EP2616330B1 - Schiff mit lüftungseinrichtung - Google Patents

Schiff mit lüftungseinrichtung Download PDF

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Publication number
EP2616330B1
EP2616330B1 EP11754370.2A EP11754370A EP2616330B1 EP 2616330 B1 EP2616330 B1 EP 2616330B1 EP 11754370 A EP11754370 A EP 11754370A EP 2616330 B1 EP2616330 B1 EP 2616330B1
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EP
European Patent Office
Prior art keywords
ship
air inlet
air
channel
ship according
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
EP11754370.2A
Other languages
German (de)
English (en)
French (fr)
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EP2616330A1 (de
Inventor
Rolf Rohden
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.)
Wobben Properties GmbH
Original Assignee
Wobben Properties GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Wobben Properties GmbH filed Critical Wobben Properties GmbH
Publication of EP2616330A1 publication Critical patent/EP2616330A1/de
Application granted granted Critical
Publication of EP2616330B1 publication Critical patent/EP2616330B1/de
Active legal-status Critical Current
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Classifications

    • 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
    • B63J2/02—Ventilation; Air-conditioning
    • B63J2/08—Ventilation; Air-conditioning of holds

Definitions

  • the invention relates to a ship with at least one cargo space and at least one ventilation device for ventilating the cargo space, which has at least one air inlet and at least one air outlet connected to the air inlet by means of a duct.
  • the invention relates to a ventilation device for a ship.
  • GB 2 007 819 A shows a ship according to the preamble of claim 1.
  • Object of the present invention is therefore to provide a ship with an improved ventilation device.
  • the present invention solves the problem in a ship of the type mentioned with the features of claim 1.
  • the air needed to ventilate a hold is directed through an air inlet into a ventilation duct.
  • This channel has a portion which is located above the air inlet.
  • the section is arranged at an upright position of the ship substantially above the air inlet. So it is according to the invention for rainwater almost impossible to get through the ventilation device in the hold. This is also made considerably more difficult for splash water since it first has to pass through the section of the channel rising from the air inlet.
  • the channel can be any type of channel here. In particular, it is irrelevant whether the channel has the same cross-section in each section. Also, it is not limited to a cross-sectional geometry. If the ship has more than one of these ventilation devices, it is also according to the invention to design the corresponding channels differently. This is advantageous because the structural environmental conditions or even the ventilation tasks can vary within a ship.
  • a ventilation device preferably has a plurality of air inlets and a plurality of air outlets. For example, it is possible to take in air from two smaller air inlets into the sewer and discharge it through the air outlets at various points in the ship. Furthermore, it is preferred that the channel has an air inlet and a plurality of air outlets. In an alternative embodiment, the channel has only one air inlet and one air outlet.
  • At least one air inlet is arranged in a lateral outer section of the ship.
  • At least one air inlet is arranged in a lateral outer section of the ship.
  • the cargo can be stowed more efficiently on the deck surface.
  • the air inlet in a section as far away from the water surface as possible.
  • the portion located above the air inlet is preferably located inside the vessel.
  • the section located above the air inlet is arranged outside the ship. Outside means here that the channel runs over deck.
  • the lateral arrangement of the entry of water, especially rainwater is considerably more difficult. It is not necessary to provide a lid or the like.
  • the channel is, for example screwed from the inside to the outer wall of the ship, welded or the like, extends through the ship's wall to the outside, or receives in another way access to ambient air.
  • the ship's wall preferably has an opening.
  • the air inlet is additionally protected with a grid or similar device.
  • the outer wall forms the grid by a plurality of holes is introduced into the outer wall, so that the air can pass through the holes into the channel.
  • the air outlet (s) are arranged in a duct section of the duct, which extends from the section located above the air inlet from falling.
  • the manhole section is arranged so that the air used for ventilation reaches the appropriate hold.
  • the shaft section runs essentially falling, advantageously substantially perpendicular.
  • the manhole section is arranged, viewed from the air inlet, after the section arranged above the air inlet. So it is almost impossible that water enters the shaft section and through this in the hold.
