CN216153973U - Air lubrication system for ship - Google Patents

Air lubrication system for ship Download PDF

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Publication number
CN216153973U
CN216153973U CN202121620933.2U CN202121620933U CN216153973U CN 216153973 U CN216153973 U CN 216153973U CN 202121620933 U CN202121620933 U CN 202121620933U CN 216153973 U CN216153973 U CN 216153973U
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CN
China
Prior art keywords
air
scavenging
supply line
main
lubrication system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202121620933.2U
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Chinese (zh)
Inventor
李正善
李哲雨
姜金俊
赵正旭
张益树
金南守
金晚桓
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hanhua Ocean Co ltd
Original Assignee
Daewoo Shipbuilding and Marine Engineering Co Ltd
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Publication date
Application filed by Daewoo Shipbuilding and Marine Engineering Co Ltd filed Critical Daewoo Shipbuilding and Marine Engineering Co Ltd
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Publication of CN216153973U publication Critical patent/CN216153973U/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
    • B63B1/38—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J2/00—Arrangements of ventilation, heating, cooling, or air-conditioning
    • B63J2/12—Heating; Cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J3/00—Driving of auxiliaries
    • B63J3/04—Driving of auxiliaries from power plant other than propulsion power plant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
    • B63B1/38—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes
    • B63B2001/385—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes using exhaust gas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
    • B63B1/38—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes
    • B63B2001/387—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes using means for producing a film of air or air bubbles over at least a significant portion of the hull surface
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system

Abstract

The present invention provides an air lubrication system for a marine vessel, which is adapted to reduce frictional resistance applied to a hull of the marine vessel during navigation of the marine vessel. The air lubrication system includes: a plurality of air chambers disposed on the hull; and a main air supply line adapted to supply compressed air to the plurality of air cells, wherein at least part of the scavenging air to be supplied to the main engine is supplied to the plurality of air cells.

