CN215971953U - Air lubrication system of ship - Google Patents

Abstract

The present invention relates to an air lubrication system of a ship generating air bubbles on a ship base portion, the air lubrication system including a plurality of air injection ports formed on a hull plate of the ship, a chamber case provided to extend from an inner side surface of the hull plate and to surround the air injection ports, a connection line supplying air discharged through the air injection ports, a main line provided to extend in a direction opposite to a direction in which the connection line extends to receive air from the connection line and supply the air to the chamber case, and a branch line connecting the main line and the chamber case, and the branch line being connected to a side surface of the chamber case.

Description

Air lubrication system of ship

Technical Field

The present invention relates to an air lubrication system, and more particularly, to an air lubrication system of a ship capable of reducing frictional resistance of the ship by injecting air to a bottom surface of a hull.

Background

A ship while sailing is affected by Frictional resistance (Frictional resistance), which is one of resistances due to the viscosity of water. In order to reduce the frictional resistance that affects the navigation of the ship, the air lubrication method has been studied.

The air lubrication method is a method of covering a part of the surface of an underwater ship body with an air film, in which the surface of the ship body covered with air is changed from contact with water to contact with air, thereby reducing frictional resistance of the ship due to viscosity of water.

An Air Lubrication System (ALS) to which an Air Lubrication method is applied generally has as an object to form a plurality of perforations at a bottom surface of a ship and to spray Air to the surface of the bottom of the ship through the plurality of perforations to form Air bubbles (Air bubbles), and frictional resistance caused by contact of a ship body with seawater can be reduced by the Air bubbles.

Thus, there are more and more examples of not only the modification of a newly rebuilt ship but also the modification of an already built ship to be applied to the air lubrication system.

When the air lubrication system is applied to a ship, conventionally, a single air chamber is provided to cover a plurality of perforations, and compressed air is supplied to the bottom surface of the ship through a duct communicating with the inside of the air chamber, and the efficiency of utilizing the space inside the ship may deteriorate as the duct adopts a structure in which air is supplied through the upper portion of the air chamber.

In particular, when a Ballast water Pipe (Ballast water Pipe) and a cart rail (Trolley rail) are provided in the Pipe (Pipe duct), there is a problem in that the use of space efficiency is significantly deteriorated due to interference between the Pipe and a structure such as a compressor for supplying air, which is caused by a structure for supplying air through the upper portion of the air chamber.

Therefore, there is a need for an air lubrication system that can prevent interference with other pipes and structures in the pipe duct and improve the efficiency of utilizing the internal space of the ship while sufficiently discharging air through the perforations even when the ballast water pipe and the cart push rail are provided in the pipe duct of the ship.

SUMMERY OF THE UTILITY MODEL

Technical problem to be solved

Fig. 1 is a view schematically showing an air lubrication system of a ship according to a conventional art, and referring to fig. 1, a plurality of air ejection holes 15 are provided at a ship bottom 5 to eject air toward the ship bottom 5 in a form of surrounding the plurality of air ejection holes 15 with one air chamber 22, and when compressed air is supplied to the inside of the air chamber 22, the compressed air may be ejected toward a transfer surface through the plurality of air ejection holes 15.

However, in the case of the conventional technique, there is a problem that the air supplied to the air chamber 22 cannot be smoothly discharged to the transmission surface in a state where the hull is laterally swung during the operation of the ship in a state of being in a wave.

In other words, the air lubrication system of the marine vessel according to the conventional art has a configuration in which one air chamber surrounds all of the plurality of air ejection holes arranged in the lateral direction of the hull, it is difficult to supply uniform air to the bottom surface of the vessel contacting with seawater when the lateral rolling of the hull is generated, and thus the effect of reducing the frictional resistance may be reduced.

The utility model aims to provide an air lubrication system of a ship, which can fully discharge air through an air injection port and avoid interference with other pipelines, compressors and other structures in a pipeline even if a ballast water pipe and a cart pushing track are arranged in the pipeline of the ship, and can improve the utilization efficiency of the internal space of the ship.

Another object of the present invention is to provide an air lubrication system for a ship, which can supply uniform air to the bottom of the ship under various sailing conditions such as a laterally swinging shape of the ship body while improving workability when the air lubrication system is applied to the ship.

Means for solving the problems

According to an aspect of the present invention, there may be provided an air lubrication system of a ship which generates air bubbles on a ship base portion, the air lubrication system of the ship including an air injection module which injects air to a bottom portion of the ship, and a duct portion which supplies the air to the air injection module, wherein the air injection module is arranged in plurality in a lateral direction at the bottom portion of the ship, each of the plurality of air injection modules includes a plurality of chamber housings whose bottom surfaces are provided with air injection ports for injecting the air to the bottom portion of the ship, and a longitudinal reinforcement member provided between the plurality of chamber housings, and the duct portion is connected to each of the plurality of chamber housings to uniformly discharge the air in a lateral sway state of the ship.

The air injection port may be formed in plurality on an outer hull plate of the ship, the plurality of chamber cases may be provided to extend from an inner side surface of the outer hull plate and to surround the air injection port, the duct part may include a connection line to supply air discharged through the air injection port, a main line provided to extend in a direction opposite to a direction in which the connection line extends to receive air from the connection line and supply the air to the chamber cases, and a branch line to connect the main line with the chamber cases, and the branch line may be connected with a side surface of the chamber cases.

Further, the main line may be provided to extend in a direction in which the chamber housing is provided to supply air to the plurality of chamber housings, and the main line may have a plurality of branch lines connected thereto.

Further, the main line lower end may be disposed at a lower position than the chamber housing upper end.

Further, the branch line and the connection line may extend to include sections parallel to each other.

Further, the main line may extend to include a section perpendicular to a direction in which the connection line extends and a direction in which the branch line extends.

Further, the branch line may extend from a side of the chamber case and be connected with the main line, and include a bending section.

Further, the branch line may be connected with a lower portion of the main line.

According to another aspect of the present invention, there may be provided a chamber housing of an air lubrication system including a cover plate provided on an outer hull plate of a ship, a plurality of air injection ports formed on the cover plate, a chamber housing extending from an inner side surface of the outer hull plate and provided to surround the cover plate, and a pipe connection part formed at one side of the chamber housing to supply air to an inside of the chamber housing,

wherein the cover plate is detachably provided in a cover insertion groove formed in the hull plate.

The cover plate may be provided therein with a through hole into which a fastening member for disposing the cover plate in the hull plate is insertable, the fastening member may be inserted and fastened in the through hole in the direction of the inner side surface at the outer side surface of the hull plate, and the chamber case may be internally provided with a cover coupling portion into which the fastening member is inserted and fixed.

Further, the cover coupling portion may include a space maintaining portion into which the fastening member is primarily inserted, and an inner flange secondarily inserted after passing through the space maintaining portion, and the inner flange may be in a form extended in a central direction of the chamber housing at an inner sidewall of the chamber housing.

Further, when the cover plate is provided on the hull plate, an edge portion of the cover plate and an outer plate inner peripheral surface may include portions that contact each other, and the edge portion and the outer plate inner peripheral surface may be in a form inclined at a predetermined inclination angle toward the center of the chamber case.

