenging is larger than a taking-out amountΔΟ13 and smaller than a taking-out amount ΔΟ23, since scavenging pressure by surplus abilityof the turbocharger 20 becomes lower than draft pressure Pdn, the control means 54 drives

the motor means 51. If the motor means 51 assists rotation of the turbocharger 20, thescavenging pressure can exceed the draft pressure Pdn and an appropriate amount of air as

air lubrication can be supplied from the air supply port 4 (section Y3). In this manner, when thetaking-out amount ΔΟ of scavenging exceeds the turbocharger ability of the turbocharger 20
and the predetermined amount (taking-out amount ΔΟ13) determined from the draft pressure

Pdn, the control means 54 operates the motor means 51. In condition 3, since the draftpressure Pdn is higher than the necessary scavenging pressure Pso3, the predeterminedamount (taking-out amount ΔΟ13) is determinedby the draft pressure Pdn andtheDK/EP 3162690 T3

turbocharger ability of the turbocharger 20. Since the motor means 51 is operated based onhigher one of the necessary scavenging pressure Pso3 and the draft pressure Pdn, it ispossible to more reliably carry out the air lubrication without deteriorating the operation
efficiency of the main engine 10.

[0131] When the taking-out amount ΔΟ of scavenging increases and exceeds the taking-out
amount ΔΟ23, since the maximum scavenging pressure when the motor means 51 assists

rotation of the turbocharger 20 becomes lower than the draft pressure Pdn, the control means
54 drives the assist blower 33. By further pressurizing the taken out pressurized air by theassist blower 33, pressure of the taken out pressurized air exceeds the draft pressure Pdn,
and an appropriate amount of air as air lubrication can be supplied from the air supply port 4(section Z3).

[0132] When the taking-out amount ΔΟ of scavenging further increases and exceeds a takingout amount ΔΟ33, since the maximum pressure (limit pressure of blower assist) when thetaken out pressurized air is further pressurized by the assist blower 33 becomes lower than thedraft pressure Pdn, an appropriate amount of air cannot be supplied from the air supply port 4

as air lubrication (section N3). Therefore, air lubrication can be carried out only in a range

where the taking-out amount ΔΟ does not exceed the taking-out amount ΔΟ33. If the assist

blower 33 is not provided, air lubrication can be carried out in a range where the taking-out
amount ΔΟ does not exceed the taking-out amount ΔΟ23.

[0133] The control means 54 controls the motor means 51 and the assist blower 33 while
taking into account, the scavenging pressure of the turbocharger 20 determined by the load ofthe main engine 10 and draft pressure determined by draft of the ship. Hence, even if the draftof the ship and the load of the main engine 10 are varied, air lubrication can be carried out

without deteriorating the operation efficiency of the main engine 10.

[0134] Fig. 7 shows a case where draft of the ship is large and the main engine 10 is high-load
operating (condition 4). In condition 4, the necessary scavenging pressure is Pso4 and draftpressure is Pdn· The necessary scavenging pressure Pso4 and the draft pressure Pdn aredetermined by the condition 4. In condition 4, the necessary scavenging pressure Pso4 ishigher than the draft pressure Pdμ.

[0135] A diagonal line a shown by a solid line in Fig. 7 shows scavenging pressure (including
variable nozzle 23) by characteristics of the turbocharger 20. Here, ΔΟ04 shows a taking-out
amount of optimal scavenging.

[0136]

Until the taking-out amount ΔΟ of scavenging becomes the taking-out amount ΔΟΙφscavenging pressure by surplus ability of the turbocharger 20 exceeds the necessary
scavenging pressure Pso4 and the draft pressure Pdn, and the scavenging can be taken out(section X4).

DK/EP 3162690 T3[0137] When the taking-out amount ΔΟ of scavenging increases and exceeds the taking-out
amount ΔΟΙψ since the scavenging pressure by the surplus ability of the turbocharger 20

becomes lower than the necessary scavenging pressure Pso4, the control means 54 drives the
motor means 51. By assisting rotation of the turbocharger 20 by the motor means 51, thenecessary scavenging pressure Pso4 is maintained, and scavenging can be taken out (section
Y4). When the taking-out amount ΔΟ of scavenging exceeds the turbocharger ability of theturbocharger 20 and the predetermined amount (taking-out amount ΔΟ14) determined fromthe necessary scavenging pressure Pso4, the control means 54 drives the motor means 51 in
this manner. In condition 4, since the necessary scavenging pressure Pso4 is higher than thedraft pressure Pdn, the predetermined amount (taking-out amount ΔΟ14) is determined fromthe necessary scavenging pressure Pso4 and the turbocharger ability of the turbocharger 20.

By operating the motor means 51 based on higher one of the necessary scavenging pressure
Pso4 and the draft pressure Pdn, it is possible to more reliably carry out the air lubrication

without deteriorating the operation efficiency of the main engine 10.

[0138] If the taking-out amount ΔΟ of scavenging further increases and exceeds a taking-out
amount ΔΟ24, since the maximum scavenging pressure when the motor means 51 assists

rotation of the turbocharger 20 becomes lower than the necessary scavenging pressure Pso4,
scavenging cannot be taken out (section N4). The assist blower 33 is for further pressurizing

taken out pressurized air, and cannot pressurize pressurized air (scavenging) before it is takenout. Therefore, air lubrication can be carried out only in a range where the taking-out amountΔΟ does not exceed the taking-out amount ΔΟ24.

[0139] The control means 54 controls the motor means 51 and the assist blower 33 in thismanner while taking into account, the scavenging pressure of the turbocharger 20 determinedby a load of the main engine 10 and the draft pressure determined by draft of the ship.
Therefore, even if draft of the ship and a load of the main engine 10 are varied, it is possible tocarry out the air lubrication without deteriorating the operation efficiency of the main engine 10.

[0140] Fig. 8 shows a case where draft of the ship is large and the main engine 10 isintermediate-load operating (condition 5) . In condition 5, the necessary scavenging pressure
is Pso5 and draft pressure is Pd|-|· The necessary scavenging pressure Pso5 and the draftpressure Pd|-| are determined by the condition 5. In condition 5, the draft pressure Pd|-| ishigher than the necessary scavenging pressure Pso5.

