KR102588165B1 - Pilot boat with seawater inflow prevention type engine room ventilation opening - Google Patents

Abstract

The present invention relates to a pilot ship used by pilots to carry out pilotage work. In particular, it improves the engine room use environment by blocking seawater flowing in through ventilation holes installed in the engine room, increases safety when docking, and improves the pilot's boarding and disembarkation of ships. Of course, it is about a pilot ship having an engine room ventilation port that prevents seawater inflow, which improves the problem of frequent damage by constructing a rescue ladder that provides an evacuation and escape route in the event of a safety accident so that it is not exposed to the outside.

Description

Pilot boat with seawater inflow prevention type engine room ventilation opening}

The present invention relates to a pilot ship used by pilots to carry out pilotage work. In particular, it improves the engine room use environment by blocking seawater flowing in through ventilation holes installed in the engine room, increases safety when docking, and improves the pilot's boarding and disembarkation of ships. Of course, it is about a pilot ship having an engine room ventilation port that prevents seawater inflow, which improves the problem of frequent damage by constructing a rescue ladder that provides an evacuation and escape route in the event of a safety accident so that it is not exposed to the outside.

In general, a pilot ship refers to a ship owned and operated by a pilot to perform pilotage duties.

In addition, according to the Pilotage Act, in order to notify the outside world that it is a pilot ship, the exterior of the hull must be white and the side of the ship must be marked with "PILOT" in black letters. The Maritime Safety Act stipulates that the lights and shapes that pilot ships must be equipped with are specified. It stipulates this.

The engine room of such a pilot ship is equipped with a ventilation port for air inflow, which serves to ventilate the inside of the engine room.

However, most ventilation openings are simply in the form of windows, so if seawater containing a large amount of moisture and salt flows in, it will damage various expensive equipment and engines in the engine room.

For example, there are two types of engine room ventilation methods: forced ventilation and natural ventilation. The forced ventilation method has the disadvantage of requiring power generation equipment and not being able to relieve engine room heat after operation, while the natural ventilation method has the disadvantage of insufficient ventilation and sea water. It has the disadvantage of causing corrosion of various equipment.

Among the prior arts presented in this regard, Registered Utility No. 20-0349455 is an engine vent, not a vent, and is a structure that supplies air directly to the engine, so it is far from the vent of the present invention.

In addition, in the case of a pilot ship, piloting work must be performed, so it must be stably connected to the mooring section when berthing.

For this purpose, most people tie rubber tires along the circumference of the hull and use them as buffer fenders. Not only are they unsightly in appearance, but tying and fixing the rubber tires is also an inconvenient and difficult task.

In addition, the rescue ladder that guides the pilot to board the ship was installed protruding at the stern, which had the disadvantage of being easily damaged by interference or collision during navigation.

Domestic registration number 20-0349455 (2004.04.26.) Ventilation vent for ship engine room Domestic Public Patent No. 20-2018-0000305 (2018.01.30.) Boarding device for pilotage

The present invention was created to solve the problems of the prior art in consideration of the above-described problems in the prior art. It improves the engine room usage environment by blocking seawater flowing in through the ventilation port installed in the engine room, and not only improves safety when docking, but also improves the pilot's safety. The main purpose is to provide a pilot ship with an engine room ventilation port that prevents seawater inflow, which improves the problem of frequent damage by constructing a rescue ladder that provides an evacuation and escape route in the event of a safety accident as well as boarding and disembarkation ships so that they are not exposed to the outside.

The present invention is a means for achieving the above object, and includes a ventilation port 120 installed in the engine room 120 of the pilot ship hull 100; It includes a ventilation window 130 installed in the ventilation hole 120, and the ventilation window 130 has a plurality of angle-shaped grills 132b upper and lower on a window frame 132a fixed to the wall W of the engine room 120. Provides a pilot ship having a seawater inflow prevention type engine room vent, which is arranged in an overlapping manner at regular intervals.

At this time, a drain 134 is formed in the wall (W) below the ventilation window 130; A seawater inflow prevention cover 140 is further installed inside the engine room 120 at a distance from the ventilation window 130; The seawater inflow prevention cover 140 is also characterized in that it is rounded and fixed to the lower part of the drain hole 134 formed in the wall (W).

According to the present invention, the following effects can be obtained.

First, it improves the engine room usage environment by blocking seawater flowing in through the ventilation holes installed in the engine room.

Second, safety when docking is increased by integrating the fender into the hull.

Third, the rescue safety net has a structure that is not exposed to the outside but is retracted into the hull, providing smooth evacuation and escape routes in the event of a safety accident as well as embarkation and disembarkation of the pilot, and improving the effect of preventing it from being easily damaged by external collision or interference. There is.

