KR102327625B1 - Ship - Google Patents

Abstract

A ship according to an embodiment of the present invention, in a carrier for loading cargo and delivering from a departure point to a destination, a central portion having a cross section of a certain size and shape is the same back and forth by a certain length along the longitudinal direction; a bow portion provided in front of the central portion; a stern portion provided at the rear of the central portion; It is provided on at least one of the bow portion or the stern portion, and is provided to protrude in the left and right direction, and it is characterized in that it includes a shoulder portion implementing an ice breaking function.

Description

ship {SHIP}

The present invention relates to a ship.

In general, a ship as a carrier carrying ore, crude oil, containers, etc., moves forward using the flow of fluid generated when a propeller attached to the stern of the ship rotates. At this time, a rudder or a pod may be attached to the rear of the propeller, and the sailing direction may be changed by adjusting the flow direction of the fluid by adjusting the rudder/pod.

Since such a vessel floats on the waterline and sails, it receives wave resistance due to waves, etc. as well as frictional resistance due to sea water. At this time, wave resistance, etc. occurs differently depending on the bow alignment, and it can be said that the influence of the wave resistance of the ship on the total resistance is greater due to the waves during voyage.

Therefore, when a ship is made of a carrier, efforts to improve operation efficiency such as reducing wave resistance or changing the structure of a propulsion device or improving cargo loading capacity are continuously being made.

On the other hand, carriers are also operated in polar regions due to diversification of routes. As mentioned above, carriers are generally structurally improved for operational efficiency, etc., but structural improvement for polar navigation is also required.

The present invention was created to improve the prior art, and an object of the present invention is to minimize the negative impact on operational efficiency when a ship composed of a carrier is sailing on an ice-free sea while operating in an ice polar region. It is to provide a ship in which a turning function can be easily made.

A ship according to an embodiment of the present invention, in a carrier for loading cargo and delivering from a departure point to a destination, a central portion having a cross section of a certain size and shape is the same back and forth by a certain length along the longitudinal direction; a bow portion provided in front of the central portion; a stern portion provided at the rear of the central portion; It is provided on at least one of the bow portion or the stern portion, and is provided to protrude in the left and right direction, and it is characterized in that it includes a shoulder portion implementing an ice breaking function.

Specifically, the shoulder portion may protrude within a range not exceeding the width of the central portion.

Specifically, the shoulder portion may include a first protrusion parallel to the side surface of the central portion; and a second protrusion that is continuous with the first protrusion and is provided on the stern or bow side in the first protrusion.

Specifically, the rate of increase of the degree of protruding from the left and right from the bow or the stern part to the adjacent to the second protrusion from the first protrusion is, from the second protrusion to the first protrusion in the bow or the stern part. It may be small compared to the increase rate of the degree of protrusion left and right.

Specifically, the shoulder portion has a point that is bent or bent once from the top to the bottom, and the closer the point is from the top to the top based on the point, the greater the rate of increase in the degree of protruding from the left and right from the bow or the stern portion is , It may be smaller than the increase rate of the degree of protruding from the left and right from the bow portion or the stern portion closer to the point from the bottom from the bottom with respect to the point.

Specifically, the shoulder portion is provided in the bow portion, and may be provided between sections 13 to 18 when the vessel is divided into 20 sections.

Specifically, the shoulder portion is provided on the stern portion, and may be provided between sections 2 to 7 when dividing the vessel into 20 sections.

Specifically, the shoulder part is provided at a position exposed above the sea water during Hangzhou in an ice-free sea, and the lower line connecting the lower point in Hangzhou in an ice-free sea is in preparation for the bottom of the ship as it goes from the point in contact with the ice first to the upper part. It may be further spaced apart to form a curved shape.

The ship according to the present invention can be easily berthed while providing a shoulder portion on the outside of a ship made of a carrier, and can easily make icebreaking and turning on its own in an icy sea, so that the operation of the ship can be made effectively.