Description

Air lubrication system for ship
Technical Field
The present invention relates to an air lubrication system, and more particularly, to an air lubrication system for a ship, which can reduce frictional resistance of the ship by injecting compressed air to the bottom of the ship.
Background
During sailing, a ship is usually affected by frictional resistance between the surface of the hull and the water. Since such frictional resistance occupies most of the resistance applied to the hull, the reduction of the frictional resistance becomes a very important problem as the size of the hull increases.
Referring to fig. 1, as an example of the energy saving technology, the air lubrication technology reduces frictional resistance by supplying air bubbles to the bottom of a hull. Because of the substantial effect of energy saving, the air lubrication technology is known to be very effective in suppressing carbon dioxide discharged from a ship by reducing the engine load of the ship.
Since the frictional resistance of a ship is proportional to its submerged surface area, the air lubrication technique reduces the submerged surface area of water contacting the hull surface by forming an air layer on the hull surface, thereby reducing the frictional resistance of the hull.
Since the formation of the air layer is greatly affected by the movement of the hull according to the sailing speed of the ship and the sea conditions, it is necessary to ensure uniform supply of air to the bottom of the ship even at various sailing speeds and hull movements in order to reduce frictional resistance by stable formation of the air layer.
Further, continuous compression and supply of air to the bottom of the hull are performed to form and maintain a stable air layer on the bottom of the hull, thereby inevitably consuming a large amount of energy in the compressor compressing the air. Therefore, there is a need for a solution that can generate energy savings for compressed air used in air lubrication systems.
It should be noted that the above description is provided for understanding the background of the present invention and is not a description of the conventional art recognized in the art to which the present invention pertains.
SUMMERY OF THE UTILITY MODEL
The present invention provides an air lubrication system for a ship, which injects compressed air to the surface of the bottom of the ship in order to reduce frictional resistance generated when the ship is underway, and can reduce power consumption in the operation of a compressor adapted to generate compressed air.
An air lubrication system for a ship adapted to reduce frictional resistance applied to a hull of the ship during navigation of the ship of the present invention comprises: a plurality of air chambers disposed on the hull; and a main air supply line adapted to supply compressed air to the plurality of air cells, wherein at least part of the scavenging air to be supplied to the main engine is supplied to the plurality of air cells.
The ship may have: a turbocharger that compresses the drawn air using exhaust gas discharged from the main engine, and a scavenging air supply line that connects the turbocharger to the main engine to supply compressed air as scavenging air of the main engine.
The vessel may also include a scavenge bypass line that branches from the scavenge air supply line and is connected to the main air supply line.
The vessel may also include an air cooler disposed on the main air supply line and cooling air supplied to the plurality of plenums.
The scavenge bypass line may be disposed upstream of an air cooler on the main air supply line.
The vessel may further comprise: an air compressor disposed on the main air supply line upstream of a connection point of the scavenging bypass line to the main air supply line and generating compressed air; and a first valve disposed between a connection point of the scavenging bypass line to the main air supply line and the air compressor.
The scavenging air supply line may have a cooler that cools air compressed by the turbocharger and a scavenging air receiver disposed downstream of the cooler and storing the scavenging air.
The scavenge bypass line may branch between the cooler and the scavenge receiver.
The vessel may also include a scavenge valve disposed on the scavenge bypass line and controlling the supply of scavenge air to the main air supply line.
The scavenging valve may be controlled to close in an international maritime organization level III nitrogen oxide emission standard mode or under low load conditions of the main engine.
The vessel may further comprise: an overboard discharge line branched from the main air supply line and adapted to discharge the compressed air from the ship instead of supplying the compressed air to the plurality of air cells; and a discharge valve disposed on the overboard discharge line.
According to an embodiment of the present invention, an air lubrication system for a ship injects compressed air to a bottom surface of the ship in order to reduce frictional resistance during voyage of the ship, and supplies at least part of scavenging air to a plurality of plenums instead of supplying all of the scavenging air to a main engine in order to reduce power consumption by reducing an operation time of an air compressor.
In addition, according to an embodiment of the present invention, a scavenging valve is disposed on a scavenging bypass line branched from a scavenging supply line to open or close the scavenging bypass line as needed, thereby protecting the main engine while minimizing its inefficient operation.
In order to make the aforementioned and other features and advantages of the utility model more comprehensible, embodiments accompanied with figures are described in detail below.
Drawings
Fig. 1 is a schematic view of a typical air lubrication system for a marine vessel.
Fig. 2 is a schematic view of an air lubrication system for a marine vessel according to an embodiment of the present invention.
Detailed Description
Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Throughout the specification, the same components will be denoted by the same reference numerals.
Fig. 2 is a schematic view of an air lubrication system for a marine vessel according to an embodiment of the present invention.
Referring to fig. 2, an air lubrication system for a ship according to one embodiment of the present invention includes a plurality of air cells 10 and an air supply unit 20.
The plurality of air cells 10 may be disposed on the bottom of the ship and may have a plurality of air outlets (not shown) through which air is discharged to the bottom surface of the ship, respectively.
Referring to fig. 2, the air supply unit 20 may include an air compressor 21 generating compressed air, a main air supply line L1 connected to the air compressor 21 to supply the compressed air to the plurality of plenums 10, and a first valve 22 disposed on the main air supply line L1.
The air lubrication system according to the embodiment may supply compressed air to the plurality of air cells 10 through the air supply unit 20, and may form an air layer on a bottom surface of a ship by air bubbles formed thereon to reduce frictional resistance of a hull.
Here, in order to stably form the air layer on the bottom surface of the ship, the ship inevitably consumes a large amount of energy upon continuous operation of the air compressor 21.
Specifically, a separate air compressor is disposed inside the hull to inject compressed air to the bottom surface of the ship, and a large amount of electric power is required for the operation of the compressor, thereby offsetting the influence of the air lubrication system, thereby reducing power consumption by reducing frictional resistance applied to the hull.