1 is an exemplary perspective view of a conductor wire according to the present invention.
Figure 2 is an exemplary side view of a lead wire according to the present invention.
Figures 3 and 4 are exemplary diagrams of the engine room and ventilation openings constituting the pilot line according to the present invention.
Figure 5 is an exemplary rear view of a conductor wire according to the present invention.

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

Prior to describing the present invention, the following specific structural and functional descriptions are merely illustrative for the purpose of explaining embodiments according to the concept of the present invention, and embodiments according to the concept of the present invention may be implemented in various forms. It should not be construed as limited to the embodiments described herein.

In addition, since the embodiments according to the concept of the present invention can make various changes and have various forms, specific embodiments will be illustrated in the drawings and described in detail in the specification. However, this is not intended to limit the embodiments according to the concept of the present invention to a specific disclosed form, and should be understood to include all changes, equivalents, and substitutes included in the spirit and technical scope of the present invention.

As shown in Figures 1 and 2, the pilot ship having a seawater inflow prevention type engine room ventilation port according to the present invention includes a hull 100.

And, a wheel house 110 is provided on the upper surface of the hull 100.

The wheel house 110 has a unique appearance as a wheelhouse, for example, the rear end is extended longer than the front end, and maintains a wing line like the shape of an eagle wing.

In addition, a ventilation opening 130 is provided in the engine room 120 formed on the stern side directly below the rear of the wheel house 110.

At this time, a ventilation window 130 is installed in the ventilation hole 130, and a drain hole 134 is formed on the lower side of the ventilation window 130.

More specifically, as in the example of FIG. 3, in the case of the ventilation window 130, a plurality of angle-shaped grills 132b are arranged up and down on the window frame 132a fixed to the wall W of the engine room 120, but at regular intervals. It is characterized by being arranged in an overlapping manner.

That is, they are overlapped so that the upper position (S) of the next angle-shaped grill is maintained higher than the lower position (E) of the uppermost angle-shaped grill (132b).

When arranged in this way, as in the example of FIG. 4, the seawater flowing in as the waves hit is caught in the plurality of angle grilles 132b, so only a trace amount of seawater scattered after hitting the angle grilles 132b is in the engine room 120. However, a large amount of seawater does not flow directly into the engine room (120).

For this purpose, the angle-shaped grill 132b is a member configured such that a portion of a flat plate-shaped member is bent to form an acute angle.

At this time, the preferred bending angle is 15-20°. If it exceeds 20°, the seawater break-off ability is reduced, and if it is less than 15°, ventilation is impaired.

In addition, a seawater inflow prevention cover 140 is installed inside the engine room 120 at a distance from the ventilation window 130.

The seawater inflow prevention cover 140 is fixed at a distance of less than 200 mm from the ventilation window 130 and is connected to the lower part of the drain 134 formed in the wall (W) by rounding the lower part.

Therefore, even if a small amount of seawater flows in, as shown in Figure 4, after hitting the seawater inflow prevention cover 140, it flows down and is completely discharged to the deck through the drain 134, so the problem of seawater flowing into the engine room 120 is completely solved. On the contrary, the ventilation function can be maintained smoothly.

In particular, in the present invention, since the seawater inflow prevention cover 140 is in contact with seawater, it must have corrosion resistance for long life, must have heat resistance because it is placed in the engine room 120, and the ventilation window 130 must be visible. Therefore, it must be transparent.

For this purpose, in the present invention, the seawater inflow prevention cover 140 is made of 5 parts by weight of acrylonitrile, 15 parts by weight of transparent xanthan gum, 10 parts by weight of polysiloxane, and transparent polypropylene for 100 parts by weight of transparent polycarbonate resin. A product molded from a composition consisting of 5 parts by weight of resin, 2.5 parts by weight of copper powder, and 5 parts by weight of a mixture of xylenediamine and diphenylpyrerazine in a weight ratio of 2:1 is used.

Here, acrylonitrile is added to increase the molding freedom by increasing the molding processability of the polycarbonate resin, and transparent xanthan gum is added to ensure high transparency due to its excellent light transmittance.

In addition, polysiloxane is added to suppress the occurrence of cracks in the molded product and increase elongation, and copper powder has excellent malleability and ductility and excellent electrical conductivity as well as thermal conductivity, so it is added to strengthen interfacial contact, adhesion, and heat dissipation characteristics. .

In addition, transparent polypropylene resin is added to increase light transmittance and increase bonding strength between interfaces; A mixture of xylenediamine and diphenylpyrerazine in a weight ratio of 2:1 is added to ensure heat resistance and increase high heat dissipation characteristics while suppressing deterioration of durability and cracking.