  • the shaft section does not have to be steadily falling in the mathematical sense. It is quite according to the invention the snake-shaped section, for example, S-shaped, or to lead in another way. It is also according to the invention that the channel has branches.
  • the manhole section is at least partially disposed in or adjacent to the at least one cargo space, and the one or more air outlets open into the at least one cargo space.
  • the air outlets open into the cargo compartment and thus allow ventilation.
  • the air outlets open flush with the load compartment.
  • the mouth can be designed in various ways.
  • the shaft section is guided laterally next to the loading space or in a ceiling of a loading space.
  • the ship has a main deck and the channel is at least partially disposed above the main deck.
  • the main deck is located between the outer wall of the ship and the opening of the cargo hold.
  • the section located above the air inlet is additionally further spaced from the air inlet than in an embodiment in which the section is guided below the main deck. This leads to a further increased security against water ingress into the canal.
  • a hatch coaming is arranged between the main deck and the hold so that the section located above the air inlet lies above the hatch cover or leads through it.
  • a hatch hatch provides additional protection against water entering the hold. If the section arranged above the air inlet is arranged as described, it is further spaced from the air inlet and thus better protects against ingress of water.
  • the manhole section then extends from the hatch veil to or in the loading space.
  • the hatch hatch is not interrupted at any point and effectively protects against ingress of water.
  • the channel is substantially formed in accordance with an inverted U corresponding.
  • the arcuate section of the U represents the section arranged above the air inlet.
  • One leg of the U opens into the at least one air inlet while the other leg opens into the at least one air outlet. It is not necessary that the legs have the same length. It is even advantageous to provide different lengths, so that the arrangement of the air outlets or below the at least one air inlet is possible.
  • the shape is only essentially equivalent to a U. Alternatively, it is also designed similar to an inverted V or an inverted W. These forms are to be provided depending on the structural environmental conditions and ventilation tasks.
  • the channel is guided in an arcade over the main deck.
  • the ventilation device has means for conveying the air between the at least one air inlet and the at least one air outlet.
  • these means include, for example, fluid energy machines, in particular turbomachines, such as propellers, fans, turbines or pumps.
  • turbomachines such as propellers, fans, turbines or pumps.
  • the ship has a plurality of air outlets and the means for conveying the air are adapted to each independently convey air to the air outlets.
  • the means for conveying the air on automatic actuators, which automatically provide ventilation or venting of the cargo space.
  • the control of the ventilation device is then operated by the bridge, by a machine room or another control room.
  • these means are provided with special timers, so that takes place at regular intervals ventilation.
  • the ventilation device has means for conditioning the air.
  • the air is, for example, influenced physically, chemically or physiologically in accordance with any requirements. This includes, for example: heating, cooling, drying, moistening, desalting, desulfurizing, filtering, purifying, oxygenating, enriching with other gases or substances, cleaning toxic, etc.
  • these means are automated to operate.
  • the means then preferably have detection devices or the like. This is particularly advantageous if toxic substances are loaded in the hold and the air that is discharged from the hold must be cleaned accordingly.
  • the ventilation device has means for removing water from the shaft.
  • the channel and / or the air inlet and / or the air outlet are reversibly closed.
  • the channel and / or the air inlet and / or air outlets are reversibly closed, several advantages are achieved.
  • a closure in case of any ingress of water, for example by a ship damage or by very high seas is advantageous.
  • the closure devices also have detection devices, so that the closure of the channel takes place automatically in the event of water ingress. If the high seas, which led to a water ingress subsided, it is possible to reopen the channels and / or air inlets and / or air outlets.
  • closure devices for example, flaps are preferably used, which are folded in front of the outlets.
  • horizontal or vertical bulkheads are to be provided.
  • apertures are to be provided in the manner of an optical aperture or pivotable closure disks in the manner of a keyhole cover.