1A is a view showing a bottom surface of a ship according to an embodiment of the present invention.
FIG. 1B is an enlarged view of the protrusion A of FIG. 1A .
2 is a view showing a bow region of a ship according to an embodiment of the present invention.
Figure 3 is a view showing the stern area of the ship according to an embodiment of the present invention.
4 is a view showing a front part of the bow of the ship according to an embodiment of the present invention.
5 is a view showing an area in which seawater and ice are located by waves in the front of the bow of a ship according to an embodiment of the present invention.
6 is a view showing the difference in the ice breaking function when sailing in the bow direction and the ice breaking function when turning in the bow direction.
7 is a view showing an improved state of the ship according to the embodiment of the present invention compared to the conventional ship.
8 is a view showing another type of shoulder portion of a ship according to an embodiment of the present invention.
9 is a view showing a conventional ship.

The objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments taken in conjunction with the accompanying drawings. In the present specification, in adding reference numbers to the components of each drawing, it should be noted that only the same components are given the same number as possible even though they are indicated on different drawings. In addition, in describing the present invention, if it is determined that a detailed description of a related known technology may unnecessarily obscure the subject matter of the present invention, the detailed description thereof will be omitted.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a view showing a bottom surface and a protrusion of a ship according to an embodiment of the present invention, FIG. 2 is a view showing a bow region of a ship according to an embodiment of the present invention, and FIGS. 3 to 4 are this view It is a view showing the front of the stern part of the ship according to an embodiment of the present invention, and Figure 5 is a view showing an area where ice is located in the front of the stern part of the ship according to an embodiment of the present invention.

And Figure 6 is a view showing the difference in the ice breaking function, Figure 7 is a view showing an improved state of the ship according to the embodiment of the present invention compared to the conventional ship.

8 is a view showing another type of shoulder portion of a ship according to an embodiment of the present invention.

9 is a view showing a conventional ship.

1 to 8 , unlike the conventional ship shown in FIG. 9 , the ship 100 according to an embodiment of the present invention consists of a carrier that loads cargo and delivers it from a departure point to a destination, unlike an icebreaker. Can be, the bow may decrease in width toward the end for operational efficiency, and may include a central portion 111 , a bow portion 112 , a stern portion 113 , and a shoulder portion 130 .

1A and 8, the central part 111 is provided in the central region of the ship 100, and the cross-sectional area changes with respect to the vertical cut surface in the left and right direction. The bow 112 and the stern part 113 and Alternatively, a cross section of a predetermined size and shape may be the same back and forth by a predetermined length along the longitudinal direction. Therefore, the central portion 111 may be made to have the same/similar cross-sectional area and shape in the front and rear while the vertical cut surface in the left and right direction is approximately rectangular (each left and right corners of the ship bottom may be curved).

Various facilities necessary for the operation of the vessel 100 may be provided on the central portion 111 . However, the description of the central part 111 is divided to explain the position of the shoulder part 130 provided on the stern part 113 and/or the bow part 112, and the central part 111 is the stern part 113. , Since it is integrally connected with the bow 112 to form one vessel 100, it is of course not limited to the above.

The bow portion 112 may be provided in front of the central portion 111 to form a bow region of the ship 100 .

Here, the bow 112 may have a structure in which the left and right width (cross-sectional area) is gradually reduced from the area adjacent to the central part 111 to the end of the bow, unlike the central part 111, which is the front when the vessel 100 sails. In order to reduce the resistance by seawater in the bow 112 located in the, well-known techniques can be applied.

And in the bow 112, various facilities and facilities such as anchors may be disposed on the upper side based on the upper deck, and storage space such as a cargo hold and a bosun store (not shown) in the lower side is provided. can be formed.

The stern part 113 may be provided in the rear of the central part 111 to form a stern region of the ship 100 .