[0141] A diagonal line a shown by a solid line in Fig. 8 shows scavenging pressure (including
variable nozzle 23) by characteristics of the turbocharger 20. Here, ΔΟΟβ shows a taking-out
amount of optimal scavenging.

[0142] Even if the taking-out amount ΔΟ of the scavenging is larger than the taking-out
amount ΔΟ15 and smaller than the taking-out amount ΔΟ2β, since the scavenging pressure by

DK/EP 3162690 T3
the surplus ability of the turbocharger 20 becomes lower than the draft pressure Pdn, thecontrol means 54 drives the motor means 51. By assisting the rotation of the turbocharger 20
by the motor means 51, the scavenging pressure exceeds the draft pressure Pdn, an
appropriate amount of air as air lubrication can be supplied from the air supply port 4 (section
Y5). In this manner, the control means 54 operates the motor means 51 when the taking-out
amount ΔΟ of the scavenging exceeds the turbocharger ability of the turbocharger 20 and thepredetermined amount (taking-out amount ΔΟ1β) determined from the draft pressure Pdn- In
condition 5, since the draft pressure Pdn is higher than the necessary scavenging pressure
Pso5, the predetermined amount (taking-out amount ΔΟ1β) is determined from the draftpressure Pdn and the turbocharger ability of the turbocharger 20. By operating the motor
means 51 based on higher one of the necessary scavenging pressure Pso5 and the draftpressure Pdn, it is possible to more reliably carry out the air lubrication without deteriorating
the operation efficiency of the main engine 10.

[0143] When the taking-out amount ΔΟ of the scavenging increases and exceeds the takingout amount ΔΟ2β, the maximum scavenging pressure when the motor means 51 assists
rotation of the turbocharger 20 becomes lower than the draft pressure Pdn, the control means
54 drives the assist blower 33. By further pressurizing the taken out pressurized air by theassist blower 33, the pressure of the taken out pressurized air exceeds the draft pressure Pdn,
and an appropriate amount of air as air lubrication can be supplied from the air supply port 4(section Z5).

[0144] When the taking-out amount ΔΟ of scavenging further increases and exceeds a takingout amount AQ3s, since the maximum pressure when the taken out pressurized air is furtherpressurized by the assist blower 33 becomes lower than the draft pressure Pdn, an

appropriate amount of air cannot be supplied from the air supply port 4 as air lubrication(section N5). Therefore, air can be lubricated only up to a range not exceeding the taking-out
amount ΔΟ35. When the assist blower 33 is not provided, air lubrication can be carried out only

up to a range not exceeding the taking-out amount AQ2s.

[0145] In this manner, the control means 54 controls the motor means 51 and the assist
blower 33 while taking into account, the scavenging pressure of the turbocharger 20

determined by a load of the main engine 10 and draft pressure determined by draft of the ship.
Therefore, even if the draft of the ship and a load of the main engine 10 are varied, it ispossible to carry out the air lubrication without deteriorating the operation efficiency of the main
engine 10.

[0146] A case where to take out scavenging, a pressure reduction permissible range from thenecessary scavenging pressure is taken into account will be described using Fig. 9. This casewill be described based on condition 2 (Fig. 5).

[0147] The taking-out amount setting means 53 has a predetermined pressure reduction

DK/EP 3162690 T3
permissible width β from the necessary scavenging pressure Pso2. The pressure reduction
permissible width β is determined from the characteristics of the main engine 10 and the

optimal taking-out amount ΔΟ01.

[0148] Therefore, even if When the taking-out amount ΔΟ of scavenging increases andexceeds a taking-out amount ΔΟ22 and the maximum scavenging pressure when the motor
means 51

assists rotation of the turbocharger 20 becomes lower than the necessary

scavenging pressure Pso2, the scavenging can be taken out up to a range not becoming lower

than a lower limit of the pressure reduction permissible width β (section E2). That is, a limit of ataking out amount of the scavenging is shifted to right, and the taking-out amount of the

scavenging can be increased within the range of the pressure reduction permissible width β ofthe necessary scavenging pressure Pso2.

[0149] Fig. 10 shows a relation between the scavenging pressure (pressure) of an arbitraryload of the main engine and a taking-out amount of scavenging.

[0150] The example of the control means 54 with respect to the motor means 51 and theassist blower 33 was described using Figs. 4 to 9. Here, a method to prevent the scavenging
pressure from reducing by taking out the scavenging, and to maintain necessary scavenging
pressure for the main engine 10 will be described using Fig. 10.

[0151] In Fig. 10, PsO represents necessary scavenging pressure (pressure) of the main
engine 10 in an arbitrary load, Pd1 represents a normal ballast draft pressure, pd2 represents
Heavy ballast draft pressure, and pd3 represents full-loaded draft pressure Pd3.

[0152] When the necessary scavenging pressure PsO is higher than the draft pressure Pd1
and pd2, i.e., when the ship is mainly in the blast condition, if a taking-out amount ofscavenging is ΔΟ1, reduction of the scavenging pressure by the taking-out amount ΔΟ1 of the
scavenging is first supplemented by the variable nozzle 23.

[0153] If the variable nozzle 23 is made constant and the taking out operation of scavenging isstarted, the scavenging pressure tries to be lowered, but it is a basic to control such that the
scavenging pressure is not lowered. Since the scavenging pressure increases or reduces also

depending upon output of the load of the main engine 10, control is performed such thatscavenging pressure corresponding to the load output is obtained. For example, an arbitraryload output and scavenging pressure at the time of bypassing in a position of the variable

nozzle 23 are previously obtained and controlled.
[0154] If the taking-out amount of the scavenging is increased to a taking-out amount ΔΟ2, thescavenging pressure is lowered, but by assisting rotation of the turbocharger 20 by the motor
means 51, it is possible to maintain the necessary scavenging pressure PsO.

