KR20110110693A - Stably air supply device of air cavity vessel - Google Patents

Abstract

The present invention relates to an air cavity vessel for forming an air cavity at the bottom of the vessel to reduce frictional resistance with water. The air cavity vessel includes an air supply unit for supplying air to the space zone partitioned at the bottom of the vessel to form an air cavity; An air recovery device for recovering air exiting the space zone and recycling the air through the air supply unit; Movable means for driving a transverse partition member for forming a space zone for the air cavity; Hinge means for supporting rotation of the transverse partition member; A rod connecting the transverse partition member and the movable means; Characterized in that it comprises a.
According to this configuration, by recovering the air exiting the space zone by the air recovery unit and supplying it back to the space zone through the air supply, thereby forming an air cavity in the air supply, while preventing the air from reaching the propeller of the ship It is possible to reduce the power required to compress the air for the purpose, and by using the electromagnet / permanent magnet / air / hydraulic pressure for driving and fixing the transverse partition member can increase the operating efficiency of the vessel.
In addition, by supplying the appropriate air to each of the compartments in the space for the air cavity for each compartment can minimize the power required to form the air cavity, by installing a watertight means can increase the efficiency of the air cavity formation.
Further, by forming the receiving space of the transverse partition member at the bottom of the ship, it is possible to accommodate the protruding transverse partition member to prevent the additional resistance by the partition member.

Description

Stably air supply device of air cavity vessel

The present invention relates to an air cavity vessel for forming an air cavity at the bottom of the vessel to reduce frictional resistance with water.

In general, when sailing a ship, friction resistance acts between the surface of the hull and water. Since such frictional resistance accounts for most of the resistance acting on the hull, the reduction of the frictional resistance during sailing of the ship has become a very important task.

Air Cavity Vessel is a technique for reducing the frictional resistance of a ship by forming the bottom of the ship inwardly, and spraying air to form the air cavity to reduce the receiving surface area of the ship. Known.

1 is a view showing a conventional air cavity vessel, (a) is a side view, (b) is a bottom view.

In such a ship 1, the air supply part 4 which forms the partition space part 3 of concave shape over the whole surface of the ship bottom part 2, and supplies air from the bow part of a ship toward the compartment space part 3 is carried out. Is installed.

Air is injected into the compartment space 3 from the air supply unit 4, and forms an air layer in the compartment space 3 to serve to reduce frictional resistance with water when the ship is sailing. By this air cavity, the frictional resistance during sailing can be reduced by about 10%, but the frictional resistance is increased by about 2% due to the concave compartment 3, which is why Friction resistance is known to decrease by about 8%.

Since the air layer is not formed when the ship 1 shakes back, forth, left and right while sailing, and air leaks from the air cavity, in this case, the frictional resistance may be increased by the compartment space 3 formed on the bottom 2. Can be. In order to maintain the air cavity well, in the conventional ship, the partition space 3 is provided with a longitudinal partition and a transverse partition to divide the partition space 3 into a plurality of compartments.

However, in the conventional air cavity vessel 1 in which the bottom portion 2 is concave to form an air cavity, the amount of drainage of the vessel is reduced, buoyancy is reduced, and many design changes to the existing vessel are required, resulting in difficulty in manufacturing. There was this. Therefore, there is a need for a method capable of manufacturing an air joint vessel without significantly changing the design of an existing vessel.

On the other hand, when the air leaking through the compartment space portion 3 by the speed according to the sail of the ship conventionally reaches the propeller 6 located in the stern portion, adversely affects the propeller, and destabilizes the thrust and torque of the propeller There was a problem. To this end, an air outlet 5 is installed at the rear of the compartment space 3 so that the air leaking out of the compartment space 3 is discharged onto the water surface through the air outlet 5 before reaching the propeller 6. do.

However, the air leaking through the compartment space 3 is discharged from the air outlet 5 onto the water surface, and guided to the air supply unit 4, which is required by the air compressor to supply air to the air supply unit 4. It is desirable to reduce the power considerably.

In addition, in general, hydraulic pressure is used to drive the lateral partition member. However, in this case, the efficiency of hydraulic control and pollution inside the ship occur due to the leakage of hydraulic pressure, and the load of the ship increases due to the enlargement of the hydraulic system. There is an inefficient side due to the increase in energy consumption, such as the increase in power of the ship.