The stern part 113 may also change in cross-sectional area, but unlike the bow part 112, it may have a structure that is easy to install, such as a propulsion device (not shown). And the propulsion device, a method of mounting a propeller and a rudder and a method of arranging a pod thruster (propeller and a pod) may be applied.

At this time, the method of disposing the pod thruster can improve the steering ability of the vessel because the minimum turning radius of the vessel is smaller than the method of disposing the rudder. However, the present invention is not limited thereto.

In addition, the stern portion 113 may have a cargo hold and an engine room formed therein, which will be omitted in lieu of a known technique.

Referring to FIGS. 1 and 8 , the shoulder part 130 may be provided on the bow part 112 and/or the stern part 113 , and is provided to protrude in the left and right directions, when the ship 100 made of a carrier is operated. A separate icebreaker is not operated, and the icebreaking function can be implemented by itself.

For example, the shoulder portion 130 may be provided on the bow portion 112, and when dividing the vessel 100 from the bow to the stern into 20 sections (can be equally divided), sections 13 to 18 are provided. It may be, and preferably, it may be provided between sections 14 to 17, which, unlike the central portion 111, is a region in which the shape is changed and may be a region in which the width is narrowed like the bow portion 112.

On the other hand, the shoulder portion 130 may be provided in the stern portion 113, and at this time, it may be provided between sections 2 to 7 when the ship 100 is divided into 20 sections from the bow to the stern, preferably may be provided in sections 3 to 5.

Of course, the shoulder portion 130 may be provided on any one or both of the bow portion 112 and the stern portion 113 .

Here, the shoulder portion 130 is provided on the bow portion 112 or the stern portion 113 having a smaller width than the central portion 111 , and may protrude within a range not exceeding the width of the central portion 111 . Accordingly, even if the shoulder portion 130 is provided on the outside of the ship 100 to achieve the function of ice breaking, it functions as a carrier and does not adversely affect the approach of the rock wall by the shoulder portion 130 when anchored in a port / rock wall, etc. It can be made available for docking.

In addition, the shoulder unit 130 may be provided at a position where at least a portion is exposed above seawater when sailing in an ice-free sea to break ice located on seawater, and as shown in FIG. 5 , ice (I ) may be provided in contact with the region in which it is formed.

The shoulder 130 may include a first protrusion 131 and a second protrusion 132, as shown in FIG. 1 , and the first protrusion 131 and the second protrusion 132 protrude. The degree of increase may be different, so it may have a bending/bending point, but the degree of protrusion may be different, but it may be continuously connected to each other to form a single shoulder part 130, and the degree of protrusion based on the front and rear for convenience of understanding was divided based on the boundary line with different growth rates.

However, according to the variation of the embodiment, since the shoulder part 130 may be separated into one or more, various modifications are possible as the first protrusion 131 and the second protrusion 132 may be discontinuously formed.

Specifically, the first protrusion 131 of the shoulder part 130 may be parallel to the side surface of the central part 111 as shown in FIG. 1 . Here, the bow portion 112 or the stern portion 113 in which the first protrusion 131 is provided has a reduced width compared to the central portion 111. It may protrude in comparison with the width of the bow 112 or the stern 113 .

Therefore, when the bow 112 or the stern 113 collides with ice, the shoulder 130 breaks the ice, so that the central part 111, which has the largest width in the ship 100, reduces operating resistance due to ice. can do.

In addition, the second protrusion 132 of the shoulder portion 130 is continuous with the first protrusion 131 and from the first protrusion 131 to the stern (when provided in the stern 113) or the bow (to the bow 112). provided) side, the second protrusion 132 may collide with ice before the first protrusion 131 to have a structure optimized for the ice breaking function.

As an example, referring to FIG. 1B , the closer the second protrusion 132 to the first protrusion 131, the more the rate of increase in the degree of protrusion left and right from the bow 112 (or the stern 113) is the second protrusion ( In 132), the closer to the first protrusion 131, the smaller the increase rate of the degree of protrusion from side to side in the bow portion 112 (or the stern portion 113).