[0155] When the necessary scavenging pressure PsO is lower than the draft pressure Pd3, i.e.,
when the ship is mainly full loaded, the scavenging pressure is first increased by the variable

DK/EP 3162690 T3

nozzle 23 and then, the motor means 51 assists rotation of the turbocharger 20. However,even if the necessary scavenging pressure PsO which is necessary for the main engine 10 issatisfied, since the scavenging pressure is lower than the draft pressure to supply appropriate
amount of air as the air lubrication, the taken out pressurized air is further pressurized by theassist blower 33.

[0156]As described above, when the taking-out amount of scavenging exceeds thepredetermined amount, the control means 54 performs control such that the motor means 51
assists the turbocharger 20. Therefore, the operation of the main engine 10 is not hindered.

[0157] This predetermined amount corresponds to the taking-out amount AQ1 in Fig. 10 for
example. If the taking-out amount of scavenging exceeding AQ1

is set, the scavenging

pressure which can be improved by the variable nozzle 23 is lowered, but to maintain thenecessary scavenging pressure PsO, the motor means 51 is operated to supplement the
scavenging pressure.

[0158] By changing the predetermined amount in accordance with draft, it is possible toefficiently carry out the air lubrication against variation in load capacity of the ship, against
variation in ship's speed, and against dynamic variation such as swing of the ship's hull. Here,the expression "changing the predetermined amount in accordance with draft" means that inFig. 10 for example, in the ballast state, the necessary scavenging pressure PsO is sufficewhen air lubrication is carried out at the draft pressure Pd2, but since air pressure which isnecessary for air lubrication also increase in the case of the full-loaded draft pressure Pd3, ataking-out amount (predetermined amount) of scavenging of operation start in which the motor
means 51 is operated is set small, and scavenging pressure which is not excessively low isutilized.

[0159] In the above description, if the taking-out amount exceeds the taking-out amount AQ1,
the motor means 51 is operated and control to assist the turbocharger 20 is performed. This istechnically equal to a fact that if the necessary scavenging pressure becomes smaller than

PsO, the motor means 51 is operated to assist the turbocharger 20. This is apparent from afact that the taking-out amount AQ1 and the necessary scavenging pressure PsO correspondto each other on one-on-one level with respect to the diagonal line a showing the scavenging
pressure (including variable nozzle 23) by the characteristics of the turbocharger 20 as shownin Fig. 10. The same can be applied to the taking-out amount and the necessary scavenging
pressure other than the taking-out amount AQ1 and the necessary scavenging pressure PsO.

[0160] In the case of operation conditions and a system capable of satisfying the draftpressure Pd3 which is a full-loaded condition utilizing only the variable nozzle 23 and the motor
means 51, a system and operation conditions which do not use the assist blower 33 should

also exist. When the present invention is applied to the turbocharger 20 which does not use thevariable nozzle 23 or to an existing ship having no variable nozzle 23, a case where air
lubrication is carried out only by the motor means 51 and the assist blower 33, and a casewhere air lubrication is carried out only by the motor means 51 should also exist.

DK/EP 3162690 T3[0161] Other examples of control by the control means 54 with respect to the motor means 51
and the assist blower 33 in the above-described conditions 3 and 5 will be described. Fig. 11 isa diagram showing a relation between pressure and a taking-out amount of the scavenging inanother example in condition 3. Fig. 12 is a diagram showing a relation between pressure anda taking-out amount of the scavenging in another example in condition 5. In each of Figs. 11

and 12, a vertical axis shows pressure, and a lateral axis shows a taking-out amount ΔΟ ofscavenging.

[0162] Since a load ofthe main engine 10 and draft ofthe ship are varied, the control means
54 controls the motor means 51 and the assist blower 33 in accordance with a taking-out
amount of scavenging while taking the load of the main engine 10 and the draft of the ship into

account.

[0163] Fig. 11 shows a case where draft ofthe ship is large and the main engine 10 is low-load
operating (condition 3). In condition 3, necessary scavenging pressure is Pso3, and draftpressure is PdH- The necessary scavenging pressure Pso3 and the draft pressure Pdn aredetermined by the condition 3. In condition 3, the draft pressure Pdn is higher than thenecessary scavenging pressure Pso3.

[0164] A diagonal line a shown by a solid line in Fig. 11 shows scavenging pressure (including
variable nozzle 23) by characteristics of the turbocharger 20. Here, ΔΟΟβ shows a taking-out
amount of optimal scavenging.

[0165] When the taking-out amount ΔΟ of scavenging is larger than a taking-out amount ΔΟ13'
and smaller than a taking-out amount ΔΟ231, the scavenging pressure by the surplus ability ofthe turbocharger 20 exceeds the necessary scavenging pressure Pso3 but becomes lower

than the draft pressure Pdn· Therefore, the control means 54 drives the assist blower 33. By

further pressurizing taken out pressurized air by the assist blower 33, pressure ofthe taken out
pressurized air exceeds the draft pressure Pdn, and an appropriate amount of air as air
lubrication can be supplied from the air supply port 4 (section Y3'). When the scavenging

pressure by the surplus ability of the turbocharger 20 is larger than the necessary scavenging
pressure Pso3 and lower than the draft pressure Pdn in this manner, the control means 54

drives the assist blower 33 faster than the motor means 51.

[0166] When the taking-out amount ΔΟ of the scavenging increases and exceeds the takingout amount ΔΟ231, scavenging pressure by the surplus ability ofthe turbocharger 20 becomes
lower than the necessary scavenging pressure Pso3. Therefore, the control means 54 drives
the motor means 51. By assisting rotation of the turbocharger 20 by the motor means 51, thenecessary scavenging pressure Pso3 is maintained and scavenging can be taken out.
Although pressure ofthe taken out pressurized air becomes lower than the draft pressure Pdn,
pressure of the taken out pressurized air exceeds the draft pressure Pdn by further

DK/EP 3162690 T3
pressurizing the taken out pressurized air by the assist blower 33, and an appropriate amountof air as air lubrication can be supplied from the air supply port 4 (section Z3').

