CN113494845A

CN113494845A - Cabin drying system and cabin drying method

Info

Publication number: CN113494845A
Application number: CN202110281117.1A
Authority: CN
Inventors: 片山稔章; 小林武史; 山本佳典; 永吉裕史
Original assignee: Pro Technology Co ltd; Xiazhijiang Shipbuilding Co ltd; Tanaka Shipping Co ltd
Current assignee: Pro Technology Co ltd; Xiazhijiang Shipbuilding Co ltd; Tanaka Shipping Co ltd
Priority date: 2020-04-03
Filing date: 2021-03-16
Publication date: 2021-10-12
Also published as: KR20210124023A; JP6775207B1; KR102328084B1; JP2021160692A

Abstract

An object of the present application is to provide a cabin drying system and a cabin drying method that can efficiently dry the inner surface of a cabin of a cargo ship. The present invention provides a ship cabin drying system (1) for drying the inner surface of a ship cabin (C) in a cargo ship (S) having the ship cabin (C) for loading cargo, the ship cabin drying system comprising: a dry air generating device (2) which generates high-temperature low-humidity compressed air having a higher temperature, a higher pressure and a lower relative humidity than air in the ship cabin (C); and a pipe (3) configured to fluidly connect the cabin (C) and the dry air generation device (2) and introduce high-temperature low-humidity compressed air from the dry air generation device (2) into the cabin (C).

Description

Cabin drying system and cabin drying method

Technical Field

The invention relates to a cabin drying system and a cabin drying method.

Background

For example, a liquid cargo ship that transports liquid cargo such as crude oil and chemicals on the sea sometimes transports various liquid cargo. In the liquid cargo ship, when the type of the liquid cargo is changed, the ship cabin needs to be cleaned in order to avoid the liquid cargo from being deteriorated due to contamination or chemical change. For example, as disclosed in patent document 1, a ship cabin is cleaned with a cleaning liquid, seawater, and fresh water. For example, when moisture remains on the inner surface of the ship's hold or moisture is attached to the inner surface of the ship's hold due to condensation, the liquid cargo to be loaded next may be mixed with the moisture and be deteriorated, or there is a risk of explosion depending on the type of the liquid cargo. It is therefore necessary to dry the inner surface of the hold, at least before loading the liquid cargo. This applies not only to liquid cargo but also to cargo ships that transport cargo other than liquid cargo.

The drying in the hold of the cargo ship is performed by natural drying or high-speed drying with dry air as disclosed in patent document 1, or by warm air being blown as disclosed in patent document 2.

Documents of the prior art

Patent document

Patent document 1: japanese laid-open patent publication No. 62-149597

Patent document 2: japanese laid-open patent publication No. 11-342897

Disclosure of Invention

However, in these methods using dry air or warm air, sufficient drying efficiency cannot be obtained, and drying takes a long time. Further, there are cases where a plurality of silos are provided in the liquid cargo ship, and the efficiency is very low when drying each of the plurality of silos, and the cost increases if a drying device is provided in each of the plurality of silos.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a hold drying system and a hold drying method that can efficiently dry the inner surface of a hold of a cargo ship.

A ship cabin drying system according to the present invention is a ship cabin drying system for drying an inner surface of a ship cabin in a cargo ship having the ship cabin on which cargo is loaded, the ship cabin drying system including: a dry air generating device that generates high-temperature low-humidity compressed air having a higher temperature, a higher pressure, and a lower relative humidity than air in the ship cabin; and a pipe configured to fluidly connect the ship compartment and the dry air generating device and introduce the high-temperature low-humidity compressed air from the dry air generating device into the ship compartment.

Preferably, the dry air generating device includes: a compressor for compressing air in the atmosphere to generate compressed air; a cooler that generates low-moisture compressed air by cooling the compressed air to reduce a moisture content of the compressed air; and a heater for generating high-temperature low-humidity compressed air by heating the low-moisture compressed air to a temperature higher than that of air in the ship's hold so that the relative humidity of the low-moisture compressed air is lower than that of the air in the ship's hold.

Preferably, the cargo ship includes a plurality of silos, and the piping is arranged to fluidly connect the plurality of silos in series, and to introduce the high-temperature low-humidity compressed air into one of the plurality of silos on an upstream side, so that the high-temperature low-humidity compressed air discharged from the one silo is sequentially introduced into another silo on a downstream side fluidly connected in series to the one silo.

Preferably, the cargo ship includes a plurality of bunker groups including at least two bunkers, each of the at least two bunkers included in each of the bunker groups being provided with a through hole and being fluidly connected to each other via the through hole, and the piping is arranged to fluidly connect the plurality of bunker groups in series, and to introduce the high-temperature low-humidity compressed air into at least two bunkers of one bunker group on an upstream side among the plurality of bunker groups, whereby the high-temperature low-humidity compressed air discharged from at least two bunkers of the one bunker group is sequentially introduced into at least two bunkers of another bunker group on a downstream side fluidly connected in series to the one bunker group.