  • the channel has one or more accesses.
  • the accesses serve to carry out maintenance and / or repairs or the like on the ventilation device.
  • the entrances have different sizes. Alternatively, all accesses are made essentially identical.
  • the entrances can be very small, so that a human hand can go through, or be made larger, so that they correspond to manholes and allow an inspection of the canal.
  • the entrances are advantageously watertight and airtight to close. Alternatively, they are designed hatches, doors or the like.
  • a conductor is arranged in or on the channel.
  • the conductor is arranged substantially along an axial direction of extension of the channel. In an alternative, it is arranged on a wall portion adjacent to the channel, so that even out of reach of a ground accesses are easily accessible.
  • this embodiment of the invention in which the conductor is arranged in the channel, in combination with access to the channel, which is designed as a manhole. So it is possible to use the channel as an emergency exit. The safety of the ship according to the invention is thereby advantageously influenced.
  • the boundaries of the channel are integrated into walls of the ship, so that the channel and an interior or exterior of the ship have common walls.
  • the channel runs along a ship's wall, it is advantageous according to the invention to integrate the channel into the wall and not only to arrange it next to the wall. By then a ship's wall simultaneously forms a lateral boundary of the channel, material and weight is saved.
  • the main deck of the ship has a substantially closed cover, which merges into the outer wall of the ship.
  • the incoming wind is better dissipated by the ship.
  • This is particularly advantageous when the ship is designed as a sailing ship, for example with sail, Flettner or Magnus rotors.
  • the cover closes flush with the cargo space opening and then goes arcuately into the ship's wall. All transitions advantageously have no edges or angular bulges in order not to negatively influence a flow.
  • the cargo space opening is advantageously arranged so far above the main deck that people can move upright on the main deck.
  • the channel is arranged within the outer wall of the ship.
  • access openings are made in the channel, which is guided over the main deck, so that the channel is easily accessible from the main deck.
  • the ship is designed as a double-walled ship with an outer and an inner wall, and the section of the channel extending from the air inlet to the section located above the air inlet is arranged on the outer wall, and the shaft Section of the channel is arranged on the inner wall.
  • the portion of the channel extending from the air inlet to the portion located above the air inlet is preferably located on the outer wall.
  • the manhole section preferably on the inner wall. This has the advantage in the event of a possible leakage of the outer hull wall that the shaft section is not damaged and that no water penetrates through the ventilation device into the cargo space. Furthermore, such an arrangement is advantageous, since this significantly facilitates the introduction of multiple air inlets and outlets.
  • a ventilation device in other ships.
  • the use of a ventilation device described above is not only at Ships of the type mentioned advantageous, but also in other cargo ships, container ships and mixed cargo ships.
  • FIG. 1 illustrated ship 1 has four Magnus rotors 10 and a propeller 105 as a drive. Magnus rotors are also referred to as Flettner rotors or sail rotors. These are arranged in a rectangle substantially at the four corners of the cargo space. Further, the bridge 100 is disposed in a front portion of the ship. On the deck 101, which is closed with a cover 30, two cranes 103, 104 are arranged. The ship 1 has in this embodiment on the port side a plurality (here 19 pieces shown) ventilation devices 11 (only one provided with reference numerals). In a lateral outer portion 29 of the air inlet 21 is positioned.
  • the ship 1 has in the first embodiment ( Fig. 2 ) to a cargo space, which is divided into two superposed cargo spaces 5, 6.
  • the holds 5, 6 are separated by a bottom plate 50 of the loading space 5.
  • the two cargo spaces 5, 6 are substantially airtight to each other.
  • the air outlet 25 discharges into the loading space 6, the air outlet 27 accordingly into the loading space 5.
  • the air outlets 25, 27 are connected to the air inlet 21 via the channel 13.
  • the channel 13 is partially guided above the main deck 31.
  • the channel 13 has three sections: a section 17 arranged above the air inlet 21, a section 15 which connects the air inlet 21 with the section 17 arranged above the air inlet 21, and a shaft section 19, which extends from the above the air inlet 21 arranged portion 17 from falling.
  • the channel 13 is similar to an inverted U, wherein the one leg is designed to be substantially longer than the other leg.