That is, since the large-capacity compressor is continuously operated corresponding to the amount of power reduced by reducing frictional resistance applied to the hull by forming bubbles on the bottom surface of the ship during the navigation of the ship, a large amount of power consumption is caused to result, resulting in a reduction in energy efficiency of the ship.
Referring to fig. 2, exhaust gas discharged from a main engine ME of a ship is stored in an exhaust gas receiver ER, and at least a portion of the exhaust gas discharged from the exhaust gas receiver ER may be supplied to a turbocharger TC.
The turbocharger TC is used to compress the drawn air using exhaust gas discharged from the main engine ME, and may generate a driving force of a turbine (not shown) using the pressure of the exhaust gas.
In this embodiment, the turbocharger TC may be connected to the main engine ME via a scavenge air supply line L2.
The scavenge air supply line L2 may be used to supply air compressed by the turbocharger TC as scavenge air for the main engine ME.
Here, since the air drawn through the turbocharger TC generates heat during compression, the scavenging air supply line L2 may have a cooler C to cool the air compressed by the turbocharger TC.
In addition, a scavenge receiver SR adapted to store scavenge air may be disposed downstream of the cooler C on the scavenge air supply line L2.
That is, the air compressed by the turbocharger TC may be cooled by the cooler C and supplied to the scavenging receiver SR.
The air lubrication system according to the embodiment injects compressed air to the bottom surface of the ship so as to reduce frictional resistance during the voyage of the ship, and supplies at least part of the scavenging air to the plurality of air cells 10 instead of the main engine ME so as to reduce power consumption by reducing the operation time of the air compressor 21.
The air lubrication system according to an embodiment may further include a scavenging bypass line L3 branched from the scavenging supply line L2 and connected to the main air supply line L1.
Preferably, the scavenging bypass line L3 branches from the scavenging gas supply line L2 between the cooler C and the scavenging receiver SR disposed on the scavenging gas supply line L2.
The air lubrication system according to the embodiment may also include an air cooler 23 disposed on the main air supply line L1 and cooling the air supplied to the plurality of plenums 10.
Here, the scavenge bypass line L3 is preferably disposed upstream of the air cooler 23 on the main air supply line L1.
Additionally, a scavenge valve 30 may be disposed on the scavenge bypass line L3 to control the supply of scavenge air to the main air supply line L1.
For reference purposes, Ships having keel mounted after 1/2016 have had their main engines and diesel generators operating in an Emission Control Area (ECA) to meet International Maritime Organization level III Nitrogen oxide emission standards (IMO NOx Tier III) according to the International Convention for preventing Pollution from Ships (International Convention for the Prevention of Pollution from Ships; MARPOL) directive VI ANNEX VI Regulation, revision 13.
The scavenging valve 30 may control the supply of scavenging in IMO NOx Tier III mode or under low load conditions of the main engine ME.
Here, the IMO NOx Tier III mode may mean that a sailing mode of the IMO NOx Tier III is satisfied when operating in the emission control region.
According to this embodiment, the scavenging valve 30 opens or closes the scavenging bypass line L3 as needed, thereby not only protecting the main engine ME, but also minimizing inefficient operation.
As depicted in fig. 2, in the air lubrication system according to the embodiment, the air compressor 21 may be disposed (mounted) on the main air supply line L1 upstream of the connection point of the scavenging bypass line L3 to the main air supply line L1, and the first valve 22 may be disposed on the main air supply line L1 between the air compressor 21 and the connection point of the scavenging bypass line L3 to the main air supply line L1.
Here, the first valve 22 may be used to control compressed air generated in the air compressor 10 to be supplied to the plurality of air cells 10.
When scavenging air is supplied to the main air supply line L1 through the scavenging bypass line L3, the air lubrication system according to the embodiment closes the first valve 22 to stop the operation of the air compressor 21.
In addition, when the amount of scavenging air supplied to the main air supply line L1 through the scavenging bypass line L3 is small, or when the pressure of air supplied to the plurality of air cells 10 is low, the air lubrication system opens the first valve 22 to operate the air compressor 21 so that a sufficient amount of compressed air can be supplied to the plurality of air cells 10.
In this embodiment, the air compressor 21 may be disposed in a front deck warehouse or may be disposed in an engine room (not shown) or on a main deck above the engine room, in consideration of an installation location of the main engine ME.
The air supply unit 20 may further include a plurality of auxiliary lines SL1 connected in parallel to the main air supply line L1 and a plurality of parallel lines SL2 branched from each of the plurality of auxiliary lines SL1 and connected in parallel to the plurality of plenums 10.
As illustrated in fig. 2, a plurality of gas cells 10 are connected in parallel to a plurality of auxiliary lines LS1 to form at least one group, and each of the plurality of auxiliary lines LS1 may have a flow meter 24 and a second valve 25.
The second valve 25 is used to control the flow rate of air supplied from the auxiliary line SL1 to the parallel line SL2, and may be disposed downstream of the flow meter 24 on the auxiliary line LS 1.
Further, as in the plurality of auxiliary lines LS1, each of the plurality of parallel lines SL2 may have a flow meter (not shown) and a third valve 26.
In this embodiment, each of the second valve 25 and the third valve 26 may comprise an electronically controlled valve (not shown).
The air lubrication system according to the embodiment may further include an overboard discharge line L4 branched from the main air supply line L1 and adapted to discharge the compressed air from the hull instead of supplying the compressed air to the plurality of air cells 10, and a discharge valve 27 disposed on the overboard discharge line L4.
As depicted in fig. 2, overboard discharge line L4 may be disposed upstream of the plurality of gas cells 10. Preferably, the overboard discharge line L4 is disposed downstream of the air cooler 23 on the main air supply line L1.
According to this embodiment, when the ship is berthed or turns, the discharge valve 27 may be controlled to discharge the compressed air to the outside of the hull, that is, to the atmosphere, instead of supplying the compressed air to the plurality of air chambers 10.
The air lubrication system according to the embodiment may reduce frictional resistance during sailing of the ship by injecting compressed air to the bottom surface of the ship, and may reduce power consumption by reducing the operation time of the air compressor 21 by supplying at least part of the scavenging air to the plurality of air cells instead of supplying all the scavenging air to the main engine ME.
In addition, the scavenging valve 30 is disposed on a scavenging bypass line branched from the scavenging supply line to open or close the scavenging bypass line as needed, thereby not only protecting the main engine but also minimizing inefficient operation.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the utility model has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims (7)