In "Air Cavity Vessel with Longitudinal and Lateral Partitions" of Patent Publication No. 10-2009-0116087, the longitudinal and transverse partitions are provided at the bottom of the vessel in the form of a lattice, respectively, which are formed in the longitudinal / lateral partitions. The vertical and horizontal partitions are formed to allow small multi-air layers to be formed by the space zone of. However, the horizontal partitions in this case are still vertically up and down because the height is adjusted by the hydraulic actuator according to the ship's operating conditions. The problem is that the resistance is large and the vortex resistance is also increased due to the generation of a large vortex.

In the "air cavity vessel" of Korean Patent Publication No. 10-2005-0016869, the transverse bulkhead of the cavity is fixed, and thus it is impossible to adjust according to the ship's operating situation, which also includes a problem of increasing water resistance and power use. .

Accordingly, the present invention has been made in view of the above circumstances, and an object of the present invention is to provide an air joint vessel which can reduce frictional resistance when sailing a vessel in a simple manner without changing the design of an existing vessel.

In addition, an object of the present invention is to provide an air cavity vessel capable of reducing power consumed by an air compressor for compressing air required to form an air cavity.

It is also an object of the present invention to provide an air cavity vessel that can be controlled to supply an appropriate amount of air by installing an instrument for measuring the thickness of the air cavity and monitoring whether or not the air cavity is properly formed during the voyage of the vessel. have.

In addition, in order to reduce power energy and prevent hydraulic leakage during ship operation and anchoring, the lateral partition member using compressed air or electromagnets or electromagnets / permanent magnets is moved to form an appropriate vortex at the rear of the lateral partition member. It is an object to provide an air cavity vessel capable of generating circulating flow and forming an appropriate air cavity therein.

It is also an object of the present invention to provide an air joint vessel capable of reducing the eddy current resistance by properly operating the transverse partition member.

In addition, by reducing the supply of unnecessary air to each of the space zones for a plurality of space zones for the air cavity, it provides an air joint vessel that can reduce the frictional resistance by the air common layer, and also minimize the power required for air supply The purpose is to.

In addition, in the case of an air cavity vessel employing a movable transverse partition member, watertightness to prevent the inflow of water into the plurality of space zones for the air cavity to effectively form the air cavity inside the space zone The purpose is to provide an air common vessel equipped with means.

It is also an object of the present invention to provide an air common vessel capable of accommodating a transverse partition member when the transverse partition member is in a retracted position by causing the ship's hull bottom shape to be bent.

In addition, an object of the present invention is to provide an air joint vessel that can easily form a hydraulic system by constructing a system in a simple configuration when moving a transverse partition member using hydraulic pressure.

In addition, by stably supplying air in the space area of the bottom part to form the air cavity, it is possible to maintain an appropriate air layer even in the case of lateral fluctuations or driven requests that may occur during the operation of the ship, and improve durability of the equipment for supplying air. The purpose is to provide an air joint ship.

According to an aspect of the present invention for achieving the above object, an air cavity vessel for reducing the frictional resistance with water by forming an air cavity in the bottom of the vessel, partitioned at the bottom of the vessel to form an air cavity An air supply unit for supplying air to the space area; An air recovery device for recovering air exiting the space zone and recycling the air through the air supply unit; Characterized in that it comprises a.

In addition, the air supply unit, an air injection nozzle for supplying air to the space zone; An air compressor for compressing air for supplying the air spray nozzle; An air supply pipe connecting the air compressor and an air injection nozzle; Characterized in that it comprises a.

In addition, the air recovery apparatus, the air suction port is installed in the bottom portion for sucking the air exiting from the space area; A gas-liquid separator connected to the air inlet for separating air and water; A second air compressor for pressurizing the air separated from the gas-liquid separator to recycle to the air supply unit through a connecting pipe; Characterized in that it comprises a.

In addition, the gas-liquid separator is characterized in that it is installed adjacent to the air intake.

In addition, the space zone is formed by partition forming members attached on the bottom surface.

In addition, a plurality of space zones are formed by the partition forming members, and the air supply unit supplies air to each of the plurality of space zones.

In addition, according to another aspect of the present invention for achieving the above object, an air cavity vessel for forming an air cavity at the bottom of the vessel to reduce the frictional resistance with water, the ship bottom to form a space area for the air cavity Transverse partition member extending in the width direction in the section; Movable means for moving the lateral partition member in a vertical direction; Hinge means positioned at the bow end of the lateral partition member to rotatably support the lateral partition member within a predetermined angle; Characterized in that it comprises a.

The movable means includes a drive device for reciprocating the transverse partition member in the vertical direction; A fixing device for fixing the lateral partition member; Characterized in that it comprises a.