Therefore, based on the boundary between the first protrusion 131 and the second protrusion 132 , the rate of increase in the degree to which the first protrusion 131 protrudes toward the boundary is determined by the second protrusion 132 that first contacts the ice. It may be made smaller than the increase rate of the degree of protrusion toward the .

For example, if the ice is not sufficiently broken when the bow 112 collides with ice in the course of sailing of the vessel 100, the vessel 100 rides on the ice and the bow 112 may be positioned on top of the ice. Since the shoulder portion 130 is provided in parallel with the central portion 111 in the bow 112 in front of the central portion 111 to achieve an ice breaking function, it is possible to prevent the bow 112 from going up on the ice.

That is, as shown in FIG. 6 (a), the conventional ship lacks ice breaking ability near the shoulder part 130 of the bow part 112 and the stern part 113, so a narrow icebreaking channel is created. It may be difficult to operate because the ice resistance is high, but in this embodiment, as shown in FIG. 6 (b), ice breaking performance is improved along with the creation of a wide icebreaking channel The resistance may be reduced, and since the ice breaking ability may be improved in the shoulder part 130 of the bow 112 and the stern part 113 that come into contact with the ice when the ship turns, the ice turning ability may be improved. (See Fig. 5 (c)).

However, the protrusion ratio of the first protrusion part 131 and the second protrusion part 132 may be made in a modified example different from the above embodiment, so that the protrusion ratio of the first protrusion part 131 and the second protrusion part 132 is different from each other. It may also be made similarly, as shown in FIG. 8 (which may be a ship in which a pod is provided, but is not limited thereto), the degree of protrusion of the first protrusion 131 and the second protrusion 132 is a gentle curve It may be made to be made of a structure.

And in this embodiment, while a difference in the degree of protrusion in the front-rear direction like the first protrusion 131 and the second protrusion 132 is provided, a difference in the protrusion degree in the vertical direction as follows is formed. may be

That is, in this embodiment, as the degree of protrusion outward from the hull may have a different increase rate depending on the position in the front-rear direction, and the increase rate may be formed differently depending on the position in the vertical and longitudinal direction, three-dimensional for the improvement of the ice-breaking function. can be improved with

Here, the vessel 100 shown in Figs. 2 to 5 (may be a technology applied to both the embodiments of Figs. 1 and 8, in this case, Fig. 1 may be a vessel in which a rudder is provided, and Fig. 8 is a pod may be a vessel provided), for convenience of understanding, a portion of the region in which the shape is deformed in comparison with the prior art is shown in the form of a plurality of cut surfaces, and the shoulder portion 130 is continuously formed to form a single shape. There is as mentioned above.

And the shoulder portion 130 described below may be applied to at least one of the first protrusion 131 and the second protrusion 132 described above, and preferably the first protrusion 131 and the second protrusion ( 132), it should be noted that it can be applied even when a gentle curved structure is formed as in the embodiment of FIG. 8 .

Specifically, the shoulder 130 has a point (hereinafter referred to as a 'boundary point') that is bent or bent once from the top to the bottom when described based on the top and bottom, and from the top to the boundary point from the top to the boundary point based on the boundary point. The closer the increase rate of the degree of protrusion to the left and right from the bow 112 or the stern part 113, the more the bow 112 or the stern 113 protrudes from the left and right from the bottom to the boundary point from the lower part based on the boundary point. may be small compared to the rate of increase of In this case, the length of the upper part is formed longer than the length of the lower part based on the boundary point, so that a difference may occur in the increase rate of the degree of protrusion.

This is so that the ice-breaking angle is not formed small in the upper part not in contact with the ice, and the ice-breaking angle is formed small in the lower part in contact with the ice. In general, icebreaking angle is an expression indicating the degree of inclination of the hull surface in contact with ice. If the cross-sectional shape of the hull is U-type, the ice-breaking angle is large and the hull shape is difficult to break by pressing ice. The small ice-breaking angle has a favorable hull shape for ice-breaking.