  • the air inlet 21 is located slightly below the main (main) deck 31. In the vicinity of this air inlet 21, an access 49 to the channel 13 is arranged.
  • the channel 13 does not terminate directly below the air inlet 21, but is led down a little further.
  • a pump 45 is disposed in the channel 13. By means of this pump, any type of water, which has passed through the air inlet 21 into the channel 13, for example, be removed.
  • the channel 13 also has an access 51 in the shaft section 19. Through this access 51, the air outlets 25, 27 can be reached.
  • the opening of the loading space 5 is in this embodiment ( Fig. 2 ) surrounded by a hatch hull 33.
  • the main deck 31 extends around the cargo space 5 between outer wall 2 and hatch 33.
  • the channel 13 is guided to the upper edge of the hatch 33 and leads from there falling in the direction of the holds 5, 6.
  • the main deck 31 and the loading space. 5 are covered with a cover 30.
  • the channel 13 is arranged inside this cover. That is, it runs on the inside of the outer wall 2 or cover 30, to the hatch 33 and from there falling in the direction of holds 5, 6.
  • the channel 13 spans the main deck 31 arcade-shaped.
  • the ship 1 is here ( Fig. 2-4 ) as a double-walled ship. It has an outer wall 2 and an inner wall 3. Between these walls, the ballast tank 4 is arranged, which serves to increase the stability of the ship 1 at sea.
  • the section 15 is in each case arranged on the outer wall 2 ( Fig. 2 ), while the shaft portion 19 is disposed on the inner wall.
  • the ship 1 In the embodiment shown in FIG Fig. 3 is shown, the ship 1 three superimposed cargo spaces 5, 6, 7, which are separated by the bottom plates 50, 60 from each other. In addition, the ship 1 below the cover 30 on a weather deck 9, which is exposed when the cover 30 is open. This cover 30 helps to direct incoming wind to the Magnus rotors 10 (FIG. Fig. 1 ). The cover 30 goes into the outer wall 2 of the ship 1 over.
  • the transition 32 is smooth and formed without edges or projections.
  • the ventilation device 11 has a channel 13 which is U-shaped.
  • the air inlet 21 is arranged here at the level of the main deck 31. This allows better access.
  • a ventilation device 11 supplies only the two holds 6, 7.
  • a separate ventilation device is provided (not shown).
  • the cargo space 5 is vented via the weather deck (not shown).
  • the ship 1 is double-walled with an inner wall 3 and an outer wall 2.
  • the ballast tank 4 encloses the holds 5, 6, 7 from below and is arranged between the two walls 2, 3.
  • Fig. 4 shows a further embodiment.
  • the shape and arrangement of the ventilation device 11 is substantially similar to that of the previous embodiments in the Figures 2 and 3 ,
  • the ship 1 four superposed cargo spaces 5, 6, 7, 8, which are separated from each other by the bottom plates 50, 60, 70.
  • the ventilation device 11 has an air inlet 21 and for the top three cargo space an air outlet 23, 25, 27.
  • the lowermost cargo space 8 can be aerated and vented via a further ventilation device (not shown).
  • Fans 35, 37, 39, 41 are arranged in a throughflow section of the air inlets and outlets. They serve to create a flow in the channel 13.
  • a fan 42 is arranged, which further supports the generation of the flow.
  • a heating element 43 is arranged. This serves to heat the channel 13 by flowing air. This is advantageous if the temperature of the outside air is low, but the charge in the holds 5, 6, 7 is to be transported, for example, at room temperature.
  • the air inlet 21 is in the embodiment in Fig. 4 provided with a louver grid 46. This protects the channel 13 from water ingress, in particular spray water. If it should come to a water entry, for example, by high seas, this flows through the drain 47 again from the channel 13 into the sea.
  • the louver grid 46 can also serve to close the air inlet 41 by the lamellae are folded in front of them.
  • the channel 13 ( Fig. 4 ) three approaches 49, 51, 53 arranged.
  • the accesses 49 and 51 are thereby reachable from the main deck 31, access 53 correspondingly from the loading space 7.
  • a conductor 55 is disposed within the channel 13. So the channel can also be used as an emergency exit. For this purpose, it is advantageous at least to perform the accesses 51, 53 as manholes.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Ventilation (AREA)
  • Specific Sealing Or Ventilating Devices For Doors And Windows (AREA)
  • Duct Arrangements (AREA)
  • Details Of Rigid Or Semi-Rigid Containers (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Body Structure For Vehicles (AREA)
EP11754370.2A 2010-09-16 2011-09-06 Schiff mit lüftungseinrichtung Active EP2616330B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010040913A DE102010040913B4 (de) 2010-09-16 2010-09-16 Schiff mit Lüftungseinrichtung
PCT/EP2011/065355 WO2012034898A1 (de) 2010-09-16 2011-09-06 Schiff mit lüftungseinrichtung