The driving device includes a driving rod connected to the transverse partition member; A cylinder capable of reciprocating the drive rod therein; A driving actuator for providing a driving force for driving the lateral partition member in a vertical direction at a predetermined angle; Characterized in that it comprises a.

The actuating device uses electromagnets or compressed air as an operating source; .

The fixing device includes a stopper provided at intervals on the rod to fix the movement in the protruding and retracting positions of the transverse partition member; A fixing rod for fixing the stopper; A fixing actuator for providing a driving force for driving the fixing rod; Characterized in that it comprises a.

Using the electromagnet or compressed air as an operating source in the fixing actuator; It is characterized by.

Installing a permanent magnet on the stopper when using an electromagnet as an operating source of the driving device; It is characterized by.

When using an electromagnet as an operating source of the fixing actuator, installing a permanent magnet on the fixing rod; It is characterized by.

The drive rod is provided with a stopper of a plurality of stages at regular intervals to adjust the movement of the transverse partition member in various stages; It is characterized by.

The movable means is provided with a spring rope for absorbing the impact applied to the transverse partition member; It is characterized by.

The driving rod is provided with a spring rope for absorbing the impact applied to the transverse partition member; It is characterized by.

In addition, according to another aspect of the present invention for achieving the above object, in the air supply method of the air common vessel, the differential supply of air to each space zone partitioned at the bottom of the vessel; It is characterized by.

The space zone is formed by compartmentalizing members attached over the bottom face; It is characterized by.

For each space zone longitudinally located at the bottom of the ship, the air supply decreases from the space zone of the bow to the space zone of the stern; It is characterized by.

For each space section arranged in a row in the transverse direction, the air supply decreases from the space section of the bow section to the space section of the stern section; It is characterized by.

In addition, according to another aspect of the present invention for achieving the above object, an air cavity ship, transverse partition member that can be driven while extending in the width direction from the bottom; A longitudinal partition member extending longitudinally from the bottom; Watertight means installed between said transverse partition member and said longitudinal partition member; Characterized in that it comprises a.

The transverse partition member can be driven in the vertical direction of a predetermined angle; It is characterized by.

The watertight means is provided at both ends of the transverse partition member; It is characterized by.

The watertight means is installed on the surface of the longitudinal partition member within a radius of rotation of the transverse partition member; It is characterized by.

In addition, according to another aspect of the present invention for achieving the above object, in the air common vessel, the shape of a plurality of bent on the bottom surface; It is characterized by.

The shape of the bent is formed by a recessed portion inside the bottom portion to accommodate the transverse partition member is installed in the bottom portion; It is characterized by.

The shape of the bend is formed as a concave portion inside the bottom portion so as to receive a transverse partition member attached on the bottom surface; It is characterized by.

In addition, according to another aspect of the present invention for achieving the above object, in the air cavity vessel, using an ultrasonic meter to measure the thickness of the air cavity present in the space region formed on the bottom; It is characterized by.

The ultrasonic meter is installed to measure the thickness of the air cavity in the second half of the space zone; It is characterized by.

The space zone is formed by a partition member protruding from the bottom of the ship; It is characterized by.

Using a radar meter to measure the thickness of the air cavities present in the space region formed at the bottom of the ship; It is characterized by.

The radar meter is installed to measure the thickness of the air cavity in the second half of the space zone; It is characterized by.

When the radar measuring instrument is installed in the hull, installing a measuring pipe from the measuring instrument to a space area formed at the bottom of the measuring instrument; It is characterized by.

The space zone is formed by a partition member protruding from the bottom of the ship; It is characterized by.

In addition, according to another aspect of the present invention for achieving the above object, an air common vessel, transverse partition member extending in the width direction from the bottom; One end is fixedly connected to the bow side of the transverse partition member, and the other end is a hydraulic transmission rod rotatably connected to the hydraulic cylinder rod; A hydraulic cylinder including the hydraulic pressure transmission rod; A hydraulic line for supplying hydraulic pressure to the hydraulic cylinder; Characterized in that it comprises a.

The transverse partition member is accommodated in a concave portion formed on the inner side of the bottom at the retracted position, and is driven to have a maximum rotational angle at the protruding position; It is characterized by.

Further comprising a longitudinal partition member for forming a space section partitioned at the bottom with said transverse partition for retaining an air layer formed at the bottom; It is characterized by.