However, when a ship sails in ice-free waters, the U-type hull shape reduces fluid resistance compared to the V-type, improving OW performance (open water navigation performance). That is, the U-type vessel 100, which has an advantageous OW function, has a large ice-breaking angle at the portion in contact with ice, which is disadvantageous to the ice (ICE) ice-breaking performance and overcomes the disadvantage of the ice turning performance as well (see Fig. 6 a, ice resistance is large state), the lower part of the shoulder part 130 in contact with the ice has a smaller ice breaking angle compared to the upper part, so that the ice breaking performance and turning ability are improved (see FIG. 6 b , the ice resistance is reduced) state).

The shoulder 130 is not entirely exposed from the sea level, but at least a part thereof may be exposed. At this time, the lower part is submerged in the sea water based on the boundary point and the part is exposed so that it is exposed out of the water based on the boundary point area, ice The lower part of the shoulder 130 is in contact with the ice while minimizing the degradation of the OW performance when hanging in the sea without the ice, so that the ice breaking performance can be optimized.

Here, the plurality of boundary points may form a vertical plane and a horizontal line when connected to each other. This is so that the lower end in contact with the ice corresponds to the horizontal formation of the ice and the upper end of the lower portion is formed at the same position with respect to the boundary point.

However, the lower end line 130A connecting the lower end of the shoulder portion 130 toward the point in contact with the ice first (toward the bow in the bow 112, and toward the stern in the stern portion 113) in preparation for the bottom of the ship It may be further spaced apart to form a curved shape. Therefore, the shoulder 130 may guide the flow of seawater from the bottom.

In this way, the shoulder part 130 forms a partially deformed shape in the bow 112 or stern part 113 so that the function of ice breaking is optimized without degrading the OW performance, and the deformation rate and the bow part adjacent to the central part 111 (112) / The deformation rate adjacent to the stern 113 and / or the deformation rate in the vertical direction is improved so that the ice breaking function can be effectively implemented without degrading the operation performance of the vessel.

That is, in order for the OW performance of the ship 100 to be advantageous, it is preferable to maintain a smooth curved surface made of the U-type bow 112 rather than the V-type (the ice breaking function of the U type is reduced compared to the V type), this practice The example is improved so that the bow 112 maintains the U-type, and the shoulder 130 is provided with a structure that optimizes the ice breaking function by limiting the ice contact area, which is the first protrusion as mentioned above. (131) and the second protrusion 132, the difference in the protrusion degree increase ratio and the boundary point based on the upper and lower deformation (ice breaking angle difference) is implemented.

Such a vessel 100, as shown in FIG. 7, while maintaining the OW performance without deterioration, for example, the ice (ICE) resistance performance of the bow 112 is improved by about 11% at a constant ship speed (5 knots). can be known by being
Here, after the improvement disclosed in FIG. 7 , the linearity of the ship 100 disclosed in FIGS. 1 to 6 is provided with shoulder parts 130 on the left and right of each of the bow 112 and the stern 113 of the ship 100 . In the linear form of the vessel 100 , the shoulder 130 means a linear having both the first protrusion 131 and the second protrusion 132 . In addition, the ship speed disclosed in FIG. 7 "-" means the stationary state of the ship 100, that is, a state in which the ship speed is zero. That is, it can be seen that the ICE turning performance is measured in the stationary state of the vessel 100 .

And in FIGS. 1 and 8 A, which is not described, is a part of the area in which the shoulder part 130 provided in the bow part 112 is provided, and B is the area in which the shoulder part 130 provided in the stern part 113 is provided. some of them are displayed.

In addition, the shoulder portion 130 of this embodiment may be provided in any one of the bow portion 112, the stern portion 113, or both the bow portion 112 and the stern portion 113 according to various embodiments.