[0167] When the taking-out amount ΔΟ of scavenging further increases and exceeds a takingout amount ΔΟ331, since the maximum pressure (limit pressure of blower assist) when thetaken out pressurized air is further pressurized by the assist blower 33 becomes lower than thedraft pressure Pdn, an appropriate amount of air cannot be supplied from the air supply port 4

as air lubrication (section N3'). Therefore, air lubrication can be carried out only within a range

not exceeding the taking-out amount ΔΟ33'.

[0168] In this manner, the control means 54 controls the motor means 51 and the assist
blower 33 while taking into account, the scavenging pressure of the turbocharger 20

determined by a load of the main engine 10 and draft pressure determined by draft of the ship.
Therefore, even if the draft of the ship and a load of the main engine 10 are varied, it ispossible to carry out the air lubrication without deteriorating the operation efficiency of the main
engine 10.

[0169] Further, in the control means 54, the assist blower 33 is driven based on draft of theship, and when pressure of the pressurized air which is necessary in corresponding to a loadof the main engine 10 is insufficient, since the motor means 51 is operated, if pressure ofpressurized air which is necessary in corresponding to the load of the main engine 10 issufficient, the assist blower 33 is first driven based on draft. Therefore, it is possible tosuppress the operation frequency of the motor means 51 and to reduce an energy amountwhich is necessary for supply of pressurized air. Under condition where draft is deep, if theassist blower 33 is operated firster than the motor means 51 is operated, electric power which
is necessary for supply of the pressurized air can be reduced in many cases in terms ofefficiency.

[0170] Fig. 12 shows a case where draft of the ship is large and the main engine 10 isintermediate-load operating (condition 5). In condition 5, the necessary scavenging pressure is
Pso5 and the draft pressure is Pd|-|· The necessary scavenging pressure Pso5 and the draftpressure Pdn are determined by condition 5. In configuration 5, draft pressure Pdn is higher

than the necessary scavenging pressure Pso5.

[0171] Adiagonal line a shown by a solid line in Fig. 12 shows scavenging pressure (including
variable nozzle 23) by characteristics of the turbocharger 20. Here, ΔΟΟβ shows a taking-out
amount of optimal scavenging.

[0172] When the taking-out amount ΔΟ of scavenging is larger than a taking-out amount ΔΟ15'
and smaller than a taking-out amount AQ2s', the scavenging pressure by the surplus ability ofthe turbocharger 20 exceeds the necessary scavenging pressure Pso5 but becomes lower

than the draft pressure Pd|-|· Therefore, the control means 54 drives the assist blower 33. By

DK/EP 3162690 T3
further pressurizing taken out pressurized air by the assist blower 33, pressure of the taken out
pressurized air exceeds the draft pressure Pdn, and an appropriate amount of air as air
lubrication can be supplied from the air supply port 4 (section Y5'). When the scavenging

pressure by the surplus ability of the turbocharger 20 is higher than the necessary scavenging
pressure Pso5 and lower than the draft pressure Pdn in this manner, the control means 54

drives the assist blower 33 faster than the motor means 51.

[0173] When the taking-out amount ΔΟ of scavenging further increases and exceeds a takingout amount ΔΟ2β, since the scavenging pressure by the surplus ability of the turbocharger 20

becomes lower than the necessary scavenging pressure Pso5, the control means 54 drives the
motor means 51. By assisting rotation of the turbocharger 20 by the motor means 51, thenecessary scavenging pressure Pso5 is maintained, and scavenging can be taken out. The
pressure of the taken out pressurized air becomes than the draft pressure Pdn but if the takenout pressurized air is further pressurized by the assist blower 33, the pressure of the taken out
pressurized air exceeds the draft pressure Pdn, and an appropriate amount of air as air
lubrication can be supplied from the air supply port 4 (section Z5').

[0174] When the taking-out amount ΔΟ of the scavenging further increases and exceeds ataking-out amount AQ3s', the maximum pressure when the taken out pressurized air is furtherpressurized by the assist blower 33 becomes lower than the draft pressure Pdn, an

appropriate amount of air cannot be supplied from the air supply port 4 as air lubrication(section N5'). Therefore, the air lubrication can be carried out within a range not exceeding thetaking-out amount ΔΟ35'.

[0175] In this manner, the control means 54 controls the motor means and the assist blower
33 while taking into account, the scavenging pressure of the turbocharger 20 determined by aload of the main engine 10 and draft pressure determined by draft of the ship. Therefore, even

if the draft of the ship and a load of the main engine 10 are varied, it is possible to carry out the
air lubrication without deteriorating the operation efficiency of the main engine 10.

[0176] In the control means 54, the assist blower 33 is driven based on draft of the ship, andwhen pressure of the pressurized air which is necessary corresponding to the load of the main

engine 10 is insufficient, the motor means 51 is operated. Therefore, when pressure ofpressurized air which is necessary corresponding to the load of the main engine 10 issufficient, the assist blower 33 is first driven based on draft. Therefore, it is possible tosuppress the operation frequency of the motor means 51 and to reduce an energy amountwhich is necessary for supply of the pressurized air.

[0177] A calculation method of the taking-out amount of scavenging will be described using
Fig. 13.

[0178] As shown in Fig. 13, if an air supply amount is increased in the air lubrication, since theDK/EP 3162690 T3
friction resistance of the ship's hull 1 is reduced, the energy-saving amount is increased but anenergy amount for supplying air is increased.

[0179] A taking-out amount AQO of optimal scavenging can be determined from a relation
between the energy-saving amount achieved by the supply of the taken out pressurized air tothe ship's hull 1 and an energy amount which is necessary for the supply of the taken out

pressurized air to the ship's hull 1. The optimal scavenging taking-out amount AQO ispreviously determined by the actual operation of the ship and by various load conditions by
calculation, and control is performed based on the determined optimal scavenging taking-out

amount AQO. A necessary energy amount is varied by a load of the main engine 10 and thedraft pressure of the ship as described above, the energy-saving amount is also varied and the

optimal scavenging taking-out amount AQO is also varied by the output of a load of the main

engine 10 and the draft pressure of the ship.

[0180] Fig. 14 is a block diagram of an air supply control system of an air lubrication type shipaccording to another embodiment.