In addition, according to another aspect of the present invention for achieving the above object, an air joint ship, an air compressor for compressing the air supplied to form an air layer in the space zone formed on the bottom; An air valve for supplying the compressed air to the space zone; A regulating valve installed between the air compressor and the air valve to maintain the compressed air at a constant pressure; Characterized in that it comprises a.

The regulating valve may be capable of setting the outlet pressure to a plurality of values so as to supply air corresponding to each setting value to the space section of the bottom portion; It is characterized by.

An air storage container installed between the air compressor and the air valve to store compressed air; It characterized in that it further comprises.

The space zone is formed by a plurality of partitioning members attached on the bottom surface; It is characterized by.

The space zone is formed in a lattice form by a plurality of transverse partition members and longitudinal partition members; It is characterized by.

In addition, according to another aspect of the present invention for achieving the above object, in the air common vessel, the compressed in the rear end of the air compressor for compressing the air supplied to form an air layer in the space zone formed on the bottom Supplying air to a compartmental space formed at the bottom of the bottom by installing a regulating valve to maintain the air at a constant pressure; It is characterized by.

Further comprising an air storage container for storing compressed air; It is characterized by.

In addition, according to another aspect of the present invention for achieving the above object, an air cavity ship, an air compressor for compressing the air injected to form an air layer in the space zone formed on the bottom; An air valve for supplying air compressed by the air compressor to a compartment formed at the bottom of the ship; A header installed between the air compressor and an air valve to contain the compressed air; Characterized in that it comprises a.

An air storage container installed between the air compressor and the header to store compressed air; It characterized in that it further comprises.

The space zone is formed by a plurality of partitioning members attached on the bottom surface; It is characterized by.

The space zone is formed in a lattice form by a plurality of transverse partition members and longitudinal partition members; It is characterized by.

In an air common vessel, a header containing compressed air is provided at the rear end of an air storage container for storing compressed air by an air compressor that compresses the air injected to form an air layer in the space region formed at the bottom. Supplying air to the compartment space formed at the bottom of the ship; It is characterized by.

According to the present invention, by forming a space zone for the air cavity on the bottom without changing the design of the existing vessel, it is possible to save time, effort, cost for manufacturing the air cavity vessel.

In addition, by recovering the air exiting the air cavity by the air recovery device and supplying it back to the space zone, it is possible to prevent the air from reaching the propeller, while maintaining the power required by the air compressor that compresses the air to form the air cavity. Can be saved.

It is also possible to monitor whether or not the air cavity is properly formed at the time of sailing of the ship by controlling the amount of air supplied to the space zone so that the air cavity is properly formed.

In addition, it is possible to easily drive and fix the transverse partition member with a small amount of power by using an electromagnet or air as the driving device and the fixing device of the transverse partition member.

In addition, it is possible to finely adjust the transverse partition member by installing a stopper of several stages as a fixing device, to form an appropriate vortex at the rear of the transverse partition member, to generate a local circulation flow, and to form an appropriate air cavity therein. have.

In addition, it is also possible to reduce the eddy current resistance by appropriately operating the transverse partition member, thereby reducing the power loss of the ship.

In addition, even when the continuous operation of the transverse partition member is required, the transverse partition member is fixed only by supplying a small amount of power to the fixing device, so that a large capacity power source for the continuous operation of the transverse partition member is unnecessary, thereby reducing the power of the ship. I can contribute.

In addition, by installing a spring loaf on the rod to absorb the impact of the transverse partition member generated by the resistance of the water during operation can reduce the durability of the transverse partition member and the water resistance.

In addition, by reducing the amount of unnecessary air for each space zone of the air injected into the space zone at the bottom, the frictional resistance using the air common layer is reduced, and at the same time, the maximum fuel saving effect can be achieved by minimizing the power required for air supply. have.

In addition, in the case of an air joint vessel employing a transverse partition member capable of driving, watertight means is provided in a gap between the transverse partition member and the longitudinal partition member so that water flows into the plurality of space zones for the air cavity. It is possible to achieve the maximum fuel saving effect by minimizing the use of power for forming the air cavities, thereby preventing the formation of air cavities inside the space zone effectively.

In addition, the shape of the bottom portion is a curved shape to accommodate the transverse partition member, thereby reducing the additional resistance by the projecting partition member, thereby improving the speed of the vessel and reduce the power use of the vessel. .

In addition, by using an ultrasonic or radar instrument to measure the exact thickness of the air layer forming the air cavity, an appropriate air layer can be identified to reduce the added resistance and to prevent unnecessary use of power for air layer formation. have.