Preferably, the dry air generator is configured to generate nitrogen gas by passing the generated high-temperature low-humidity compressed air through a gas filter for removing a gas other than nitrogen gas, and the dry air generator is configured to be capable of switching between the high-temperature low-humidity compressed air and the nitrogen gas and feeding the air into the pipe.

A method for drying a ship's hold, according to the present invention, for drying an inner surface of the ship's hold in a cargo ship having the ship's hold loaded with cargo, the method comprising: generating high-temperature low-humidity compressed air having a higher temperature, a higher pressure, and a lower relative humidity than air in the ship's hold; and introducing the high-temperature low-humidity compressed air into the cabin through a pipe.

Preferably, the step of generating the high-temperature low-humidity compressed air includes: compressing air in the atmosphere to generate compressed air; reducing an amount of moisture in the compressed air by cooling the compressed air to generate low moisture compressed air; and generating the high-temperature low-humidity compressed air by heating the low-moisture compressed air to a temperature higher than that of air in the ship cabin so that the relative humidity of the low-moisture compressed air is lower than that of the air in the ship cabin.

Preferably, the cargo ship includes a plurality of cabins, and the step of introducing the high-temperature low-humidity compressed air into the cabins includes: fluidly connecting the plurality of silos to each other in series via the piping; and introducing the high-temperature low-humidity compressed air into one of the plurality of silos on an upstream side, and sequentially introducing the high-temperature low-humidity compressed air discharged from the one silo into other silos on a downstream side that are fluidly connected in series with the one silo.

Preferably, the cargo ship includes a plurality of hold groups including at least two holds, and the at least two holds included in each of the hold groups are provided with through holes and are fluidly connected to each other through the through holes, and the step of introducing the high-temperature low-humidity compressed air into the holds includes: fluidly connecting the plurality of bunkers in series with each other via the piping; and sequentially introducing the high-temperature low-humidity compressed air discharged from the at least two silos of the one silo group into the at least two silos of the other silo group on the downstream side which is in serial fluid connection with the one silo group by introducing the high-temperature low-humidity compressed air into the at least two silos of the one silo group on the upstream side among the plurality of silo groups.

Preferably, the method further comprises introducing nitrogen gas into the ship cabin through the pipe after drying the inner surface of the ship cabin by performing the ship cabin drying method.

According to the present invention, it is possible to provide a cabin drying system and a cabin drying method that can efficiently dry the inner surface of the cabin of the cargo ship.

Drawings

Fig. 1 is a plan view schematically showing an example of a ship cabin drying system according to an embodiment of the present invention.

Fig. 2 is a view illustrating a ship block of the ship block drying system of fig. 1, and is a view seen from a direction of fig. 1.

[ Mark Specification ]

1 cabin drying system

2 dry air generating device

21 compressor

22 cooler

23 Heater

3 piping

31 liquid delivery and discharge pipe

310 main pipe for liquid supply and drainage

311-315 first to fifth liquid feeding and discharging branch pipes

32 supply and exhaust pipe

320 main pipe for air supply and exhaust

321-325 first-fifth air supply and exhaust branch pipes

4 gas filter for removing gas other than nitrogen

C cabin

First to fifth ship cabin groups of C1-C5

C11-C52 cabin

H through hole

S cargo ship

V1, V2 valve

W1 side wall

W2 bottom wall

W3 upper wall.

Detailed Description

Hereinafter, a cabin drying system and a cabin drying method according to an embodiment of the present invention will be described with reference to the drawings. The embodiments described below are examples, and the ship-hold drying system and the ship-hold drying method according to the present invention are not limited to the examples described below.

< cabin drying System >

As shown in fig. 1, in a cargo ship S including a ship cabin C for loading cargo, a cabin drying system 1 according to the present embodiment is used for drying an inner surface of the ship cabin C. The cabin drying system 1 reduces the amount of moisture adhering to the inner surface of the cabin C or removes moisture adhering to the inner surface of the cabin C by gasifying at least a part or all of the moisture adhering to the inner surface of the cabin C.

The cargo ship S is a ship that loads cargo in the ship compartment C and transports the loaded cargo on the sea. The cargo transported by the cargo ship S at sea is not particularly limited, and examples thereof include liquid cargo such as crude oil and chemicals. In particular, when the cargo is liquid, the cargo may be easily contaminated by mixing with water or may be altered by a chemical reaction with water, and therefore, it is highly necessary to remove the water adhering to the inner surface of the ship cabin C. Therefore, the ship-hold drying system 1 of the present embodiment is suitable for a liquid cargo ship that carries liquid cargo on the sea. Hereinafter, the bunker drying system 1 will be described by taking the liquid cargo ship as an example. Here, the cabin drying system 1 is not limited to the liquid cargo ship as long as it is a cargo ship on which the inner surface of the cabin needs to be dried, and may be applied to a cargo ship on which other kinds of cargo are loaded.