[0181] A main engine 10 is operated by a main engine control panel 11. In the main engine

control panel 11, a lever 11a is operated to a neutral position to stop, the lever 11a is operated
toward one side to travel forward, and the lever 11a is operated toward the other side to travel

rearward. By the turning operation of the lever 11a toward the one side and the other side, it ispossible to set the rotation number of the main engine 10.

[0182] A main engine controller 12 controls changes of stop, forward travelling, rearward

travelling (reverse rotation and shifting between gears) and the rotation number in accordancewith the setting of the main engine control panel 11.

[0183] In accordance with the setting of the main engine control panel 11, the rotation numberof the main engine 10 corresponding to the engine load is determined, and scavenging

pressure (scavenging amount) which is necessary for combustion of the main engine 10 isdetermined.

[0184]

A governor 13 converts set rotation number into a fuel amount, and adjusts a

combustion amount corresponding to the rotation number. In the governor 13, the rotation
number detected by a rotation number detector 43a provided in the main engine 10 isfeedback, thereby adjusting the fuel amount such that the rotation number becomes equal to
the set rotation number.

[0185] A fuel injection valve 14 injects a fuel amount which is controlled by the governor 13
through the main engine 10.

[0186] The rotation number detector 43a detects the rotation number of the output shaft of themain engine 10 (drive shaft of propeller 6), and a torque detector 43b detects torque of theoutput shaft of the main engine 10 (drive shaft of propeller 6)

DK/EP 3162690 T3[0187] An engine load calculator 12a calculates an engine load from the rotation number
detected by the rotation number detector 43a and torque detected by the torque detector 43b.

In Fig. 14, the rotation number detector 43a and the torque detector 43b configure the loaddetection means 43. The engine load can be calculated also from the rotation number and afuel pump mark.

[0188] The turbocharger 20 can control in accordance with operation of the main engine 10.

Air lubrication can be utilized in accordance with the operation ofthe main engine 10. That is,
the turbocharger 20 can be controlled only when the forward travelling or the rearward

travelling is set by the main engine control panel 11 in terms of control sequence.

[0189] A turbocharger controller 54a controls the variable nozzle 23 and a turbocharger motor

51. The turbocharger controller 54a includes a characteristics memory 54c. The characteristics
memory 54c stores motor characteristics of the turbocharger 20, the variable nozzle 23 andthe motor means (turbocharger motor) 51.

[0190] To secure necessary scavenging amount by the main engine 10 in a certain load, theturbocharger controller 54a controls the variable nozzle 23 and the turbocharger motor 51.

The turbocharger controller 54a is controlled based on exhaust gas temperature detected by

an exhaust gas temperature detector 48 and scavenging pressure detected by the scavenging
pressure detector 41.

[0191] The scavenging pressure and the exhaust gas temperature are important as physicalamounts related to a heat load of the main engine 10, and if they are taken out as physicalamounts and used as constant variables, it is possible to preferably control without hindering
the turbocharger 20.

[0192] Even when the air lubrication is not carried out, the variable nozzle 23 is controlled
when the engine load is large.

[0193] The turbocharger motor 51 is driven also for securing a pressurized air (scavenging)amount when the operation of the main engine 10 is started. When the operation of the main

engine 10 is started, since the rotation number of the turbocharger 20 is low, a sufficientpressurized air amount cannot be obtained, but if the turbocharger motor 51 assists theturbocharger 20, it is possible to secure a pressurized air amount which is necessary forstarting.

[0194] To secure the necessary scavenging amount of the main engine 10, the scavenging
pressure is detected and the variable nozzle 23 is first controlled, the scavenging pressure iscontrolled such that it becomes equal to a predetermined pressure, and if the control of thevariable nozzle 23 reaches limitation, the turbocharger motor 51

is controlled, and thescavenging pressure is controlled such that it becomes equal to predetermined pressure.

DK/EP 3162690 T3[0195] An air lubrication setter 53a including the taking-out amount setting means 53 can turn

an air lubrication switch ON when the operation of the main engine 10 is set.

[0196] The air lubrication setter 53a can set the number of air supply ports 4 and a taking-out
amount of the pressurized air (scavenging). The taking-out amount of the pressurized air(scavenging) can be set as a flow rate, or can be set in such a manner that a loaded state (full-

loaded, ballast) of the ship is set, and this is associated with a present appropriate flow rate, oran appropriate amount in accordance with draft can automatically be set.
[0197] An optimal value (optimal scavenging taking-out amount) of the taking-out amount of
the pressurized air (scavenging) is previously obtained in accordance with a relation shown in
Fig. 13, and is stored in an optimal value memory 54d.

[0198] In an air lubrication controller 54b, an air lubrication switch is turned ON by the air
lubrication setter 53a, and if the start of the air lubrication is set, the take-out valve 32 is

opened by the taking-out means 52. The take-out valve 32 is adjusted to such an opening
degree that a taking-out amount of set pressurized air (scavenging) is obtained.

[0199] When the taking-out amount cannot be obtained even if the take-out valve 32 is fully
opened, the variable nozzle 23 is controlled by the turbocharger controller 54a and then, theturbocharger motor 51 is controlled.

[0200] The taking-out amount of pressurized air is detected by the flow rate sensor 45a, and iscompared with a set value by the air lubrication controller 54b, an opening degree of the take­out valve 32 is adjusted such that the taking-out amount of the pressurized air becomes equal
to a set value, and the variable nozzle 23 and the turbocharger motor 51 are controlled by theturbocharger controller 54a.

[0201] When the load amount (load amount can be detected also by draft pressure detectionmeans 44) is high and a taking-out amount is insufficient even if the variable nozzle 23 and theturbocharger motor 51 are controlled, the air lubrication controller 54b operates the assist

blower 33.

[0202]

Here, in Fig. 14, the turbocharger controller 54a and the air lubrication controller 54b

configure the control means 54.

[0203] When the air lubrication is started, the take-out valve 32 and the bypass passage
selecting means 36 of the bypass passage 35 are opened in a state where the passage

open/close valve 34 is closed, and taken out pressurized air is stored in the air reservoir 55
and then, the passage open/close valve 34 is opened.