In addition, when hydraulic pressure is used to drive the lateral partition member, and the position at which the hydraulic force is transmitted is located on the bow side of the lateral partition member, the length of the hydraulic transmission rod is lengthened so that It is possible to reduce the hydraulic force for driving and simplify the configuration for driving the lateral partition member.

In addition, by installing a regulating valve, an air storage container, etc., between the air compressor and the air valve, it is possible to stably supply the air for forming the air layer at a constant pressure to each space zone partitioned at the bottom, so that it may occur during the operation of the ship. It is an object of the present invention to provide an air joint vessel capable of maintaining a suitable air layer, such as lateral fluctuations or driven requests, and improving durability of various equipment for supplying air.

In addition, by installing a header at the rear end of the air valve, it is possible to stably supply air for forming an air layer to each space zone partitioned at the bottom of the air valve, which is suitable for lateral fluctuations or follow-up requests that may occur during the operation of the ship. An object of the present invention is to provide an air joint vessel capable of providing a stable air for maintaining the air layer.

1 is a view showing a conventional air cavity vessel, (a) is a side view, (b) is a bottom view.
2 is a bottom view showing the bottom of an air cavity vessel according to the present invention.
3 is a side view of an air cavity vessel according to the present invention;
4 is a schematic view showing a configuration of a transverse partition member of an air cavity vessel according to the present invention.
5 is a schematic view showing the configuration of an air recovery apparatus for an air joint vessel according to the present invention.
6 shows a method of controlling air supply in an air cavity vessel of the present invention.
Fig. 7 is a schematic diagram schematically showing the movable means of the transverse partition member as another embodiment of the air cavity ship according to the present invention.
Figure 8 is a block diagram showing the movable means of the transverse partition member of the air cavity ship according to the present invention.
9 is a schematic view showing a method of differentially supplying air to a plurality of space zones in an air joint vessel according to the present invention.
Figure 10 is a schematic view showing the overall configuration of the transverse / longitudinal partition member and the watertight means of another embodiment of the air cavity ship according to the present invention, (a) is a bottom plan view, (b) is a bottom view from above (C) is a front view of a bottom part.
FIG. 11 is a schematic view showing the overall configuration of a transverse / longitudinal partition member and a watertight means, which is another embodiment of the air cavity ship according to the present invention. The transverse partition member 120 is formed by the longitudinal partition 111. As shown in FIG. (A) is a bottom plan view, (b) is a perspective view which looked at the bottom part from the top, (c) is a front view of a bottom part.
12 is a schematic view of a bent air cavity ship, which is another embodiment of the air cavity ship according to the present invention, (a) is a bottom plan view, and (b) is an enlarged view of a bent bottom ship.
13 is a schematic view showing a case where a measuring instrument for measuring the air cavity of the air cavity vessel according to the present invention is installed.
14 is a schematic view showing a hydraulically actuated movable compartment member of an air cavity ship according to the present invention, (a) is a schematic view when the movable compartment member is in the retracted position, and (b) is the movable compartment member protruding position; Schematic when in.
15 is a schematic view showing a system for supplying stable air to the air cavity formed in the bottom of the air joint vessel according to the present invention.
Figure 16 is a schematic diagram showing an apparatus for supplying stable air to the air cavity formed in the bottom of the air cavity ship according to the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. Here, in adding reference numerals to the elements of each drawing, it should be noted that the same elements are denoted by the same reference numerals as much as possible even if they are shown in different drawings.

2 is a bottom view showing the bottom of an air cavity ship according to the invention. 3 is a side view of an air cavity vessel according to the present invention.

Air cavity vessel (100) of the present invention has a configuration for reducing the frictional resistance with water by forming an air cavity in the bottom (bottom) of the vessel. The air joint vessel 100 is intended to reduce fuel consumption by reducing frictional resistance by allowing the water to come into contact with the air layer during the voyage without directly contacting the bottom 101. In general, the fuel savings associated with the formation of air cavities in air cavity vessels are known to be about 8%.

The air cavity vessel 100 of the present invention is configured to form an air cavity thereon, while leaving the bottom of the bottom portion 101 intact, thereby conventionally digging a groove in the bottom surface of the vessel and opening the air cavity inside the groove. It is intended to address the shortcomings that required many design changes to the vessel to form.

The air cavity vessel 100 has a longitudinal partition member 110, a longitudinal partition 111, a transverse partition member 120, and an air supply 130. Here, the longitudinal partition member 110, the longitudinal partition 111, and the lateral partition member 120 serve as partitioning members for partitioning the bottom portion so as to form an air cavity.