As such, the present invention installs a ventilation hole of a certain standard on the outer wall of the engine room installed on the upper deck in a natural ventilation system, installs an inclined grill on the ventilation hole to primarily prevent the inflow of sea water, and installs a ventilation hole on the inner wall of the engine room at the ventilation hole at the top of the ventilation hole standard. By installing an open cover, seawater that has passed through the grill is blocked secondarily, and the seawater is discharged out through a hole provided at the bottom of the grill, preventing corrosion of equipment in the engine room and ensuring smooth ventilation in the engine room.

Meanwhile, the bow fender fixing portion 150 is formed flat at the bow of the hull 100, as shown in the example of FIG. 1.

That is, the existing hull has a sharp bow, but in the present invention, the bow fender fixing part 150 is formed flat, unlike the existing hull, and then the fender 160 having a hollow interior is fixed.

Similarly, starting from the bow fender fixing part 150, a hull fender fixing part 152 is formed flat along both sides of the hull 100 to the stern, and a plurality of fenders are also fixed here.

In particular, the pilot ship docks in the bow direction at a rock wall or breakwater for the pilot to board and disembark. At this time, significant impacts are repeatedly applied to the bow, causing damage to the hull. In order to prevent this and protect the hull, a fender is installed on the hull itself. Be sure to have a structure installed in.

At this time, when using waste tires and rope fenders as in the past, there are disadvantages in that it is difficult to protect the hull due to lack of elasticity, and it is heavy, which not only increases fuel consumption but also spoils the aesthetics of the hull.

Accordingly, the present invention has the advantage of having a D-type fender integrated with the hull, which is lightweight and has sufficient elasticity to perfectly perform the hull protection function and further improve the aesthetics of the hull.

Meanwhile, a ladder installation groove 170 for installing a rescue ladder 172 (see FIG. 5) is recessed at the stern of the hull 100.

Here, the reason why the rescue ladder 172 is necessary is that accidents often occur where a pilot falls into the sea when boarding or disembarking a large ship. In this case, a ladder is needed to rescue the pilot who has fallen into the sea, and this ladder is placed on the deck. It is inconvenient to store it, and another safety accident may occur in the process of hastily installing a heavy ladder, so to prevent this, it is constructed as an integrated type with the hull.

For this purpose, the ladder installation groove 170 may be installed not only in the center of the width of the stern but also on both left and right sides. As shown in the example of FIG. 5, the rescue ladder 172 is embedded in the ladder installation groove 170. As it is installed inside the stern, it does not interfere with external interferers and does not collide, so there is no risk of damage.

In particular, the rescue ladder 172 has a sliding structure that can be unfolded and folded, and when pulled after use, an automatic hook is activated and fixed, and the end of the ladder is positioned above sea level so that it does not affect navigation.

In addition, angle grooves 180 are formed at the bottom of both sides of the stern.

The angular groove 180 is an angled groove that is angled at the bottom of the aft end of the streamlined and round hull, and has the characteristic of blocking the wake that pulls the hull backward due to the water current flowing along the round hull.

This requires that each groove 180 be formed to include the waterline, and the height of each groove 180 must be positioned higher than the waterline based on the waterline.

As a result, the generation of vortices on both sides of the stern is suppressed, thereby improving propulsion and increasing the stability of the hull.

100: hull
110: wheel house
120: engine room
130: ventilation hole
140: Seawater inflow prevention cover

Claims (2)

A ventilation port 120 installed in the engine room 120 of the pilot ship hull 100; It includes a ventilation window 130 installed in the ventilation hole 120, and the ventilation window 130 has a plurality of angle-shaped grills 132b upper and lower on a window frame 132a fixed to the wall W of the engine room 120. In a pilot ship having seawater inflow prevention type engine room vents arranged in overlapping positions at regular intervals;
A drain 134 is formed in the wall W below the ventilation window 130; A seawater inflow prevention cover 140 is further installed inside the engine room 120 at a distance from the ventilation window 130; The seawater inflow prevention cover 140 is rounded and fixed to the lower part of the drain 134 formed in the wall W;
The seawater inflow prevention cover 140 includes 5 parts by weight of acrylonitrile, 15 parts by weight of transparent xanthan gum, 10 parts by weight of polysiloxane, 5 parts by weight of transparent polypropylene resin, and copper for 100 parts by weight of polycarbonate resin. A pilot ship having a seawater inflow prevention type engine room ventilation port, characterized in that it is molded with a composition consisting of 2.5 parts by weight of powder and 5 parts by weight of a mixture of xylenediamine and diphenylpyrerazine in a weight ratio of 2:1. delete

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