The ship compartment C (also referred to as a "cargo tank") is provided in the cargo ship S and stores loaded cargo. The cabin C has a space for storing cargo therein, and is partitioned by a wall surface surrounding the space. The number or size of the bunkers C provided to the cargo ship S is appropriately set according to the kind or amount of cargo loaded on the cargo ship S. The cargo ship S may have a single hold, or may have a plurality of (10 in the illustrated example) holds C11 to C52 as in the example shown in fig. 1. As described in detail below, the cargo ship S may include a plurality of cabin groups C1 to C5, each of which includes at least two cabins. In the ship cabin C, moisture may adhere to the inner surface due to cleaning at the time of cargo replacement, or moisture may adhere to the inner surface due to dew condensation caused by a temperature difference between the air inside and the inner surface (wall surface). Such moisture is a main cause of contamination of the cargo, and may explode due to a chemical reaction with the cargo (particularly, chemicals). Therefore, it is preferable to remove moisture adhering to the inner surface before loading the cargo in the ship's hold C.

In the example shown in fig. 1, the plurality of cabins C11 to C52 are arranged in two rows from the bow side toward the stern side (from left to right in the drawing). The starboard side (upper side in the figure) cabins C11, C21, C31, C41 and C51 communicate with the port side (lower side in the figure) cabins C12, C22, C32, C42 and C52, respectively, to form cabin groups C1, C2, C3, C4 and C5. The arrangement of the plurality of silos C11 to C52 is not limited to the illustrated example, and the plurality of silos C11 to C52 may be independent from each other without forming a silo group, or may be arranged such that three or more silos form a silo group.

In the example shown in fig. 1 and 2, the plurality of cabins C11 to C52 have the same structure. Taking the ship's hold C11 as an example, the ship's hold C11 includes a side wall W1, a bottom wall W2, and an upper wall W3 that divide a space for storing cargo, and a through hole H provided in the side wall W1 to communicate with the ship's hold C12. The inner surface of the ship's hold C is a surface which is in contact with the inner space of the side wall W1, the bottom wall W2, and the upper wall W3. The bunkers C11 and C12 communicate with each other through the through holes H, H, respectively, to form a bunkers group C1. The same applies to the other bunker groups C2 to C5. Thereby, at least two of the cabins communicate with each other through another through hole H different from the pipe 3 described later, and the fluids in the two cabins are uniformly mixed. The ship cabin C to which the ship cabin drying system 1 of the present embodiment can be applied is not limited to the illustrated example, and may have a space for storing goods and an inner surface surrounding the space.

Next, referring to fig. 1, a cabin drying system 1 according to the present embodiment will be described. As shown in fig. 1, the ship cabin drying system 1 includes: a dry air generating device 2 for generating dry air; and a pipe 3 for fluidly connecting the cabin C and the dry air generator 2. The cabin drying system 1 is configured to dry the inner surface of the cabin C by introducing dry air from the dry air generating device 2 into the cabin C through the pipe 3. In the present embodiment, the cabin drying system 1 is used by being installed on the cargo ship S, but may be used by being installed on a ship other than the cargo ship S or on land.

The dry air generator 2 generates high-temperature low-humidity compressed air having a higher temperature, a higher pressure, and a lower relative humidity than the air in the cabin C. The high-temperature low-humidity compressed air is introduced into the cabin C, flows in the vicinity of the inner surface of the cabin C, and vaporizes the water adhering to the inner surface of the cabin C into water vapor to be absorbed. Since the high-temperature low-humidity compressed air has a higher temperature and a lower relative humidity than the air in the cabin C, the high-temperature low-humidity compressed air has a large capacity for absorbing moisture adhering to the inner surface of the cabin C as water vapor, and further, because the high-temperature low-humidity compressed air has a higher pressure than the air in the cabin C, it expands when being sent into the cabin C, and can quickly reach the vicinity of the inner surface of the cabin C. Thus, the high-temperature low-humidity compressed air can quickly vaporize the moisture adhering to the inner surface of the ship cabin C, and can efficiently dry the inner surface of the ship cabin C.

The temperature, pressure, and relative humidity of the high-temperature low-humidity compressed air may be set as a reference air in the vicinity of the inner surface (for example, preferably within 10cm, more preferably within 50cm, and further preferably within 100cm from the inner surface) to which moisture is attached in the cabin C. The air existing in the vicinity of the inner surface of the ship cabin C has a large influence on the moisture remaining without being vaporized or the moisture newly adhering due to condensation. Therefore, the temperature, pressure, and relative humidity of the high-temperature low-humidity compressed air are preferably set as references with respect to the air in the vicinity of the inner surface of the ship's cabin C to which moisture is attached. In the case of the cabin C, the temperature, pressure, and relative humidity of the high-temperature low-humidity compressed air may be set as references for air at other positions.