Further, when the cover plate is provided on the hull plate, the edge portion of the cover plate and the outer plate inner peripheral surface may include portions that contact each other, and the outer plate inner peripheral surface may include an inclined guide portion that guides the edge portion to be fastened to the hull plate, and an edge settling portion that extends in a bent manner in the inclined guide portion to settle the edge portion.

The cover coupling portion may include a cover support portion on which at least a portion of an upper face of the cover plate is seated when the cover plate is disposed on the outer hull plate, an inclined flange extending from an end of the cover support portion toward an inner sidewall of the chamber housing, and a coupling hole through which the fastening member is inserted into an area defined by the cover support portion and the inclined flange.

The inclined flange may be inclined at a predetermined inclination angle in a direction away from the center of the chamber housing.

According to still another aspect of the present invention, there may be provided an air injection module of a ship as an air injection module for being provided on a ship including an air lubrication system, the air injection module being defined by a bottom portion constituting a hull bottom face of the ship, and a side wall portion and a ceiling portion constituted by partition walls to partition an interior of the ship, the air injection module internally accommodating a chamber case formed at the bottom portion and provided with an air injection port through which the air lubrication system injects air to the hull bottom face, and an air lubrication system provided with a duct portion to supply air to the chamber case.

The duct portion may include a connection line connected to the partition wall, a main line connected to the connection line and extending in a direction in which the plurality of chamber housings are arranged, and a branch line connected from the main line to each of the chamber housings.

Further, the chamber case may include a lower chamber extending from the hull bottom surface to a width gradually narrowing in an upper direction, an injection amount adjusting portion arranged at an upper portion of the lower chamber and controlling an injection amount of air injected toward the hull bottom surface, an upper chamber arranged at an upper portion of the injection amount adjusting portion and receiving air from the duct portion, and a protruding portion protruding from the upper chamber and connected to the duct portion.

Further, the chamber housing may be fixed to the bottom by welding at a position where the lower chamber is butted against the bottom.

Effect of the utility model

According to an embodiment of the present invention, even when a ballast water pipe (ballast water pipe) and a cart rail (trailer rail) are provided in a pipe (pipe duct) of a ship, air can be sufficiently discharged through an air injection port, interference with other pipes, a compressor, and other structures in the pipe can be avoided, and the utilization efficiency of the internal space of the ship can be improved.

Further, not only workability when the air lubrication system is applied to a ship can be improved, but also air can be uniformly supplied to the air injection ports arranged in the lateral direction in a state where the hull is laterally swayed, which is generated when the ship is operated, under various sailing conditions (for example, a state in the wave), and a cavity can be stably formed even under various sailing conditions of the ship to thereby continuously maintain the effect of reducing frictional resistance.

Drawings

Fig. 1 is a view schematically showing an air lubrication system of a ship according to the conventional art.

Fig. 2 is a view schematically showing an air lubrication system of a ship according to an embodiment of the present invention.

Fig. 3 is a view showing a part of an air lubrication system according to an embodiment of the present invention in a schematic perspective view.

Fig. 4 is a view showing a cross section taken along line a-a in fig. 3.

Fig. 5 is a view showing a modification of the pipe portion in the air lubrication system of the ship according to an embodiment of the present invention.

Fig. 6 is a view showing a cross section taken along line B-B in fig. 5.

Fig. 7 is a view showing that an inner inclined wall is provided inside the chamber housing in the air lubrication system shown in fig. 4.

Fig. 8 is a view showing that an inner inclined wall is provided inside the chamber housing in the air lubrication system shown in fig. 6.

Fig. 9 is a view showing a result of an air supply injection simulation at the time of lateral sway in the air lubrication system of a ship according to the conventional art.

Fig. 10 is a view showing a result of an air supply injection simulation at the time of lateral sway in the air lubrication system of a ship according to an embodiment of the present invention.

Fig. 11 is a view showing a modification of the chamber case provided at the inner side surface of the hull outer panel inside the hull in a perspective view.

Fig. 12 is a view showing an outer side surface of the hull plate provided with the chamber case in a plan view.

Fig. 13 is a view showing a cross section taken along line a-a in fig. 12.

Fig. 14 is a view showing a state in which the cover plate and the fastening member are separated from the hull plate in fig. 13.

Fig. 15 is a view showing a modified modification in the air lubrication system of the ship according to an embodiment of the present invention.

Fig. 16 is a view showing a state in which the cover plate and the fastening member are separated from the hull plate in fig. 15.

Fig. 17 is a view showing a modification of the cover joint in the air lubrication system according to the embodiment of the present invention.

Fig. 18 is a view showing a state in which the cover plate and the fastening member are separated from the outer panel in fig. 17.

Fig. 19 is a view showing a modification of the air injection module in the air lubrication system of the ship according to the embodiment of the present invention.

Fig. 20 is a view showing the chamber case shown in fig. 19 in a square.

Fig. 21 is a view showing a ship to which an air injection module according to an embodiment of the present invention is applied.

Description of the reference numerals

110: air injection module 111: hull planking

111 a: inner side surface 112: air jet

120: the chamber housing 121: upper plate

123: variable diameter portion 125 inner sloped wall

130: duct portions 131, 151: main line

131a, 151 a: main line lower ends 133, 153: branch line

135. 155: connecting pipe 140: longitudinal reinforcement member

211: hull plate 211 a: inner side surface

211 b: outer side surface 213: inner peripheral surface of the outer plate

214: the inclined guide portion 215: edge setting part

216: cover insertion slot 220: chamber case

221: the housing body 223: upper plate

223 a: air supply port 225: cover joint part

225 a: pitch holding portion 225 b: inner flange

225 c: coupling holes 260, 280: cover plate

260a, 280 a: edge portions 261, 281: through hole

262. 282: air injection port 270: fastening member

300: the ship 301: bottom surface of ship body

302: air supply duct 303: air supply part

304: the control unit 310: air injection module

311: bottom 312: air jet

313: side wall portion 315: ceiling part

320: the chamber case 321: upper chamber

321 a: the protruding portion 323: injection amount adjusting section

325: a lower chamber W: welding of

Detailed Description

Hereinafter, embodiments of the present invention will be described in detail. However, the present invention is not limited to the embodiments disclosed hereinafter, but may be implemented in various embodiments different from each other, and the embodiments are provided only to complete the disclosure of the present invention and to more completely convey the contents of the present invention to those of ordinary skill in the art.

In the present specification, when an element is referred to as being "on" or "under" another element, it includes the meaning that the element is directly on or under the other element or intervening elements may be present. In this specification, the expression "upper" or "lower" is taken as a relative concept set on the viewing angle of the observer, and "upper" may also mean "lower" and "lower" may also mean "upper" when the viewing angle of the observer is changed.

Like reference symbols in the various drawings indicate substantially identical elements to one another. Further, it is to be understood that the terms "comprises" or "comprising," etc., indicate the presence of stated features, numbers, steps, operations, constituent elements, components, or combinations thereof, and do not preclude the presence or addition of one or more other features, numbers, steps, operations, constituent elements, components, or combinations thereof.

Fig. 2 is a view schematically showing an air lubrication system of a ship according to an embodiment of the present invention.