Publications (2)

Publication Number Publication Date
EP2616330A1 EP2616330A1 (de) 2013-07-24
EP2616330B1 true EP2616330B1 (de) 2017-07-12

Family

ID=44583036

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11754370.2A Active EP2616330B1 (de) 2010-09-16 2011-09-06 Schiff mit lüftungseinrichtung

Country Status (12)

Country Link
US (1) US9016223B2 (pt)
EP (1) EP2616330B1 (pt)
JP (1) JP5629383B2 (pt)
KR (1) KR101498586B1 (pt)
CN (1) CN103108802B (pt)
CA (1) CA2811460C (pt)
DE (1) DE102010040913B4 (pt)
DK (1) DK2616330T3 (pt)
ES (1) ES2637073T3 (pt)
PT (1) PT2616330T (pt)
TW (1) TWI443043B (pt)
WO (1) WO2012034898A1 (pt)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103332286B (zh) * 2013-05-29 2015-12-09 上海船舶研究设计院 一种客滚船货舱的通风系统
JP2015205604A (ja) * 2014-04-21 2015-11-19 三井造船株式会社 ソーラーパネル搭載ハッチカバー
JP2016203765A (ja) * 2015-04-21 2016-12-08 川崎重工業株式会社 自動車運搬船
DE202015103424U1 (de) 2015-06-30 2015-07-15 TECHNOLOG GmbH Handels- und Beteiligungsgesellschaft für Technologie Schiff
CN105083519B (zh) * 2015-09-11 2017-05-03 上海船舶研究设计院 一种船舶的新风净化系统
FR3042472B1 (fr) * 2015-10-16 2018-09-07 Pascal Coriton Engin flottant
JP6692207B2 (ja) * 2016-04-27 2020-05-13 三菱造船株式会社 船舶
CN107444604A (zh) * 2017-05-24 2017-12-08 广船国际有限公司 一种空调系统及包含该空调系统的船舶
CN114435577B (zh) * 2021-12-21 2023-04-07 南通海国机械有限公司 一种船舶用消音可拆式通风筒
CN115092317A (zh) * 2022-07-15 2022-09-23 中船黄埔文冲船舶有限公司 一种船舶油舱透气系统
CN118665698A (zh) * 2024-08-23 2024-09-20 威海昱霖船舶技术有限公司 一种船舶休息室专用通风设备

Citations (1)

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Publication number Priority date Publication date Assignee Title
CN1660666A (zh) * 2004-02-25 2005-08-31 三菱重工业株式会社 船用空气调节装置

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DE17996C (de) * TH. UTLEY in Liverpool Neuerungen in der Anordnung und Ventilation von Viehställen auf Schiffen
DE1215895B (de) 1958-10-08 1966-05-05 Svenska Flaektfabriken Ab Klimaanlage fuer Lagerraeume
NL6610386A (pt) 1965-07-26 1967-01-27
US4112645A (en) * 1977-03-16 1978-09-12 Frederick Dale Greenfield Porthole arrangement
DE2747914A1 (de) * 1977-10-26 1979-05-10 Gruenzweig & Hartmann Montage Kuehlvorrichtung fuer schiffsladeraeume
JPS612157Y2 (pt) * 1979-05-15 1986-01-23
JPS55165900A (en) 1979-06-11 1980-12-24 Komatsu Mfg Co Ltd Pallet centering device
JPS6073699U (ja) 1983-10-28 1985-05-23 日本鋼管株式会社 船舶における貨物倉内通風口の開閉装置
SE455857B (sv) 1986-09-16 1988-08-15 Stal Refrigeration Ab Friskluftsystem for lastkylanleggningar i fartyg
GB2252948B (en) * 1991-02-20 1994-11-30 Rolls Royce Plc Gas turbine powered ship
JPH04122293U (ja) 1991-04-18 1992-11-02 株式会社新来島どつく 車両艙の通風採光用開口
US6105525A (en) * 1995-10-04 2000-08-22 Rapeli; Pekka Unit cargo ship
JP3597481B2 (ja) * 2001-03-14 2004-12-08 住友重機械工業株式会社 船舶における機関室への通風装置
JP4401891B2 (ja) 2004-07-29 2010-01-20 株式会社 商船三井 船舶
DE102005028447B4 (de) 2005-06-17 2009-12-17 Wobben, Aloys Schiff

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Also Published As

Publication number Publication date
DK2616330T3 (en) 2017-09-04
ES2637073T8 (es) 2017-10-26
DE102010040913B4 (de) 2013-02-28
TWI443043B (zh) 2014-07-01
KR20130055018A (ko) 2013-05-27
EP2616330A1 (de) 2013-07-24
US20130220199A1 (en) 2013-08-29
CA2811460A1 (en) 2012-03-22
US9016223B2 (en) 2015-04-28
KR101498586B1 (ko) 2015-03-04
PT2616330T (pt) 2017-10-23
CN103108802B (zh) 2016-08-10
JP2013537140A (ja) 2013-09-30
JP5629383B2 (ja) 2014-11-19
CA2811460C (en) 2017-01-03
DE102010040913A1 (de) 2012-03-22
CN103108802A (zh) 2013-05-15
WO2012034898A1 (de) 2012-03-22
TW201221419A (en) 2012-06-01
ES2637073T3 (es) 2017-10-10

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