The temperature, pressure, and relative humidity of the high-temperature low-humidity compressed air may be set as references to the air in the cabin C and the air in the atmosphere outside the cabin C. The temperature of the high-temperature low-humidity compressed air may be set to be higher than the temperature of air in the atmosphere, more specifically, 28 ℃ or higher when the temperature of air in the atmosphere is 25 ℃ or lower, and +3 ℃ or higher when the temperature of air in the atmosphere is 25 ℃ or higher. The pressure of the high-temperature low-humidity compressed air may be set to, for example, a pressure higher than atmospheric pressure, and more specifically, may be set to preferably 2 atmospheres or more, more preferably 4 atmospheres or more, and still more preferably 8 atmospheres or more. Among them, from the viewpoint of easy handling, the pressure of the high-temperature low-humidity compressed air is preferably lower than the pressure (10 atm) of a gas defined as a high-pressure gas having a pressure of not less than this. The relative humidity of the high-temperature low-humidity compressed air may be set to, for example, lower than the relative humidity of air in the atmosphere, and more specifically, may be set to 50 RH% or less, preferably 30 RH% or less, more preferably 10 RH% or less, and further preferably 5 RH% or less, depending on the relative humidity of air in the atmosphere.

The temperature, pressure, and relative humidity of the high-temperature low-humidity compressed air may be fed back and adjusted in real time based on the measurement results of sensors for measuring the temperature, pressure, and relative humidity in the atmosphere at a predetermined place provided in the ship cabin C and/or outside the ship cabin C, respectively, or may be set based on the values of the temperature, pressure, and relative humidity measured in advance.

The dry air generator 2 is not particularly limited as long as it can generate high-temperature low-humidity compressed air having a higher temperature, a higher pressure, and a lower relative humidity than the air in the ship cabin C. In the present embodiment, as shown in fig. 1, the dry air generating device 2 includes: a compressor 21 for compressing air in the atmosphere; a cooler 22 for cooling air compressed by the compressor 21; and a heater 23 for heating the air cooled by the cooler 22. The dry air generating device 2 may further include an oil filter for removing oil contained in the air compressed by the compressor 21. The dry air generating device 2 is provided with an oil filter, and can generate cleaner high-temperature low-humidity compressed air.

The compressor 21 compresses air in the atmosphere to generate compressed air. The air in the atmosphere is compressed by the compressor 21, so that the dry air of high pressure can be fed into the cabin C, and the inner surface of the cabin C can be dried efficiently. The pressure of the compressed air generated by the compressor 21 is not particularly limited as long as it is at least higher than the atmospheric pressure (and the pressure of the air in the ship cabin C), but from the viewpoint of efficiently drying the inner surface of the ship cabin C, it is preferably 2 atmospheres or more, more preferably 4 atmospheres or more, and further preferably 8 atmospheres or more. Among them, the pressure of the compressed air is preferably lower than the pressure (10 atm) of a gas having a pressure higher than that defined as a high-pressure gas, from the viewpoint of easy handling. The compressor 21 is not particularly limited as long as it can compress air in the atmosphere, and a screw compressor can be suitably used. By using a screw compressor as the compressor 21, compressed air can be efficiently generated.

The cooler 22 cools the compressed air to reduce the moisture content of the compressed air, thereby generating low-moisture compressed air. The temperature to be cooled by the cooler 22 is not particularly limited as long as the amount of water contained in the compressed air that has been compressed to a high temperature can be reduced, and for example, a temperature lower than the atmospheric temperature (and the temperature of the air in the ship's cabin C) is preferably 20 ℃ or lower, more preferably 10 ℃ or lower, and still more preferably 5 ℃ or lower. The cooler 22 is not particularly limited as long as it can cool the compressed air, and may cool the compressed air by heat exchange with, for example, cooling water or another refrigerant.

The heater 23 generates high-temperature low-humidity compressed air by heating low-moisture compressed air to a temperature higher than that of air in the ship's hold C so that the relative humidity of the low-moisture compressed air is lower than that of the air in the ship's hold C. As a result, the compressed air is cooled once to reduce the moisture content of the compressed air, and then is further heated to reduce the relative humidity of the compressed air, thereby further increasing the water vapor receiving capacity of the compressed air. Therefore, the high-temperature low-humidity compressed air thus generated can evaporate more moisture adhering to the inner surface of the ship cabin C, and dry the inner surface of the ship cabin C more efficiently. The heater 23 is not particularly limited as long as it heats the low-water-pressure compressed air to a temperature higher than the temperature of the air in the ship's hold C, and may heat the low-water-pressure compressed air by, for example, heat exchange with the compressed air before being cooled by the cooler 22. In this case, the compressed air is cooled by heat exchange before being cooled by the cooler 22, so that energy consumption for cooling the cooler 22 can be suppressed.

As shown in fig. 1, the dry air generator 2 may be configured to generate nitrogen gas having high purity by passing the generated high-temperature low-humidity compressed air through a gas filter 4 (e.g., an activated carbon filter) for removing a gas other than nitrogen gas (e.g., oxygen gas). The dry air generator 2 is configured to be capable of switching between the high-temperature and low-humidity compressed air and the nitrogen gas and feeding them to the pipe 3 by opening and closing the valves V1 and V2. The dry air generator 2 is configured to supply the high-temperature low-humidity compressed air into the pipe 3 in a state where the valve V1 is opened and the valve V2 is closed, to dry the inner surface of the ship cabin C with the high-temperature low-humidity compressed air, to generate nitrogen gas in a state where the valve V1 is closed and the valve V2 is opened, and to supply the generated nitrogen gas into the pipe 3, thereby replacing the air in the ship cabin C with nitrogen gas. In a state where the inner surface of the ship's cabin C is almost free of moisture, the inside of the ship's cabin C is filled with nitrogen (inert gas), whereby liquid cargo, which may be dangerous, for example, to explode, can be safely loaded in the ship's cabin C. Accordingly, since the high-temperature low-humidity compressed air and the nitrogen gas can be switched and supplied to the pipe 3 by the same dry air generator 2, the installation space can be reduced while suppressing the facility cost as compared with the case where the devices for generating the respective gases are separately installed.