Referring to fig. 2, the air lubrication system of a ship according to an embodiment of the present invention includes an air injection module 110, and a duct part 130 for supplying air to the air injection module 110.

The air injection module 110 may include a plurality of chamber housings 120, and each of the plurality of chamber housings 110 may be provided in a form of covering a plurality of air injection ports formed at the bottom surface of the ship.

Here, at least a part of the plurality of chamber housings 120 may be preferably arranged side by side in the transverse direction of the hull.

A specific configuration of such a chamber case 120 will be explained below.

The air lubrication system of a ship according to an embodiment of the present invention may further include a longitudinal reinforcement member 140 that distinguishes between the plurality of chamber housings 120 while improving the longitudinal strength of the ship.

The longitudinal reinforcing member 140 of the present embodiment may be disposed at least one or more of the spaces between the plurality of chamber housings 120, and as shown in fig. 2, may also be formed between all of the plurality of chamber housings 120.

Here, the longitudinal reinforcing member 150 may be provided at a lower height than the chamber housing 120.

The duct portion 130 includes a main duct 131, a branch duct 133, and a connection duct 135, which will be described later.

In the present embodiment, an air flow control device (not shown) and a shut-off valve (not shown) are additionally provided to the duct portion 130, so that the pressure of air flowing into the chamber housings 120 can be controlled or whether air is caused to flow into the respective chamber housings 120 can be controlled.

That is, as described in the conventional art, in order to solve the problems associated with applying a configuration in which the entire plurality of air ejection holes formed at the bottom surface of the ship are surrounded by one air chamber, the applicant of the present invention has developed an air lubrication system of a ship having an air injection module 110 to supply air in units of a plurality of chamber housings 120 each provided with an air ejection port 112.

That is, the air lubrication system of the ship according to an embodiment of the present invention may be provided with the air injection modules 110 grouping the plurality of chamber housings 120 disposed in the lateral direction of the hull to supply air in groups, that is, to supply air to the air injection modules 110. The arrangement of each configuration will be described in detail below.

Further, in order to enable air to be uniformly supplied to the air injection ports arranged in the lateral direction in a state of a ship's hull lateral rolling generated when the ship is operated in a state of being in a wave, and to solve a conventional problem that the utilization efficiency of the internal space of the ship becomes very bad while improving the setting workability of the air injection module 110, the applicant of the present invention developed an arrangement structure of the air injection module 110 and the chamber housing 120 described below.

Further, the air spray module 110 may be applied with an overall width a of 5m or less, and each of the chamber housings 120 constituting the air spray module 110 may have a height C of 500mm to 1000mm and a maximum width (an interval having a maximum length with the width direction as a reference) of 300mm to 600 mm.

Fig. 3 is a view showing a part of an air lubrication system according to an embodiment of the present invention in a schematic perspective view, and fig. 4 is a view showing a cross section taken along line a-a in fig. 3.

Referring to fig. 3, an air lubrication system of a ship according to an embodiment of the present invention may include a plurality of air injection ports 112 formed on an outer hull plate 111, a plurality of chamber housings 120 disposed to cover one or more of the plurality of air injection ports 112, and a duct portion 130 connecting the plurality of chamber housings 120 with an air supply duct (not shown) disposed inside a hull.

In the present embodiment, the hull plate 111 may mean to include a horizontal bottom plate constituting a bottom surface of the ship and a side plate inclined or perpendicular to the bottom plate. At this time, the inner side surface 111a of the hull plate 111 indicates a space where the chamber case 120 extends and is disposed as an internal space of the ship, and the outer side surface (not shown) of the hull plate 111 indicates a space where air is discharged.

The air injection port 112 is a space for discharging air generated by a compressor or the like provided in the ship to the outside of the ship (for example, a ship base portion), and is a point where bubbles are generated in the ship base portion in an air supply system of the ship air lubrication system. The present invention can reduce frictional resistance against a ship by generating bubbles to a ship base portion to form an air layer. For example, the air ejection port 112 may be formed in plural, and plural air ejection port 112 groups may be provided.

The chamber case 120 is formed to extend in the upper direction from the inner side surface 111a of the hull plate 111, and is provided so as to surround the air ejection port 112.

For example, the chamber housing 120 may include a cylinder shape having a predetermined diameter.

For example, the chamber housing 120 may have a tapered shape with a predetermined variation in diameter.

For example, as shown in fig. 4, the chamber housing 120 may include a lower chamber extending along a diameter-variable portion 123 of a gradually reduced diameter form at an inner side surface 111a of the hull plate 111, and an upper chamber subsequently extending with the same diameter as that of an upper end of the diameter-variable portion 123.

For example, the chamber housings 120 may be provided in plurality adjacent to each other, and the respective chamber housings 120 may include respective groups of air ejection ports 112.

In other words, the chamber housing 120 of the present embodiment may include an upper chamber that may be provided in a hollow cylindrical (or cylinder) shape having upper and lower portions opened, and an upper plate 121 coupled to an upper end to cover the opened upper portion of the chamber housing 120, and a lower chamber that may be provided with a variable diameter portion 123 formed to surround one or more air injection ports 112.

Referring to fig. 4, although it is illustrated that the plurality of air injection ports 112 are formed in parallel in one direction (i.e., a lateral direction) on the hull plate 111, the present invention is not limited thereto, and the size, position, and angle of each of the plurality of air injection ports 112 may be variously applied in consideration of the size of the chamber case 120, the flow rate of the compressed air to be analyzed on the bottom surface of the ship, and the like.

In addition, the air lubrication system of the ship according to an embodiment of the present invention may include a duct part 130 connected to an air supply unit (not shown) generating compressed air inside the hull to supply air to each of the plurality of chamber housings 120.

Specifically, as shown in fig. 2, the duct part 130 may include a main line 131 formed to extend long in a transverse direction of the hull, and a connection line 135 connecting the air supply unit with the main line 131.

Further, as shown in fig. 4, the pipe part 130 may further include a branch line 133 branched from one main line 131 and connected to each of the plurality of chamber housings 120.

That is, in the duct unit 130 of the present embodiment, even if any one of the plurality of chamber housings 120 is broken or damaged by branching the branch line 133 connecting the plurality of chamber housings 120 from the single main line 131, air can be smoothly injected to the bottom surface of the ship through the remaining chamber housings 120.

The main line 131 receives air from the connection line 135.

For example, the main line 131 may be disposed to extend in a direction opposite to a direction in which the connection line 135 extends a predetermined length at a position connected to the main line 131. At this time, the predetermined length may indicate the point where the form in which the connection line 135 extends is deformed. As an example, a case where the connection line 135 extends in a bent state and extends in a straight state for a predetermined length at a position where the connection line 135 is connected to the main line 131 may be indicated.

For example, the main line 131 may be provided to extend in a direction in which a plurality of chamber housings 120 provided adjacent to each other are arranged, and a plurality of branch lines 133 may be branched from the main line 131 and connected to the chamber housings 120.