The shoulder unit 130 provided in the bow 112 creates a wide icebreaking channel as shown in FIG. 5 (b) when the ship operates in the bow direction in the sea with ice, so that the ice breaking performance is improved. can help

In addition, the shoulder 130 provided in the bow 112 is bow shoulder crushing (a phenomenon in which the ice is compressed and not broken easily) which is generated by contact with ice near the bow when the ship turns in the bow direction as shown in FIG. 5(c). ) can help to alleviate the ice (ICE) turning performance can be improved.

On the other hand, the shoulder part 130 provided on the stern part 113 can help to alleviate the stern shoulder crushing that is caused by contact with ice in the vicinity of the stern when the ship turns in the bow direction as shown in FIG. Therefore, it is possible to improve the ICE turning performance.

In addition, ships equipped with pod thrusters instead of rudders are often designed to perform ice breaking and turning operations in the stern direction in sea with ice, and at this time, when operating in the stern direction, the shoulder portion 130 provided on the bow 112 ) and the role of the shoulder portion 130 provided on the stern portion 113 may be changed.

As described above, in this embodiment, while the shoulder part 130 is provided on the outside of the ship 100 made of a carrier, berthing can be made easily, and icebreaking and turning can be easily made by itself in the sea with ice, so that the ship ( 100) can be effectively operated.

Although the present invention has been described in detail through specific examples, this is for the purpose of describing the present invention in detail, and the present invention is not limited thereto. It will be clear that the transformation or improvement is possible.

All simple modifications and variations of the present invention fall within the scope of the present invention, and the specific scope of protection of the present invention will be made clear by the appended claims.

100: ship 111: central part
112: fore part 113: stern part
130: shoulder portion 131: first protrusion
132: second protrusion

Claims (8)

In a carrier that loads cargo and delivers it from an origin to an destination,
a central portion in which a cross section of a certain size and shape is the same back and forth by a certain length along the longitudinal direction;
a bow portion provided in front of the central portion;
a stern portion provided at the rear of the central portion; and
It is provided on both the bow part and the stern part, and includes a shoulder part provided to protrude in the left and right directions of the bow part and the stern part to implement an ice breaking function,
The shoulder portion of the bow relieves the bow shoulder crushing that occurs near the bow when turning in the bow direction,
The shoulder portion of the stern portion of the vessel, characterized in that alleviating all of the stern shoulder crushing that occurs in the vicinity of the stern when turning in the bow direction. According to claim 1, wherein the shoulder portion,
A ship, characterized in that it protrudes in a range not exceeding the width of the central part. According to claim 1, wherein the shoulder portion,
a first protrusion parallel to a side surface of the central portion; and
A ship, characterized in that it has a second protrusion that is continuous with the first protrusion and is provided on the stern or bow side in the first protrusion. 4. The method of claim 3,
The increase rate of the degree of protruding from the left and right from the bow part or the stern part as it approaches the second protrusion from the first protrusion is,
Ship, characterized in that the closer to the first protrusion in the second protrusion, the smaller compared to the increase rate of the degree of protrusion from side to side from the bow or the stern part. According to claim 1, wherein the shoulder portion,
It has a point where it bends or bends once from the top to the bottom,
The increase rate of the degree of protruding from the left and right from the bow or the stern part as the closer to the point from the top from the top with respect to the point is,
Based on the point, the closer to the point from the lower end at the bottom, the smaller compared to the increase rate of the degree of protrusion from side to side from the bow or the stern part. According to claim 1,
The shoulder portion of the bow portion is provided between sections 13 to 18 when the ship is divided into 20 sections equally. According to claim 1,
The shoulder portion of the stern portion is provided between sections 2 to 7 when dividing the ship into 20 sections equally. According to claim 1, wherein the shoulder portion,
It is provided at a position exposed above the sea water during Hangzhou in an ice-free sea, and the lower line connecting the lower point in Hangzhou in an ice-free sea is more spaced from the point that first touches the ice to the upper part to form a curved shape. A ship characterized in that it achieves.

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