The pipe 3 is a pipe for introducing a gas such as high-temperature low-humidity compressed air to a predetermined position. As shown in fig. 1, the piping 3 is arranged to fluidly connect the cabin C and the dry air generator 2, and to introduce the high-temperature and low-humidity compressed air (and nitrogen gas described later) from the dry air generator 2 into the cabin C. The pipe 3 is also arranged to discharge the gas in the cabin C to the outside of the cabin C. In the present embodiment, the piping 3 is arranged by using a liquid supply and discharge pipe 31 for supplying liquid cargo into the cabin C and discharging the liquid cargo to the outside of the cabin C, and a gas supply and discharge pipe 32 for supplying gas into the cabin C and discharging the gas to the outside of the cabin C. Thus, by using existing piping facilities, it is not necessary to provide new piping for drying the inner surface of the ship's cabin C, and the facility cost can be reduced. The pipe 3 may be provided separately from the existing liquid supply/discharge pipe 31 and air supply/discharge pipe 32.

In the present embodiment, as shown in fig. 1, the pipes 3 are arranged to fluidly connect a plurality of cabin groups C1 to C5 in series. More specifically, the liquid supply/discharge pipe 31 of the pipe 3 includes: a main liquid supply and discharge pipe 310 having one end fluidly connected to the dry air generator 2 via a valve V1 or V2; and liquid supply and discharge branch pipes 311 to 315 branched from the liquid supply and discharge main pipe 310 and fluidly connected to the cabin groups C1 to C5, wherein the supply and discharge pipe 32 of the piping 3 includes: a main supply and exhaust pipe 320 having one end side fluidly connected to the atmosphere outside the cabin C; and air supply and exhaust branch pipes 321 to 325 branched from the air supply and exhaust main pipe 320 and fluidly connected to the bunker groups C1 to C5. Further, as shown in the drawing, the portion of the main liquid supply and discharge pipe 310 between the first liquid supply and discharge branch pipe 311 and the second liquid supply and discharge branch pipe 312 (the portion indicated by the two-dot chain line in the drawing), the portion of the main liquid supply and discharge pipe 310 between the third liquid supply and discharge branch pipe 313 and the fourth liquid supply and discharge branch pipe 314 (the portion indicated by the two-dot chain line in the drawing), the portion of the main liquid supply and discharge pipe 320 between the second liquid supply and discharge branch pipe 322 and the third liquid supply and discharge branch pipe 323 (the portion indicated by the two-dot chain line in the drawing), and the portion of the main liquid supply and discharge pipe 320 between the fourth liquid supply and discharge branch pipe 324 and the fifth liquid supply and discharge branch pipe 325 (the portion indicated by the two-dot chain line in the drawing) are cut off. Thus, the high-temperature low-humidity compressed air is introduced into at least two cabins C11 and C12 of one cabin group C1 on the upstream side among the plurality of cabin groups C1 to C5, and the high-temperature low-humidity compressed air discharged from at least two cabins C11 and C12 of one cabin group C1 is sequentially sent into at least two cabins C21, C22 to C51 and C52 of the other cabin groups C2 to C5 on the downstream side which are fluidically connected in series with the one cabin group C1. In addition, although the high-temperature low-humidity compressed air discharged from the first ship cabin and introduced into the next ship cabin may change its state (for example, decrease its pressure) as compared with the high-temperature low-humidity compressed air introduced into the first ship cabin, the high-temperature low-humidity compressed air is also referred to as a high-temperature low-humidity compressed air.