That is, the air flowing from the connection line 135 into the main line 131 may be branched by the branch lines 133, which will be described later, and the air is supplied to the plurality of chamber housings 120, and at this time, the main line 131 may be extended in a direction opposite to a direction in which the connection line 135 extends by the predetermined length so that the air is branched to the respective branch lines 133 and supplied to the chamber housings 120 after being effectively dispersed inside the main line 131.

The branch line 133 connects the main line 131 with the chamber housing 12.

In the air lubrication system of the ship according to an embodiment of the present invention, the branch line 133 may be connected to a side of the chamber housing 120. Thereby, the main line lower end 131a may be disposed at the case upper end, i.e., at a position lower than the upper plate 121. As an example, the main line lower end 131a may be formed to have a predetermined height difference h.

That is, a Ballast water Pipe (Ballast water Pipe) and a cart rail (Trolley rail) may be provided in the Pipe (Pipe product) of the ship, and in the case of the conventional air lubrication system in which the Pipe is provided at the upper portion of the chamber housing 120, interference between the Ballast water Pipe and the cart rail and the Pipe may excessively occur, and thus, a problem occurs in that the utilization efficiency of the internal space of the ship is significantly deteriorated or an unnecessary bent portion is formed on the Pipe so that the flow of air discharged through the air discharge hole cannot be effectively formed, but the present invention can solve the problem as described above.

Further, as described above, the chamber housing 120 may be formed with the diameter-variable portion 123 in the lower chamber and may include the upper chamber extending with the same diameter therefrom, and the branch line 133 may be coupled to the side surface at the upper portion of the chamber housing 120, so that other pipes and structures can pass between the upper portions of the chamber housing 120 while allowing the adjacent air injection port 112 groups to be arranged close to each other, thereby enabling the ship internal space utilization efficiency to be greatly improved.

The connection line 135 is used to supply the compressed air generated from the air supply unit to the inside of each of the plurality of chamber housings 120, to which a compressor (not shown) or the like may be connected to supply the air with a predetermined pressure.

For example, the connection line 135 may extend in a straight line or a bent form, and as an example, may extend in a bent form and extend in a straight line form for a predetermined length at a position connected to the main line 131.

That is, in order to improve utilization efficiency of the internal structure of the ship, the connection line 135 is provided to extend in a straight line and/or a bent form, and to extend in a straight line for a predetermined length at a position connected to the main line 131, so that air can be supplied to the main line 131 with sufficient air pressure.

The branch line 133 and the connection line 135 may extend to include sections parallel to each other with the main line 131 interposed therebetween. For example, the main line 131 may include a section perpendicular to a direction in which the connection line 135 extends and a direction in which the branch line 133 extends. Thereby, interference that impedes the flow of the fluid can be minimized, and the air supplied through the connection line 135 can be effectively supplied to the chamber housing 120 through the branch line 133.

In the present embodiment, the main line 131 may be provided in plurality along a direction in which the plurality of chamber housings 120 disposed adjacent to each other are arranged, and the plurality of branch lines 133 may branch from each of the main line 131 to group the plurality of chamber housings 120.

That is, the air lubrication system of the ship according to an embodiment of the present invention may be provided with a plurality of chamber housings 120 to cover one or more of the plurality of air injection ports 112 formed at the bottom surface of the ship, and group the plurality of chamber housings 120 to supply air according to each group, i.e., to supply air to each air injection module 110, so that even if lateral Rolling (Rolling) occurs on the hull, air can be uniformly supplied to the bottom surface of the ship through the grouped air injection modules 110.

Here, each of the main lines 131 may preferably be connected with each of the plurality of connection lines 135.

Fig. 5 is a view showing a modification of the pipe portion in the air lubrication system of the ship according to an embodiment of the present invention, and fig. 6 is a view showing a cross section taken along line B-B in fig. 5.

The duct portion described with reference to fig. 5 and 6 has a difference in form from the air lubrication system and the branch line of the ship described with reference to fig. 3 and 4. The remaining configurations may be applied to the configurations described above with reference to fig. 3 and 4.

Hereinafter, the main line 151, the branch line 153, and the connection line 155 constituting the pipe portion of the present modification example will be described by applying reference numerals different from those of the foregoing embodiment.

Referring to fig. 5 and 6, the branch line 153 may extend from a side of the chamber housing 120 and be connected to the main line 151, extend to include a bent section, and be connected to a lower portion of the main line 151.

Accordingly, the air flowing into the main line 151 is discharged to the branch line 153 through a lower portion of the main line 151 (e.g., the lowest point of the main line 151), thereby increasing the efficiency of fluid flow by supplying the air to the side surface of the chamber housing 120 through the branch line 153 including the bent section while maximizing the efficiency of space utilization inside the ship, and further increasing the efficiency of air supply to the chamber housing 120.

Fig. 7 and 8 are views showing that an inner inclined wall is additionally provided inside a chamber housing in an air lubrication system of a ship according to an embodiment of the present invention, wherein fig. 7 is a view showing that the inner inclined wall is provided inside the chamber housing in the air lubrication system shown in fig. 4, and fig. 8 is a view showing that the inner inclined wall is provided inside the chamber housing in the air lubrication system shown in fig. 6.

Referring to fig. 7 and 8, the air lubrication system of the ship may be applied to the same configuration as that described above with reference to fig. 4 and 6, except that an inner inclined wall 125 is further included in fig. 4 and 6.

The inner inclined wall 125 controls air supplied to the chamber housing 120 through the branch lines 133, 153, and is adapted to improve the discharge efficiency of air discharged to the air ejection port 112.

For example, the inner inclined wall 125 is provided with an inner space defined by the chamber housing 120 to prevent air from flowing above a predetermined height from the upper portion of the chamber housing 120. For example, the inner sloped wall 125 may have an elliptical configuration.

For example, when the branch lines 133, 153 are connected at one side of the upper portion of the chamber housing 120, the inner inclined wall 125 may have a negative inclination rate from the one side of the upper portion of the chamber housing 120 and extend to the other side of the upper portion of the chamber housing 120.

At this time, the lowermost end of the place where the inner inclined wall 125 is connected in the other side of the upper portion of the chamber housing 120 may be formed at a lower height than the lowermost end of the place where the branch lines 133, 153 are connected in the one side of the upper portion of the chamber housing 120, and for example, the height difference may be d (d' of fig. 8).

Thus, the air flowing into the chamber housing 120 can be hydrodynamically and efficiently flowed to be discharged to the air injection port 112 at the lower portion of the chamber housing 120.

Fig. 9 is a view showing a simulation result of air supply injection at the time of lateral sway in the air lubrication system of the ship according to the conventional art, and fig. 10 is a view showing a simulation result of air supply injection at the time of lateral sway in the air lubrication system of the ship according to an embodiment of the present invention.

Referring to fig. 9, in the case of the air lubrication system according to the conventional art, it can be confirmed that air cannot be ejected from the air ejection holes F disposed at the tip due to a difference in pressure inside the air chamber in a laterally swaying state of the hull generated when the ship is underway.

In contrast to this, referring to fig. 10, in the case of the air lubrication system according to an embodiment of the present invention, air can be uniformly supplied to the air injection ports arranged in the lateral direction in the state where the hull is laterally rocked, so that it can be confirmed that the cavity can be stably formed even under various sailing conditions of the ship to continuously maintain the effect of reducing the frictional resistance.