[0204] A ship's speed detector 46 detects ship's speed, a draft pressure detector (draftpressure detection means) 44 detects draft of the ship's hull 1, and an inclination detector 47

detects rolling, a heel, pitching and the like of the ship's hull 1.

DK/EP 3162690 T3[0205] The heel means a state where the ship's hull 1 continuously inclines toward on side in
the width direction.

[0206] The inclination detector 47 is configured by an acceleration sensor for example, andfunctions as rolling detection means which detects rolling as swing of the ship's hull 1 of theship, and pitching detection means which detects pitching of the ship's hull 1 as swing of theship.

[0207] Further, as the heel detection means which detects the heel of the ship's hull 1, sincean acceleration sensor cannot be used, an inclinometer is used.

[0208] By the ship's speed detected by the ship's speed detector 46, by draft of the ship's hull
1 detected by the draft pressure detection means 44, and by inclination of the ship's hull 1
detected by the inclination detector 47, it is possible to change the taking-out amount of thepressurized air, and to control the opening/closing operation of the passage open/close valve

34, and air lubrication can appropriately be carried out.

[0209] The plurality of passage open/close valves 34 respectively provided in the plurality of
branched passages 39 are made to function as supply amount control valves 34 for controlling

supply amounts of pressurized air which are taken out to the respective air supply ports 4. The

inclination detector (acceleration sensor) 47 is made to function as rolling detection means
which detects rolling of the ship's hull 1 of the ship. The air lubrication controller 54b controls
the plurality of supply amount control valves 34 based on a result of detection of the rolling

detection means, thereby reducing a supply amount of pressurized air which is taken out to the

air supply port 4 having lower draft pressure. Therefore, even if the ship's hull 1 is inclined byrolling, the air lubrication can efficiently be carried out by reducing a supply amount of thepressurized air taken out to the air supply port 4 having lower draft pressure. Reduction of the
supply amount of the taken out pressurized air includes stop of the supply amount. For

example, when the opend air supply port 4 is at a higher location than draft, it is preferable that
supply of the taken out pressurized air for the opened air supply port 4 is stopped. It is effectivethat the supply amount of the taken out pressurized air to the air supply port 4 having higher

draft pressure is increased, but the supply amount may be maintained at the same level as

before.

[0210] The passage open/close valves 34 respectively provided in the plurality of branchedpassages 39 are made to function as supply amount control valves 34 which control supply

amounts of pressurized air taken out to the respective air supply ports 4. The inclination
detector (inclinometer) 47 is made to function as heel detection means which detects the heelof the ship's hull 1 of the ship. The air lubrication controller 54b controls the plurality of supply

amount control valves 34 based on a result of detection of the heel detection means, thereby

reducing a supply amount of pressurized air which is taken out to the air supply port 4 having
lower draft pressure. Therefore, even if the ship's hull 1 is inclined by the heel, the air
lubrication can efficiently be carried out by reducing the supply amount of the pressurized air

DK/EP 3162690 T3
taken out to the air supply port 4 having lower draft pressure. The expression "reduction of the
supply amount of the taken out pressurized air" includes stop of the supply amount. For

example, when the opend air supply port 4 is at a higher location than draft, it is preferable that
supply of the taken out pressurized air for the opened air supply port 4 is stopped. It is effectivethat the supply amount of the taken out pressurized air to the air supply port 4 having higher

draft pressure is increased, but the supply amount may be maintained at the same level as

before.

[0211] The passage open/close valves 34 respectively provided in the plurality of branchedpassages 39 are made to function as supply amount control valves 34 which control supply

amounts of pressurized air taken out to the respective air supply ports 4. The inclination
detector (acceleration sensor) 47 is made to function as pitching detection means which
detects the pitching of the ship's hull 1 of the ship. The air lubrication controller 54b controls
the plurality of supply amount control valves 34 based on a result of detection of the pitchingdetection means, thereby increasing or reducing a supply amount of pressurized air taken out

to the air supply port 4 in accordance with variation in the draft pressure. Therefore, even if thedraft pressure of the ship's hull 1 is varied by the pitching, the air lubrication can efficiently be
carried out by reducing the supply amount of the pressurized air taken out to the air supply

port 4 when the draft pressure is low. Reduction of the supply amount of the taken out
pressurized air includes stop of the supply amount. When the draft pressure is high, it iseffective to increase the supply amount of the pressurized air which is taken out to the air
supply port 4, but the supply amount may be maintained at the same level as before.

[0212] When the air lubrication is stopped, if the air lubrication switch is turned OFF by the air
lubrication setter 53a, the air lubrication controller 54b first closes the passage open/close
valve 34 and then, the take-out valve 32 is closed by the taking-out means 52. When the assist

blower 33 is operated, the passage open/close valve 34 is first closed and then, the operationof the assist blower 33 is stopped and lastly, the take-out valve 32 is closed.

[0213] These control operations are for preventing water from reversely flowing from the air
supply port 4 into the air supply passage 31. During these stop-control operations, the takenout pressurized air is stored in the air reservoir 55, the take-out valve 32 is closed after thepassage open/close valve 34 and according to this, the taken out pressurized air is held in the
air reservoir 55. Therefore, even if the pressurized air is slightly leaked to the passage

open/close valve 34 when the air lubrication is not carried out, it is possible to prevent waterfrom reversely flowing into the air supply passage 31.

[0214] When the main engine 10 is continuously operated, the turbocharger motor 51 and thevariable nozzle 23 are appropriately controlled by the turbocharger controller 54a so that theamount of pressurized air supplied to the main engine 10 during these stop-control operations

does not become excessively large.

[0215] Acceding to this embodiment, the system is provided with available capacity forhandling the influence of variation in draft pressure, and it is possible to efficiently take out

DK/EP 3162690 T3
pressurized air which is necessary for air lubrication from the turbocharger 20 even when themain engine 10 low-load operates without providing an expensive and high performance(turbo) electric blower.