More specifically, the flow of the high-temperature low-humidity compressed air generated by the dry air generating device 2 is introduced into both the cabins C11 and C12 of the first cabin group C1 through the open valve V1, the main liquid supply and discharge pipe 310, and the first liquid supply and discharge branch pipe 311. At this time, since the cabins C11 and C12 communicate with each other through the through holes H, H, the high-temperature low-humidity compressed air is more uniformly mixed through the through holes H, H even if the high-temperature low-humidity compressed air is not uniformly introduced through the first liquid feeding and discharging branch pipe 311. Therefore, the inner surfaces of both the bunkers C11 and C12 are dried more uniformly. Then, a part of the high-temperature low-humidity compressed air introduced into the cabins C11 and C12 of the first cabin group C1 is discharged from the cabins C11 and C12, and is introduced into both the cabins C21 and C22 of the second cabin group C2 through the first air supply and discharge branch pipe 321, the air supply and discharge main pipe 320, and the second air supply and discharge branch pipe 322. At this time, since the cabins C21 and C22 are also communicated with each other through the through holes H, H, the high-temperature low-humidity compressed air is more uniformly mixed through the through holes H, H even if the high-temperature low-humidity compressed air is not uniformly introduced into each other through the second supply/exhaust branch pipes 322. Similarly, a part of the high-temperature low-humidity compressed air introduced into the second bunker group C2 is discharged from the second bunker group C2, a part of the high-temperature low-humidity compressed air introduced into the third bunker group C3 is discharged from the third bunker group C3 through the second liquid supply and discharge branch pipe 312, the liquid supply and discharge main pipe 310 and the third liquid supply and discharge branch pipe 313, a part of the high-temperature low-humidity compressed air introduced into the third bunker group C3 is discharged from the third bunker group C31, C32, a part of the high-temperature low-humidity compressed air introduced into the fourth bunker group C4 is discharged from the third bunker group C3, a part of the high-temperature low-humidity compressed air introduced into the fourth bunker group C4 is discharged from the fourth bunker group C4 through the third gas supply and discharge branch pipe 323, the gas supply and discharge main pipe 320 and the fourth gas supply and discharge branch pipe 324, a part of the high-temperature low-humidity compressed air introduced into the fifth bunker group C51, C52 of the fifth bunker group C9636 is discharged from the fifth bunker group C3985 through the fourth liquid supply and discharge branch pipe 314, the liquid supply and discharge main pipe 310, and is discharged to the atmosphere outside the ship's cabin C through the fifth air supply and discharge branch pipe 325 and the air supply and discharge main pipe 320.

Accordingly, since the high-temperature low-humidity compressed air is introduced from the upstream to the downstream of the plurality of cabin groups C1 to C5 which are fluidically connected in series, the high-temperature low-humidity compressed air discharged without contributing to the drying of the inner surfaces of the cabins by the upstream cabin group is effectively used for drying the inner surfaces of the cabins in the downstream cabin group, and therefore, the amount of the high-temperature low-humidity compressed air used can be reduced as compared with the case where the high-temperature low-humidity compressed air is fed to each of the plurality of cabin groups, and the inner surfaces of the cabins of the plurality of cabin groups can be dried efficiently. In addition, by providing two silos as a single silo group and connecting the two silos via another through hole other than the piping, the inner surfaces of the two silos can be dried more uniformly, and the inner surfaces of the plurality of silos can be dried more efficiently. Further, since the branch pipes are not provided individually for each of the plurality of cabins C11 to C52, but only one branch pipe may be provided for each cabin group, the pipes 3 can be arranged compactly.

In the present embodiment, a plurality of groups of two ships are fluidly connected in series, but a plurality of groups of three or more ships may be fluidly connected in series. The plurality of the silos C11 to C52 may be fluidly connected in series by the pipe 3 instead of forming a silo group, and the high-temperature low-humidity compressed air discharged from one silo may be sequentially introduced into the other silos on the downstream side that are fluidly connected in series to the one silo by introducing the high-temperature low-humidity compressed air into one of the plurality of silos on the upstream side. Accordingly, since the high-temperature low-humidity compressed air discharged without contributing to drying the inner surface of the ship cabin upstream is effectively used for drying the inner surface of the ship cabin downstream by sequentially introducing the high-temperature low-humidity compressed air from the upstream to the downstream of the plurality of ship cabins C11 to C52 which are fluidically connected in series, the amount of use of the high-temperature low-humidity compressed air can be reduced compared to the case where the high-temperature low-humidity compressed air is fed to each of the plurality of ship cabins, and the inner surfaces of the plurality of ship cabins can be dried efficiently.

While the high-temperature low-humidity compressed air generated by the dry air generator 2 has been described as being introduced into the ship cabin C through the pipe 3, the dry air generator 2 can introduce nitrogen gas into the ship cabin C in the same manner as the high-temperature low-humidity compressed air by feeding the high-temperature low-humidity compressed air and nitrogen gas into the pipe 3, thereby replacing the air in the ship cabin C with nitrogen gas. In the dry air generator 2, when the plurality of bunker groups C1 to C5 are fluidly connected in series by the pipe 3, or when the plurality of bunkers C11 to C52 are fluidly connected in series by the pipe 3, nitrogen gas is fed into the bunkers on the upstream side via the pipe 3, whereby the nitrogen gas is sequentially introduced from the upstream side to the downstream side, and the air in the plurality of bunkers C11 to C52 can be efficiently replaced with the nitrogen gas.

< method for drying ship's cabin >

Next, a ship cabin drying method according to the present embodiment will be described with reference to fig. 1. In the following description, the cabin drying system is taken as an example and the cabin drying method of the present embodiment is described for easy understanding, but the cabin drying method of the present embodiment can be implemented without using the cabin drying system. In addition, the same elements as those described in connection with the ship cabin drying system may be provided as elements having the same functions and characteristics as those described above unless otherwise specified.