According to the air lubrication system of the ship of the embodiment of the present invention, even when the ballast water pipe, the cart rail, and the like are provided in the pipe line of the ship, the air can be sufficiently injected through the air injection port, and the interference with other pipes, structures such as a compressor, and the like in the pipe line can be minimized, thereby improving the utilization efficiency of the internal space of the ship.

Further, air can be uniformly supplied to the air injection ports arranged in the lateral direction in a laterally swaying state of the hull generated when the ship is operated under various sailing conditions (e.g., in-wave state), and workability in providing the air injection module can be improved, whereby the cavity can be stably formed even under various sailing conditions of the ship to continuously maintain the effect of reducing frictional resistance.

In addition, in such an air lubrication system, when a housing is provided on an outer plate in which air injection ports are formed, and the air injection ports are closed, the inside of the housing is broken, or foreign matter flows into the inside of the housing, it becomes extremely difficult to perform maintenance on the inside of the housing.

In order to solve such a problem, a conventional air lubrication system provides a detachable cover at an upper portion of the housing to perform maintenance on the inside of the housing.

However, since many pipes for supplying air are provided in the air lubrication system, it is very difficult to detach the cover, and particularly, in the case where a ballast water pipe and a cart rail are provided in the pipe, there is a problem in that the cover is hardly detached due to interference of the pipe and a structure such as a compressor for supplying air due to a structure for supplying air through the upper portion of the housing.

Therefore, when a space for maintenance of the inside of the casing is provided in the upper part of the casing, the arrangement of the pipes and structures needs to be changed, which results in a problem that the efficiency of using the space in the ship is significantly deteriorated.

The utility model aims to provide an air lubrication system of a ship, which can perform maintenance in a chamber shell without being influenced by a pipeline and a structure arranged in the ship and can improve the utilization efficiency of the internal space of the ship.

Fig. 11 and 12 are views showing a modification of the chamber housing in the air lubrication system of the ship according to an embodiment of the present invention, in which fig. 11 is a view showing the chamber housing provided at an inner side of the hull outer panel in a perspective view inside the ship, and fig. 12 is a view showing an outer side of the hull outer panel provided with the chamber housing in a plan view outside the ship.

Hereinafter, the chamber housing 220 of the present modification will be described by applying a reference numeral different from that of the foregoing embodiment.

Referring to fig. 11 to 12, the chamber housing 220 of the present modification is formed to extend from the inner side surface 211a of the hull outer plate 211 and to surround an air ejection port 262, which will be described later.

The chamber housing 220 of the present modification may include a housing body 221, and an upper plate 223 fastened to an upper portion of the housing body 221.

The upper plate 223 may be welded to the upper portion of the case body 221, or may be detachably provided on the upper portion of the case body 221 by a fastening member such as a bolt.

For example, the housing body 221 may include a cylinder shape having a predetermined diameter.

For example, the housing body 221 may have a tapered shape with a predetermined variation in diameter.

For example, the hull body 221 may have a shape in which the diameter gradually decreases on the inner side surface 211a of the hull outer panel 211.

For example, the chamber housing 220 may be provided in plurality adjacent to each other, and each of the plurality of chamber housings 220 may include the air ejection port 262 group.

The pipe connection part 223a for supplying air generated by a compressor or the like to the inside of the chamber housing 220 may be provided on the upper plate 223, and may be provided on a side surface of the chamber housing 220 as in the foregoing embodiment.

Fig. 13 is a view showing a cross section taken along a-a line in fig. 12, and fig. 14 is a view showing a state in which the cover plate and the fastening member in fig. 13 are separated from the hull plate.

Referring to fig. 13 and 14, the air lubrication system of the present embodiment may include a cover plate 260 provided on the hull outer plate 211, a plurality of air injection ports 262 formed on the cover plate 260, a chamber housing 220 extending from an inner side surface 211a of the hull outer plate 211 and provided to surround the cover plate 260, and a pipe connection portion 223a formed at one side of the chamber housing 220 to supply air to the inside of the chamber housing 220.

Here, the cover plate 260 is detachably provided in the cover insertion groove 216 formed on the hull outer plate 211.

That is, the air lubrication system according to the embodiment of the present invention can improve the efficiency of utilizing the internal space of the ship while performing maintenance of the interior of the chamber housing 220 without being affected by the pipes, structures, and the like provided in the ship.

In the present embodiment, a through hole 261 into which a fastening member 270 for disposing the cover plate 260 on the hull plate 211 is inserted may be provided in the cover plate 260. For example, the through hole 261 may be disposed closer to the edge portion 260a than the center of the cover plate 260 (refer to fig. 14).

The cover plate 260 may have the same or similar thickness as the hull plate 211 and may have a size corresponding to the inner circumferential surface of the lower end portion of the chamber housing 220.

In addition, a plurality of through holes 261 for fastening a plurality of fastening members 270 may be formed at edge positions of the cap plate 260.

The fastening member 270 may be inserted and fastened in the through hole 261 in a direction from the outer side surface 211b toward the inner side surface 211a of the hull plate 211. For example, the fastening member 270 may include a bolt member.

The chamber housing 220 may be internally provided with a cover coupling portion 225 for coupling with the cover plate 260, and a coupling hole 225c to which the fastening member 270 is coupled may be formed in the cover coupling portion 225.

For example, a screw thread (not shown) and a screw groove corresponding to the screw thread may be formed in each of the fastening member 270 and the cover bonding portion 225, and the fastening member 270 and the cover bonding portion 225 are engaged inside the chamber housing 220, so that the cover plate 260 is pressed onto the cover bonding portion 225 by the fastening member 270 to fix the cover plate 260 to the hull outer plate 211.

That is, the cover plate 260 of the present embodiment may be bolt-coupled to the cover coupling part 225 protrudingly formed on the inner circumferential surface of the chamber housing 220.

The cover coupling portion 225 may include a space maintaining portion 225a through which the fastening member 270 is primarily inserted, and an inner flange 225b through which the fastening member 270 is secondarily inserted after passing through the space maintaining portion 225 a.

At this time, the inner flange 225b may be in a form extending in a direction from an inner sidewall of the chamber housing 220 toward the center of the chamber housing 220, and the space maintaining part 225a may be attached at a lower portion of the inner flange 225b and in a planar form in which the upper face of the cap plate 260 is seated.

For example, the space holder 225a and the inner flange 225b may be in a fixed form.

For example, the space maintaining part 225a may have a form protruding longer and extending than the inner flange 225b in the center direction of the chamber housing 220.

For example, a predetermined space may be formed between the space maintaining part 225a and the inner sidewall of the chamber housing 220.

Thus, the cover joint 225 can widen the surface on which the cover plate 260 is placed without occupying too much of the internal space of the multi-chamber housing 220, and can be stably fixed to the hull outer panel 211 while reducing the installation cost of the air lubrication system.

Here, the cover plate 260 is provided with an edge portion 260a, and the hull outer plate 211 is provided with an outer plate inner peripheral surface 213.

When the cover plate 260 is provided on the hull outer plate 211, the edge portion 260a and the outer plate inner circumferential surface 213 may include portions that contact each other, and the edge portion 260a and the outer plate inner circumferential surface 213 may have a form that is inclined at a predetermined inclination angle toward the center of the chamber housing 220.