1. An air lubrication system for a marine vessel adapted to reduce frictional resistance applied to a hull of the marine vessel during navigation of the marine vessel, the air lubrication system comprising:
a plurality of air chambers disposed on the hull; and
a main air supply line adapted to supply compressed air to the plurality of air cells,
wherein at least part of the scavenging air to be supplied to the main engine is supplied to the plurality of air cells.
2. The air lubrication system for a marine vessel as claimed in claim 1, wherein said marine vessel has: a turbocharger that compresses the drawn air using exhaust gas discharged from the main engine; and a scavenging air supply line connecting the turbocharger to the main engine to supply the compressed air as scavenging air of the main engine; and also includes a scavenging bypass line branching from the scavenging air supply line and connected to the main air supply line.
3. The air lubrication system for a marine vessel as claimed in claim 2, further comprising:
an air cooler disposed on the main air supply line and cooling air supplied to the plurality of plenums,
wherein the scavenge bypass line is disposed upstream of the air cooler on the main air supply line.
4. The air lubrication system for a marine vessel as claimed in claim 2, further comprising:
an air compressor disposed on the main air supply line upstream of a connection point of the scavenge bypass line to the main air supply line and generating the compressed air; and
a first valve disposed between the air compressor and the connection point of the scavenge bypass line to the main air supply line.
5. The air lubrication system for a marine vessel according to claim 2, wherein said scavenging air supply line has: a cooler that cools the air compressed by the turbocharger; and a scavenge air receiver disposed downstream of the cooler and storing the scavenge air,
the scavenging bypass line branches between the cooler and the scavenging receiver.
6. The air lubrication system for a marine vessel as claimed in claim 2, further comprising:
a scavenging valve disposed on the scavenging bypass line and controlling supply of the scavenging air to the main air supply line.
7. The air lubrication system for a marine vessel as claimed in claim 1, further comprising:
an overboard discharge line branching from the main air supply line and adapted to discharge the compressed air from the ship instead of supplying the compressed air to the plurality of air cells; and
a discharge valve disposed on the overboard discharge line.
CN202121620933.2U 2020-07-24 2021-07-16 Air lubrication system for ship Active CN216153973U (en)

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KR1020200092171A KR20220013105A (en) 2020-07-24 2020-07-24 Air lubrication system of ship
KR10-2020-0092171 2020-07-24

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CN202110806158.8A Pending CN113968304A (en) 2020-07-24 2021-07-16 Air lubrication system for ship

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Address after: 3370 Juti Road, Juji City, Gyeongsangnam do, South Korea

Patentee after: Hanhua Ocean Co.,Ltd.

Address before: 3370 Juti Road, Juji City, Gyeongsangnam do, South Korea

Patentee before: DAEWOO SHIPBUILDING & MARINE ENGINEERING Co.,Ltd.