[INDUSTRIAL APPLICABILITY][0216] According to the air supply control system of the air lubrication type ship of the present
invention, it is possible to efficiently take out pressurized air which is necessary for air
lubrication from the turbocharger even when the main engine low-load operates without

providing a high performance (turbo) electric blower. Further, by taking a load of the main
engine and draft of the ship into account, air lubrication can be carried out without deteriorating
the operation efficiency of the main engine even when draft of the ship and a load of the main

engine are varied. Therefore, the present invention can be applied not only to large to small

ships, but also can be applied to a floating body and an underwater navigation body which
includes a main engine and a turbocharger similar to those of the ship and which marine-

navigates.
[EXPLANATION OF SYMBOLS][0217]
1 ship's hull

4 air supply port
10 main engine

20 turbocharger
23 variable nozzle
24 inter-cooler

31 air supply passage
32 take-out valve (taking-out means)
33 assist blower
34 passage open/close valve (supply amount control valve)
39 branched passages

41 scavenging pressure detector
42 turbocharger rotation number detector

DK/EP 3162690 T3

43 load detection means
43a rotation number detector
43b torque detector

44 draft pressure detection means (draft pressure detector)
45a flow rate sensor
45b flow rate sensor

47 inclination detector (rolling detection means, heel detection means, pitching detectionmeans)
51 motor means (turbocharger motor)
52 taking-out means
53 taking-out amount setting means 53a air lubrication setter
54 control means
54a turbocharger controller

54b air lubrication controller
55 air reservoir

REFERENCES CITED IN THE DESCRIPTIONThis list of references cited by the applicant is for the reader's convenience only. It does notform part of the European patent document. Even though great care has been taken incompiling the references, errors or omissions cannot be excluded and the EPO disclaims all

liability in this regard.
Patent documents cited in the description• US20110259440A1 [0006]• JP2013193624A [00101• JP2008240585A [0010]• JP2012171582A [00101

DK/EP 3162690 T3• JP2014113874A [00101

DK/EP 3162690 T3
1

LUFTTILFØRSELSREGULERINGSSYSTEM TIL LUFTSMURT SØFARTØJ

SAMT LUFTSMURT SØFARTØJ

5

PATENTKRAV

1.

Lufttilførselsreguleringssystem for et skib af luftsmøringstypen, hvilket

system omfatter en turbolader (20), der drives af udstødningsgas fra en

hovedmaskine (10) på skibet, og som tilfører hovedmaskinen (10) trykluft, et10

udtagningsmiddel (32, 52), der udtager en del aftrykluften fra mellem
turboladeren (20) og hovedmaskinen (10) via omledning,en lufttilførselspassage (31) til tilførsel af den udtagne trykluft til en
lufttilførselsåbning (4), der er anbragt neden under en dybgang for skibet,

udtagningsmængdeindstillingsmiddel (53)til indstilling afen
15

udtagningsmængde aftrykluften ved hjælp af udtagningsmidlet (32, 52),
kendetegnet ved

motormiddel (51) til understøtning af turboladerens (20) rotation, og
reguleringsmiddel (54), der tager højde for en belastning af

hovedmaskinen (10) og skibets dybgang, og som regulerer motormidlet (51) i
20

overensstemmelse med indstilling af udtagningsmængden ved hjælp af
udtagningsmængdeindstillingsmidlet (53).

2.

Lufttilførselsreguleringssystem for skibet af luftsmøringstypen ifølge krav 1,

kendetegnet ved, atreguleringsmidlet (54) regulerer motormidlet (51), mens der tages højde

25

for spuletryk for turboladeren (20) bestemt ved belastningen af hovedmaskinen(10) og dybgangstryk bestemt ved skibets dybgang.

3.
30

Lufttilførselsreguleringssystem for skibet af luftsmøringstypen ifølge krav 2,

kendetegnet ved, atreguleringsmidlet (54), når udtagningsmængden overstiger enforudbestemt mængde, der bestemmes ved turboladerens (20) turboladerevne
og spuletrykket eller dybgangstrykket, styrer motormidlet (51).

DK/EP 3162690 T3
2

4.

Lufttilførselsreguleringssystem for skibet af luftsmøringstypen ifølge krav 3,

kendetegnet ved, at

den forudbestemte mængde bestemmes ved den højere af spuletrykket
og dybgangstrykket samt turboladerevnen.
55.

Lufttilførselsreguleringssystem for skibet af luftsmøringstypen ifølge ethvilket som helst af kravene 2 til 4,
kendetegnet ved, atreguleringsmidlet (54) regulerer motormidlet (51), således at spuletrykket
10

for nedstrømssiden af en mellemkøler (24), der er anbragt i en passage, somstrækker sig mellem turboladeren (20) og hovedmaskinen (10), holdes ved etforudbestemt tryk.

6.
15

Lufttilførselsreguleringssystem for skibet af luftsmøringstypen ifølge ethvilket som helst af kravene 1 til 5,
kendetegnet ved, atlufttilførselspassagen (31) er forsynet med en assisterende blæser (33),der yderligere tryksætter den udtagne trykluft.

20

7.

Lufttilførselsreguleringssystem for skibet af luftsmøringstypen ifølge krav 6,

kendetegnet ved, atreguleringsmidlet (54), når motormidlet (51) drives, og turboladerens (20)rotation understøttes, hvis trykket for den udtagne trykluft ikke er tilstrækkeligt,

driver den assisterende blæser (33) med henblik på yderligere at tryksætte den
25

udtagne trykluft.

8.

Lufttilførselsreguleringssystem for skibet af luftsmøringstypen ifølge krav 6,

kendetegnet ved, atreguleringsmidlet (54) driver den assisterende blæser (33) baseret på30skibets dybgang, og reguleringsmidlet (54), når det tryk for trykluften, der er
nødvendigt i overensstemmelse med belastningen af hovedmaskinen (10), ikke
er tilstrækkeligt, styrer motormidlet (51).

DK/EP 3162690 T3
3
9.

Lufttilførselsreguleringssystem for skibet af luftsmøringstypen ifølge ethvilket som helst af kravene 1 til 8,
kendetegnet ved, atturboladeren (20) indbefatter en variabel dyse (23), hvor
5

reguleringsmidlet (54) regulerer den variable dyse (23), inden reguleringsmidlet(54) driver motormidlet (51), hvorved trykluften tryksættes yderligere.