Thus, the pressure applied by the fastening member 270 can be resisted not only by the cover joint 225 but also by the outer-plate inner peripheral surface 213, and therefore the cover plate 260 can be stably fixed to the hull outer plate 211.

Fig. 15 is a view showing a modification of the cover plate in the air lubrication system of the ship according to an embodiment of the present invention, and fig. 16 is a view showing a state in which the cover plate and the fastening member in fig. 15 are separated from the hull plate.

In the present modification, the air lubrication system can be applied with the same configuration and effects as described above with reference to fig. 11 to 14, except for the configuration of the cover plate 280.

Hereinafter, the cover plate 268 of the present modification will be described using a reference numeral different from that of the foregoing embodiment.

Referring to fig. 15 and 16, when the cover plate 280 is disposed on the hull outer plate 211, the edge portion 280a and the outer plate inner circumferential surface 213 include portions that contact each other, and the outer plate inner circumferential surface 213 may include the inclination guide portion 214 and the edge seating portion 215.

When the cover plate 280 is provided on the hull plate 211, the inclined guide portion 214 may function to guide the edge portion 280a to the hull plate 211.

The edge seating part 215, which is a place where the edge part 280a of the cover plate 280 is seated, may have a form bent and extended in a direction from the inclined guide part 214 toward the center of the chamber housing 220.

For example, the inclined guide part 214 and the edge seating part 215 may be formed to be perpendicular to each other.

Thus, the pressure applied by the fastening member 270 can be resisted not only by the cover joint 225 but also by the edge setting portion 215, and therefore the cover plate 280 can be stably fixed in the hull outer panel 211.

Reference numeral "282" which is not described in fig. 15 and 16 means the air ejection port 282, reference numeral "281" which is not described in fig. 16 means the through hole 281 into which the fastening member 270 is inserted, and the air ejection port 282 and the through hole 281 are the same as those of the foregoing embodiment, and thus detailed description thereof is omitted.

Fig. 17 is a view showing a modification of the cover bonding portion in the air lubrication system according to an embodiment of the present invention, and fig. 18 is a view showing a state in which the cover plate and the fastening member in fig. 17 are separated from the outer panel.

In the present modification, the same configuration and effects as those described above with reference to fig. 11 to 14 can be used except for the configuration of the cover joint 227.

Hereinafter, the cover joint 227 of the present modification will be described by applying a reference numeral different from that of the above embodiment. Further, although the cover plate 260 shown in fig. 13 to 14 is coupled to the cover coupling part 227 as an example, a cover plate 280 shown in fig. 15 to 16 may be coupled thereto.

Referring to fig. 17 and 18, the cover coupling part 227 may include a cover supporting part 227a, an inclined flange 227b, and a coupling hole 227 c.

When the cover plate 260 is provided on the hull plate 211, the cover support portion 227a, on which at least a part of the upper face of the cover plate 260 is seated, may have the same form as the upper face of the cover plate 260, for example, may include a flat section.

The inclined flange 227b extends from an end of the cover support portion 227a toward an inner sidewall of the chamber housing 220, which defines a surface of the cover coupling portion 227 inside the chamber housing 220. That is, the cover coupling portion 227 may be defined in its form by the cover supporting portion 227a, the inclined flange 227b, and the inner sidewall of the chamber housing 220.

The coupling hole 227c, which serves as a space for the insertion of the fastening member 270, may be formed in an area defined by the cover supporting portion 227a and the inclined flange 227 b.

At this time, the inclined flange 227b may have a form inclined at a predetermined inclination angle in a direction away from the center of the chamber housing 220. That is, the air flows along the inclined flange 227b toward the air injection port 262.

Thereby, the air flowed into the chamber housing 220 through the pipe connection part 223a may not be accumulated inside the chamber housing 220 but be effectively discharged through the air injection port 262.

For example, the inclined flange 227b may have a form extending to one end of the through hole 261.

This can improve the efficiency of discharging the air flowing into the chamber housing 220 through the air injection port 262.

According to the air lubrication system of the ship of the embodiment of the utility model, the maintenance of the interior of the chamber shell can be performed without being influenced by the pipeline and the structure arranged in the ship, and the utilization efficiency of the internal space of the ship can be improved.

In addition, since a ship to which such an air lubrication system is applied is constructed in a closed space where a longitudinal hull member (Longi) is provided, and a plurality of air injection devices, air injection ports, air supply ducts, and the like are installed, workability may be deteriorated.

The present invention is directed to an air lubrication system for a ship, which can improve manufacturing workability by integrally providing an air injection module prefabricated in a module form at a lower part of the ship.

Fig. 19 is a view showing a modification of an air injection module of an air lubrication system of a ship according to an embodiment of the present invention, fig. 20 is a view showing a chamber case shown in fig. 19 in a large scale, and fig. 21 is a view showing a ship to which the air injection module according to an embodiment of the present invention is applied.

First, referring to fig. 19 and 20, the air ejection module 310 of the present modification has a space defined by a bottom portion 311, a side wall portion 313, and a ceiling portion 315.

The bottom portion 311 constitutes the hull bottom surface 301 when the air injection module 310 is installed on the ship 300 (see fig. 21).

The side wall portion 313 and the ceiling portion 315 are constituted by partition walls for dividing the inside of the ship 300 in a case where the air injection module 310 is provided on the ship 300.

That is, the air injection module 310 of the present embodiment may include a bottom portion 311 connected to the hull bottom surface 301, a side wall portion 313 formed extending in an upper direction from an edge position of the bottom portion 311 to have a predetermined height, and a ceiling portion 315 connected to an upper end of the side wall portion 313, and the bottom portion 311, the side wall portion 313, and the ceiling portion 315 may be provided by the same color as the hull bottom surface 301.

The air injection module 310 may be internally provided with a plurality of chamber housings 320 disposed at the bottom 311, a longitudinal reinforcement member 340 disposed between the plurality of chamber housings 320, and a duct portion 330 for supplying air to the chamber housings 320.

Here, each of the plurality of chamber housings 320 may be provided in a form to cover the plurality of air ejection ports 312 to extend from the bottom face 311 toward the upper portion, and at least a part of the plurality of chamber housings 320 may preferably be arranged side by side in the transverse direction of the hull.

Referring to fig. 19, although it is illustrated that the air injection port 312 of the present embodiment is formed at the bottom 311, the present invention is not limited thereto, and the lower end inner circumferential surface of the chamber housing 320 may also be provided with a deck plate (not shown) and the deck plate may also be formed with a plurality of air injection ports, similarly to the aforementioned embodiments.

The longitudinal reinforcing member 340 of the present embodiment may be disposed between the plurality of chamber housings 320, thereby enabling effective use of the internal space of the ship 300 while improving the longitudinal strength of the ship 300.

At this time, the chamber housing 320 and the longitudinal reinforcing member 340 may be fixedly disposed (e.g., welded) at the bottom 311.

The duct portion 330 may be connected with a partition wall (i.e., at least any one of the side wall portion 313 and the ceiling portion 315) to allow air to flow from outside the air injection module 310 (more specifically, the air supply portion 303 (refer to fig. 21) provided on the hull) into the inside of the chamber case 320.