The method for drying the ship ' S hold in the present embodiment is a method for drying the inner surface of the ship ' S hold C in the cargo ship S having the ship ' S hold C for loading cargo. In the ship cabin drying method, the method comprises the following steps: generating high-temperature low-humidity compressed air with higher temperature, higher pressure and lower relative humidity compared with the air in the cabin C; and introducing high-temperature low-humidity compressed air into the cabin C through the piping 3. The high-temperature low-humidity compressed air is introduced into the ship cabin C, flows in the vicinity of the inner surface of the ship cabin C, and vaporizes the moisture adhering to the inner surface of the ship cabin C to be absorbed as water vapor. Since the high-temperature low-humidity compressed air has a higher temperature and a lower relative humidity than the air in the cabin C, the high-temperature low-humidity compressed air has a large capacity for absorbing moisture adhering to the inner surface of the cabin C as water vapor, and further, because the high-temperature low-humidity compressed air has a higher pressure than the air in the cabin C, expands when being sent into the cabin C, and can rapidly reach the vicinity of the inner surface of the cabin C. Thus, the high-temperature low-humidity compressed air can quickly vaporize the water attached to the inner surface of the ship's cabin C, and efficiently dry the inner surface of the ship's cabin C.

The method for generating the high-temperature low-humidity compressed air is not particularly limited, and the compressed air is first generated by compressing air in the atmosphere. The air compression is not particularly limited, but can be performed using, for example, a screw compressor from the viewpoint of efficiency. The generated compressed air may also be passed through an oil filter for removing oil, removing contained oil. Next, a step of cooling the compressed air to reduce the moisture content in the compressed air and thereby generate low-moisture compressed air is performed. The method of cooling the compressed air is not particularly limited, but for example, the compressed air can be cooled by heat exchange with cooling water or another refrigerant. Finally, the low-moisture compressed air is heated to a temperature higher than the air in the ship cabin C, so that the relative humidity of the low-moisture compressed air is lower than the relative humidity of the air in the ship cabin C, thereby generating high-temperature low-humidity compressed air. The method of heating the low-moisture compressed air is not particularly limited, but can be performed by heat exchange with the compressed air before cooling, for example. The compressed air is cooled once to reduce the moisture content of the compressed air, and then is further heated to reduce the relative humidity of the compressed air, thereby further increasing the water vapor receiving capacity of the compressed air. Therefore, the high-temperature low-humidity compressed air thus generated can evaporate more moisture adhering to the inner surface of the ship's cabin C, and dry the inner surface of the ship's cabin C more efficiently.

When the high-temperature low-humidity compressed air is introduced into the cabins C, the plurality of cabins C11 to C52 may be connected to each other in series in a fluid manner via the piping 3, and the high-temperature low-humidity compressed air may be introduced into one cabin on the upstream side among the plurality of cabins C11 to C52, whereby the high-temperature low-humidity compressed air discharged from the one cabin may be sequentially introduced into the other cabins on the downstream side which are connected to the one cabin in series in a fluid manner. Accordingly, since the high-temperature low-humidity compressed air discharged without contributing to drying the inner surface of the ship cabin upstream is effectively used for drying the inner surface of the ship cabin downstream by sequentially introducing the high-temperature low-humidity compressed air from the upstream to the downstream of the plurality of ship cabins C11 to C52 which are fluidically connected in series, the amount of use of the high-temperature low-humidity compressed air can be reduced compared to the case where the high-temperature low-humidity compressed air is fed to each of the plurality of ship cabins, and the inner surfaces of the plurality of ship cabins can be dried efficiently.

When the high-temperature low-humidity compressed air is introduced into the cabins C, at least two cabins may be set as one cabin group, the plurality of cabin groups C1 to C5 are fluidly connected in series to each other via the pipes 3, and the high-temperature low-humidity compressed air is introduced into at least two cabins C11 and C12 of one cabin group C1 on the upstream side among the plurality of cabin groups C1 to C5, whereby the high-temperature low-humidity compressed air discharged from at least two cabins C11 and C12 of one cabin group C1 is sequentially introduced into at least two cabins C21, C22 to C51, and C52 of the other cabin groups C2 to C5 on the downstream side that are fluidly connected in series to the one cabin group C1. Accordingly, since the high-temperature low-humidity compressed air is introduced sequentially from the upstream to the downstream of the plurality of cabin groups C1 to C5 fluidically connected in series, the high-temperature low-humidity compressed air discharged without contributing to the drying of the inner surfaces of the cabins by the upstream cabin group is effectively used for drying the inner surfaces of the cabins by the downstream cabin group, and therefore, the amount of the high-temperature low-humidity compressed air used can be reduced as compared with the case where the high-temperature low-humidity compressed air is fed to each of the plurality of cabin groups, and the inner surfaces of the cabins of the plurality of cabin groups can be dried efficiently. In addition, by providing two silos as one silo group and communicating the two silos with the through-hole H other than the pipe 3, the inner surfaces of the two silos can be dried more uniformly, and the inner surfaces of the plurality of silos can be dried efficiently.