10.

Lufttilførselsreguleringssystem for skibet af luftsmøringstypen ifølge ethvilket som helst af kravene 2 til 5,

hvilket system endvidere omfatter en spuletryksdetektor (41), der10defekterer spuletrykket.

11.

Lufttilførselsreguleringssystem for skibet af luftsmøringstypen ifølge ethvilket som helst af kravene 2 til 5,
hvilket system endvidere omfatter en turboladerrotationstaldetektor (42)15

til detektering af turboladerens (20) rotationstal, hvor spuletrykket opnås baseretpå rotationstallet og turboladerens (20) karakteristika.

12.
20

Lufttilførselsreguleringssystem for skibet af luftsmøringstypen ifølge ethvilket som helst af kravene 1 til 11,
kendetegnet ved, atudtagningsmængden aftrykluften fastsættes baseret på et forhold

mellem en sparet energimængde, der opnås ved tilførsel aftrykluften, somudtages til skibets skrog (1), og en energimængde, der er nødvendig til tilførsel
25

af den udtagne trykluft til skibets skrog (1).

13.

Lufttilførselsreguleringssystem for skibet af luftsmøringstypen ifølge ethvilket som helst af kravene 1 til 12,

hvilket system endvidere omfatter en flerhed af lufttilførselsåbningen (4), en
30

flerhed af tilførselsmængdereguleringsventiler til regulering af en tilførselsmængde af
den trykluft, der udtages til lufttilførselsåbningerne (4), og rulningsdetekteringsmiddel(47), der defekterer rulning af skibets skibets skrog (1), hvor reguleringsmidlet (54)regulerer flerheden af tilførselsmængdereguleringsventiler baseret på etdetekteringsresultat fra rulningsdetekteringsmidlet (47), hvorved en tilførselsmængde

DK/EP 3162690 T3
4
af den trykluft, som udtages til én af lufttilførselsåbningerne (4) med lavere

dybgangstryk, reduceres.

14.
5

Lufttilførselsreguleringssystem for skibet af luftsmøringstypen ifølge ethvilket som helst af kravene 1 til 12,

hvilket system endvidere omfatter en flerhed af lufttilførselsåbningen (4), en
flerhed af tilførselsmængdereguleringsventiler til regulering af en tilførselsmængde af
den trykluft, der udtages til lufttilførselsåbningerne (4), ogkrængningsdetekteringsmiddel (47) til detektering afen krængning af skibets skibets
10skrog (1), hvor reguleringsmidlet (54) regulerer flerheden af
tilførselsmængdereguleringsventiler baseret på et detekteringsresultat frakrængningsdetekteringsmidlet (47), hvorved en tilførselsmængde af den trykluft, derudtages til én af lufttilførselsåbningerne (4) med lavere dybgangstryk, reduceres.

15

15.

Lufttilførselsreguleringssystem for skibet af luftsmøringstypen ifølge ethvilket som helst af kravene 1 til 12,

hvilket system endvidere omfatter en flerhed af lufttilførselsåbningen (4), en
flerhed af tilførselsmængdereguleringsventiler til regulering af en tilførselsmængde af
den trykluft, der udtages til lufttilførselsåbningerne (4), og duvningsdetekteringsmiddel
20(47) til detektering afen duvning af skibets skibets skrog (1), hvor reguleringsmidlet(54) regulerer flerheden af tilførselsmængdereguleringsventiler baseret på etdetekteringsresultat fra duvningsdetekteringsmidlet (47), hvorved entilførselsmængde af den trykluft, der udtages til lufttilførselsåbningerne (4), forøges
eller reduceres i overensstemmelse med variation af dybgangstrykket.
25

16.

Lufttilførselsreguleringssystem for skibet af luftsmøringstypen ifølge ethvilket som helst af kravene 1 til 15,
kendetegnet ved, atlufttilførselspassagen (31) er forsynet med et luftreservoir (55), og
30

tilførsel af den udtagne trykluft til lufttilførselsåbningen (4) stabiliseres.

17.

Lufttilførselsreguleringssystem for skibet af luftsmøringstypen ifølge krav 16,

kendetegnet ved, at

DK/EP 3162690 T3
5

reguleringsmidlet (54) tildækker en passage-åbne/lukke-ventil (34), der eranbragt på nedstrømssiden af luftreservoiret (55), når udtagningen aftrykluftenpåbegyndes, udtagningsmidlet (32, 52) udtager trykluften og lagrer trykluften iluftreservoiret (55), og derefter åbnes passage-åbne/lukke-ventilen (34).

18.

Skib af luftsmøringstypen
kendetegnet ved, atlufttilførselsreguleringssystemet for skibet af luftsmøringstypen ifølge ethvilket som helst af kravene 1 til 17 er tilvejebragt.
10

DK/EP 3162690 T3

DRAWINGS
[Fig.

1]

1

5

.6·

10

7

20

31

3'

4

DK/EP 3162690 T3

DK/EP 3162690 T3[Fig.

Scavenging pressure

DK/EP 3162690 T3[Fig

Pressure

DK/EP 3162690 T3[Fig.

Pressure

DK/EP 3162690 T3

Pressure

DK/EP 3162690 T3

Pressure

DK/EP 3162690 T3

Pressure

DK/EP 3162690 T3

Pressure

Taking-out amount of scavenging \C

DK/EP 3162690 T3
10]

[Fig.

Scavenging pressure(pressure)DK/EP 3162690 T3

Pressure
Taking-out amount of scavenging AQ

DK/EP 3162690 T3

Pressure

DK/EP 3162690 T3
[Fig.

13]

Necessary energy amount,energy-saving amount>^Aniount of energy which is necessary for
air supply is increased

Amount of energy-saving caused by air
lubrication is increased

AQO
Taking-out amount of scavenging \Q
Optimal scavenging
taking-out amountDK/EP 3162690 T3
[Fig.

14]
11

12

13

14

10