Specifically, as shown in fig. 19, the duct part 330 may include a main line 331 formed to be long extending in the transverse direction of the hull in the inner space of the air injection module 310, and a plurality of branch lines 333 branched from the main line 331 and connected to each of the plurality of chamber housings 320.

That is, the branch line 333 connecting the plurality of chamber housings 320 in the internal space of the air injection module 310 branches from the one main line 331, so that even when a failure or a breakage occurs in any one of the plurality of chamber housings 320, air can be smoothly injected through the remaining chamber housings 320.

Conventionally, as a form in which one air chamber 22 surrounds all of the plurality of air ejection holes 15 (refer to fig. 1), it is difficult to supply uniform air to the bottom surface of the ship, which is in contact with the sea water, when the lateral Rolling of the ship hull occurs, but the air injection module 310 of the present embodiment is provided in plurality in the lateral direction of the ship hull, so that even if the lateral Rolling (Rolling) occurs on the ship hull, the air can be uniformly supplied to the bottom surface of the ship through the air ejection holes 312 of each of the chamber housings 320.

That is, the air jet module 310 of the present embodiment has a plurality of chamber cases 320 provided with small-unit air jet ports 312 aligned in the transverse direction of the hull in the internal space of the air jet module 310 and a main line 331 connected along the direction in which the plurality of chamber cases 320 are arranged, instead of applying a structure in which air is injected into a single air chamber 22 in which air jet holes 15 are aligned in the transverse direction and the air supplied to the inside of the air chamber 22 is discharged through the air jet holes 15, thereby maximally restricting the generation of transverse sway (Roll motion) even in a severe marine environment and greatly improving the internal space utilization efficiency of the ship 300, and integrally providing the air jet module 310 in a prefabricated module form at the lower portion of the ship 300, thereby improving the manufacturing workability.

In the present embodiment, the inner space of the air injection module 310 may be additionally provided with an additional connection line 315 connecting the air supply duct 302 (refer to fig. 21) with the main line 331 to receive air from the air supply part 303 provided on the hull.

As shown in fig. 20, the chamber housing 320 may include an upper chamber 321, an ejection amount adjustment part 323, and a lower chamber 323.

The chamber housing 320 of the present embodiment may include a lower chamber 325 extending from the bottom 311 in an upper direction with a gradually narrowing width, and an upper chamber 321 disposed at an upper portion of the lower chamber 325 to receive air from the duct portion 330, and may further include an injection amount adjusting portion 323 disposed between the lower chamber 325 and the upper chamber 321 to control an injection amount of the air.

That is, the injection amount of the air discharged to the bottom portion 311 by the injection amount adjusting portion 323 is controlled after the air is supplied to the inside of the chamber case 320, so that uniform bubbles can be formed on the hull bottom surface 301 without being affected by the marine environment.

For example, the air ejection amount of each of the plurality of chamber housings 320 is controlled by the control unit 304 described later, so that the degree of bubble formation can be maintained to reduce the frictional resistance even in a severe offshore environment.

Here, the chamber housing 320 may further include a protrusion 321a protruding from the upper chamber 321 to be connected with the pipe part 330, and may be fixed by welding W at a position where the lower chamber 325 is butted against the bottom 311.

Thus, the chamber case 320, the longitudinal reinforcing member 340, and the duct portion 330 are integrally formed inside the air injection module 310, so that the air injection module 310 prefabricated in a module form can be integrally provided at the lower portion of the ship 300 to improve the manufacturing workability.

Referring to fig. 21, a method of manufacturing a ship 300 to which an air lubrication system according to an embodiment of the present invention is applied will be briefly described below.

The manufacturing method of the ship 300 to which the air lubrication system including the setting area 305 of the air injection module 310 is applied may include: manufacturing a ship 300 including a setting area 305 for setting an air injection module 310; an air injection module 310 prefabricated in a module form is disposed in the disposition area 305; and an air supply duct 302 and a duct portion 330 connected to an air supply portion 303 of the ship 300.

The installation region 305 is internally defined as an empty space and is manufactured to correspond to the size of the air injection module 310, and the air injection module 310, which is pre-manufactured at the time of manufacturing the ship 300, is inserted and coupled into the installation region 305 to be fixed, so that the manufacturing workability can be greatly improved.

In the process of disposing the prefabricated air injection module 310 in the disposition area 305, an inner connection portion 335a and an outer connection portion 302a for shielding a connection portion of the air supply duct 302 and the duct portion 330 may be further included.

The inside connection portion 335a may be disposed at least any one of the partition wall, the side wall portion 313, and the ceiling portion 315, and disposed in the inner space of the air injection module 310, and the outside connection portion 302a may be disposed at a position corresponding to the inside connection portion 335a in the disposition area 305.

For example, the joint portion of the inner connecting portion 335a and the outer connecting portion 302a can be bolt-fastened to prevent an air leakage phenomenon in the joint portion.

As an example, after performing simulation in consideration of a slight angle change or the like due to bolt fastening that may occur when the prefabricated air injection module 310 is coupled to the installation area 305, a correct bolt position in a joint portion of the inner connecting portion 335a and the outer connecting portion 302a is calculated in advance, so that the joint portion of the inner connecting portion 335a and the outer connecting portion 302a can be bolt-fastened to prevent an air leakage phenomenon in the joint portion at its source.

After the air supply duct 302 and the duct portion 330 connected to the air supply portion 303 of the ship 300 are connected, whether air leaks or not may be tested by the control portion 304.

For example, the control part 304 detects the air pressure with an air pressure sensor (not shown) provided at the inner connecting part 335a after driving the air supply part 303 to generate the air, so that whether the air is leaked or not can be confirmed in the connecting part of the air injection module 310 and the setting region 305.

For example, the control part 304 detects the air pressure with the air pressure sensors provided at the respective chamber housings 320 after driving the air supply part 303 to generate the air, so that it can be confirmed whether the air is uniformly supplied to the respective chamber housings 320 after the air injection module 310 is provided.

According to the air lubrication system of a ship of an embodiment of the present invention, the air injection module prefabricated in a module form is integrally provided at the lower part of the ship, so that the manufacturing workability can be improved, and the air injection module is simply provided in the installation area at the time of rebuilding (retrofit) of the ship, so that the work schedule at the time of the rebuilding work of the ship can be shortened.

In addition, in order to apply the air lubrication system to an existing ship, it is necessary to perform an installation work of an air injection module provided with a plurality of air injection ports at a bottom surface in a state where the ship is stationed in a dry dock (not shown).

Specifically, in a state where the ship is stationed in the dry dock, the welding work is repeatedly performed before the perforation for disposing the air injection module is performed inside the Double bottom ballast tank (Double bottom ballast tank) of the ship and in the piping tube, and the longitudinal strength of the ship body may be reduced due to the perforation of the bottom surface of the ship body.

In order to reinforce the longitudinal strength of the ship body, additional local reinforcing work is required, and the process may not only be complicated by the work but also excessively consume the work time performed in a state where the ship is stationed in the dry dock.