After the inner surface of the ship's cabin C is dried by performing the above-described cabin drying method, nitrogen gas may be introduced into the ship's cabin C through the pipe 3. This allows the air in the ship cabin C to be replaced with nitrogen gas. In the above-described method of drying the ship's hold, the interior of the ship's hold C is filled with nitrogen (inert gas) in a state where almost no moisture is present on the interior surface of the ship's hold C, whereby liquid cargo, which may be dangerous for explosion, for example, can be safely loaded into the ship's hold C. When the plurality of silos C11 to C52 are fluidly connected in series by the pipe 3, or when the plurality of silo groups C1 to C5 are fluidly connected in series by the pipe 3, nitrogen gas is fed into the silos on the upstream side via the pipe 3, whereby the nitrogen gas can be sequentially introduced from the upstream side to the downstream side, and the air in the plurality of silos C11 to C52 can be efficiently replaced with nitrogen gas.

Claims

1. A cabin drying system for drying an inner surface of a cabin in a cargo ship having the cabin loaded with cargo, the cabin drying system comprising:

a dry air generating device that generates high-temperature low-humidity compressed air having a higher temperature, a higher pressure, and a lower relative humidity than air in the ship cabin; and

a pipe configured to fluidly connect the ship compartment and the dry air generating device and to introduce the high-temperature low-humidity compressed air from the dry air generating device into the ship compartment,

the cargo ship is provided with a plurality of cabins,

the piping is arranged to fluidly connect the plurality of silos in series, and to introduce the high-temperature low-humidity compressed air into one of the plurality of silos on an upstream side, whereby the high-temperature low-humidity compressed air discharged from the one silo is sequentially introduced into the other silos on a downstream side fluidly connected in series to the one silo.

2. A cabin drying system for drying an inner surface of a cabin in a cargo ship having the cabin loaded with cargo, the cabin drying system comprising:

the cargo ship is provided with a plurality of cabin groups, each cabin group comprises at least two cabins,

at least two cabins included in each cabin group are respectively provided with through holes and are mutually and fluidly connected through the through holes,

the piping is configured to connect a plurality of the bunker groups in series and to introduce the high-temperature low-humidity compressed air into at least two bunkers of one bunker group on an upstream side among the plurality of bunker groups, whereby the high-temperature low-humidity compressed air discharged from at least two bunkers of the one bunker group is sequentially introduced into at least two bunkers of another bunker group on a downstream side connected in series and fluidly to the one bunker group.

3. The cabin drying system of claim 1 or 2,

the dry air generating device is provided with:

a compressor for compressing air in the atmosphere to generate compressed air;

a cooler that generates low-moisture compressed air by cooling the compressed air to reduce a moisture content of the compressed air; and

and the heater is used for heating the low-water-pressure compressed air to a temperature higher than that of the air in the ship cabin, so that the relative humidity of the low-water-pressure compressed air is lower than that of the air in the ship cabin, and high-temperature low-humidity compressed air is generated.

4. The cabin drying system of any one of claims 1 to 3,

the dry air generating device is configured to generate nitrogen gas by passing the generated high-temperature low-humidity compressed air through a gas filter for removing gas other than nitrogen gas,

the dry air generator is configured to be capable of switching between the high-temperature low-humidity compressed air and the nitrogen gas and feeding the air into the pipe.

5. A cabin drying method for drying an inner surface of a cabin in a cargo ship having the cabin loaded with cargo, the cabin drying method comprising the steps of:

generating high-temperature low-humidity compressed air having a higher temperature, a higher pressure, and a lower relative humidity than air in the ship's hold; and

introducing the high-temperature low-humidity compressed air into the ship cabin through a pipe,

the cargo ship is provided with a plurality of cabins,

the step of introducing the high temperature and low humidity compressed air into the hold comprises:

fluidly connecting the plurality of silos to each other in series via the piping; and

the high-temperature low-humidity compressed air discharged from one of the plurality of silos is sequentially introduced into the other silos on the downstream side that are fluidly connected in series with the one silo by introducing the high-temperature low-humidity compressed air into the one silo on the upstream side.

6. A method of drying a hold of a cargo ship having a hold for loading cargo, the method comprising the steps of:

fluidly connecting the plurality of bunkers in series with each other via the piping; and

the high-temperature low-humidity compressed air discharged from at least two silos of one silo group on the upstream side among the plurality of silo groups is sequentially introduced into at least two silos of the other silo groups on the downstream side which are in series fluid connection with the one silo group.

7. The cabin drying method according to claim 5 or 6,

the step of generating the high-temperature low-humidity compressed air includes:

compressing air in the atmosphere to generate compressed air;

reducing an amount of moisture in the compressed air by cooling the compressed air to generate low moisture compressed air; and

generating the high temperature low humidity compressed air by heating the low moisture compressed air to a temperature above the air within the hold such that the relative humidity of the low moisture compressed air is lower than the relative humidity of the air within the hold.

8. The cabin drying method according to any one of claims 5 to 7,

further comprising introducing nitrogen gas into the cabin via the piping after drying the inner surface of the cabin by performing the cabin drying method according to any one of claims 5 to 7.