The utility model simplifies the process when the ship body is reformed when the existing ship is suitable for an air lubrication system, thereby obviously shortening the operation time in a dry dock.

In the present embodiment, the bottom 311 of the air injection module 310 may be formed to have a thickness greater than that of the hull bottom surface 301, and in more detail, may have a thickness increased by 10% to 20% from that of the hull bottom surface 301.

Further, the air injection module 310 of the present embodiment may be welded to the hull at the bottom surface of the bottom 311 to be positioned on the same plane as the hull bottom surface 301.

Here, the air injection module 310 may be preferably provided in plurality in the lateral direction of the hull so as to be able to uniformly supply air to the air injection ports 312 of each of the air injection modules 310 even if lateral rolling occurs on the hull.

Further, while the bottom 311 of the air injection module 310 is formed to have a thickness greater than that of the hull bottom surface 301, the longitudinal reinforcement member 340 is disposed in at least one or more of the spaces between the plurality of chamber housings 320, so that additional local reinforcement work is not required, and thus, there can be an effect of remarkably shortening the work time in the dry dock.

As described above, the present invention is explained in detail by the embodiments with reference to the drawings, the above embodiments are merely illustrative of the preferred examples of the present invention, the present invention should not be construed as being limited to the embodiments, and the scope of the claims of the present invention should be construed as being defined in the following claims and equivalents thereof.

For example, the drawings are schematically illustrated mainly for respective constituent elements to facilitate understanding, and the thickness, length, number, and the like of each illustrated constituent element may be different from those of actual drawings. Note that the material, shape, size, and the like of each constituent element of the above-described embodiments are not particularly limited as an example, and various changes may be made within a range not substantially departing from the effect of the present invention.

Claims (19)

1. An air lubrication system for a marine vessel, the air lubrication system generating air bubbles on a base portion of the marine vessel, the air lubrication system comprising:

a plurality of air injection ports formed on a hull plate of the ship;

a chamber case provided to extend from an inner side surface of the hull plate and to surround the air ejection port;

a connection line that supplies air discharged through the air injection port;

a main line provided to extend in a direction opposite to a direction in which the connection line extends to receive air from the connection line and supply the air to the chamber case; and

a branch line connecting the main line and the chamber case,

wherein the branch line is connected with a side surface of the chamber housing.

2. The air lubrication system of a marine vessel according to claim 1, wherein said main line is provided to extend in a direction in which said chamber housings are provided to supply air to a plurality of said chamber housings, and

the main line is connected with a plurality of branch lines.

3. The air lubrication system of a marine vessel according to claim 1, wherein said main line lower end is disposed at a position lower than said chamber housing upper end.

4. The air lubrication system of a marine vessel according to claim 1, wherein said branch line and said connecting line extend to include sections parallel to each other.

5. The air lubrication system of a marine vessel according to claim 4, wherein said main line extends to include a section perpendicular to a direction in which said connection line extends and a direction in which said branch line extends.

6. Air lubrication system of a ship according to claim 1, characterised in that the branch line extends from the side of the chamber housing and is connected with the main line and comprises a kink zone.

7. The air lubrication system of a marine vessel according to claim 6, wherein said branch line is connected to a lower portion of said main line.

8. An air lubrication system for a marine vessel, the air lubrication system generating air bubbles on a base portion of the marine vessel, the air lubrication system comprising:

an air injection module that is arranged in plurality in a lateral direction at a bottom of the ship and injects air toward the bottom of the ship; and

a duct part supplying air to the air injection module,

wherein the air injection module comprises:

a plurality of chamber housings provided to surround air injection ports formed on a hull plate of the ship,

wherein the duct portion includes:

a connection line that supplies air discharged through the air injection port;

a main line provided to extend in a direction opposite to a direction in which the connection line extends to receive air from the connection line and supply the air to the chamber case; and

a branch line connecting the main line and the chamber case,

wherein the branch line is connected with a side surface of the chamber housing.

9. The air lubrication system of a marine vessel according to claim 1 or 8, further comprising:

a cover plate detachably provided in a cover insertion groove formed in the hull plate,

wherein the air ejection port is formed in the cover plate, and the chamber housing is disposed to surround the cover plate.

10. The air lubrication system of a marine vessel according to claim 9, wherein a through hole into which a fastening member for disposing the cover plate in the hull plate is insertable is provided in the cover plate, and the fastening member is inserted and fastened in the through hole in an inboard surface direction of the hull plate on an outboard surface of the hull plate, and

wherein a cover coupling part into which the fastening member is inserted and fixed is provided inside the chamber housing.

11. The air lubrication system of a marine vessel according to claim 10, wherein said cover bonding portion includes a space maintaining portion into which said fastening member is primarily inserted and an inner flange which is secondarily inserted after passing through said space maintaining portion, and

wherein the inner flange extends in a central direction of the chamber housing on an inner side wall of the chamber housing.

12. The air lubrication system for a marine vessel according to claim 11, wherein when said cover plate is disposed on said hull plate, an edge portion of said cover plate and an outer plate inner peripheral surface include portions that contact each other, and

wherein the edge portion and the outer plate inner peripheral surface are inclined at a predetermined inclination angle toward the center of the chamber case.

13. The air lubrication system for a marine vessel according to claim 11, wherein when said cover plate is disposed on said hull plate, an edge portion of said cover plate and an outer plate inner peripheral surface include portions that contact each other, and

wherein the outer panel inner peripheral surface includes an inclined guide portion which guides the edge portion to be fastened to the hull outer panel, and an edge seating portion which extends in a bent manner in the inclined guide portion to seat the edge portion.

14. The air lubrication system of a marine vessel according to claim 11, wherein said cover joint portion comprises:

a cover support portion on which at least a part of an upper face of the cover plate is seated when the cover plate is disposed on the hull outer plate;

an inclined flange extending from an end of the cover support toward an inner sidewall of the chamber housing; and

a coupling hole for the fastening member to be inserted into an area defined by the cover support portion and the inclined flange.

15. The air lubrication system of a marine vessel according to claim 14, wherein said inclined flange is inclined at a predetermined inclination angle in a direction away from a center of said chamber housing.

16. The air lubrication system of a marine vessel according to claim 8, wherein said air injection module has a space defined by a bottom portion constituting a bottom surface of a hull of said marine vessel, and a side wall portion and a ceiling portion constituted by partition walls to partition an inside of said marine vessel.

17. The air lubrication system of a marine vessel of claim 8, wherein said air injection module further comprises:

a longitudinal reinforcing member disposed between the plurality of chamber housings.

18. The air lubrication system of a marine vessel of claim 16, wherein said chamber housing comprises:

a lower chamber extending from the hull bottom surface so as to gradually narrow in width in an upper direction;

an ejection amount adjusting portion that is arranged at an upper portion of the lower chamber and controls an ejection amount of air ejected toward the hull bottom surface;

an upper chamber that is arranged at an upper portion of the injection amount adjusting portion and receives air from the duct portion; and

a protrusion protruding from the upper chamber and connected with the pipe portion.

19. The air lubrication system of a marine vessel of claim 18, wherein said chamber housing is fixed to said bottom by welding at a location where said lower chamber is butted against said bottom.

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