The longitudinal partition member 110 is attached to both sides of the bottom portion 101, that is, the port and the starboard side, respectively, and partitions the bottom portion 101 in the longitudinal direction (the longitudinal direction of the ship). At this time, the longitudinal partition member 110 is formed as a separate member that is attached to protrude on the bottom 101, so that the existing vessel does not need to change the design.

The transverse partition member 120 extends in the width direction from the bottom portion 101. The transverse partition member 120 cooperates with the longitudinal partition member 110 to form a space zone S for forming an air cavity in the bottom 101. The lateral partition members 120 may be spaced apart from each other in the longitudinal direction, and may divide the space zone S into a plurality of space zones.

The longitudinal partition 111 is attached to the inner side of the longitudinal partition member 110 to protrude from the bottom portion 101, so that the space zone S may be further divided. The longitudinal partition 111 helps to maintain the air cavity stably even when the ship rolls.

In the above, the space zone S for forming the air cavity is formed by the longitudinal partition member 110, the longitudinal partition 111, and the transverse partition member 120, but forms the space zone S. It is also within the scope of the present invention to add other members, if possible.

In addition, although the longitudinal division member 110 and the longitudinal partition 111 are described separately above, this division is for explanation. Since the longitudinal partition 111 is almost the same function as the longitudinal partition member 110 in that it is a member for partitioning the bottom portion in the longitudinal direction, the longitudinal partition 111 is a longitudinal partition member 110 in the present invention. Can be replaced with That is, it is also included in the scope of the present invention that the space zone S is formed by a plurality of longitudinal partition members 110 and transverse partition members 120 which are spaced apart in the width direction at the bottom.

The air supply units 131, 132, 133; 130 supply air to the space zone S formed by the longitudinal partition member 110, the longitudinal partition 111, and the transverse partition member 120, thereby sailing. It is possible to form an air cavity between the bottom 101 and the water. To this end, the air supply unit 130 has an air spray nozzle 131 for supplying air to the space zone (S), and an air compressor 132 for compressing air to supply air to the air spray nozzle 131. And an air supply pipe 133 connecting the air injection nozzle 131 and the air compressor 132. An air storage container for storing compressed air may be further provided between the air compressor 132 and the air supply pipe 133. Preferably, the air injection nozzle 131 is disposed in each of the plurality of space zones (S), so that the air can be supplied to each space zone (S) individually.

4 is a side view showing the configuration of a transverse partition member of the air cavity vessel according to the present invention.

In general, when a ship is sailing in an area where waves are severe, it may be difficult for air to leak out of the air cavity due to the fluctuation of the ship, thereby making it difficult to properly form the air cavity. In this case, the frictional resistance cannot be reduced by the air cavity at the time of sailing of the ship, and the frictional resistance is rather increased by the longitudinal partition member 110 and the transverse partition member 120 formed in the bottom portion 101. Can be.

In this case, the longitudinal partition member 110 is formed in the longitudinal direction of the ship has little effect on the frictional resistance, but the transverse partition member 120 is in contact with the water in front of the ship when the ship is operating in friction resistance It causes an increase.

In view of this, the transverse partition member 120 of the present invention is configured to be movable between a retracted position extending at the same height as the bottom 101 and a protruding position projecting from the bottom 101. do. Accordingly, the transverse partition member 120 may move to the retracted position to reduce the frictional resistance with water in a situation where it is difficult to form an air cavity, such as when passing through a severe wave region.

4A shows a state in which the transverse partition member 120 is in the retracted position. The bottom portion 101 of the portion where the transverse partition member 120 is formed forms a recess inwardly along the width direction, and the transverse partition member 120 may be accommodated in the recess at the retracted position.

In a situation where an air cavity can be formed, the transverse partition member 120 protrudes from the bottom 101 surface, as shown in FIG. At this time, the transverse partition member rotates from the retracted position to the protruding position about the hinge axis 121. Here, the hinge shaft 121 is an axis extending in the width direction from the bottom portion 101. The hinge shaft 121 is located at the front (bow side) end of the transverse partition member 120 so that the rear end of the transverse partition member 120 protrudes in the protruding position, but the front end is the bottom 101 surface. Maintain a height similar to This allows a natural streamline to be formed along the lateral partition member 120 at the protruding position of the lateral partition member 120, thereby reducing frictional resistance with water. The protruding height of the transverse partition member 120 is preferably adjusted between 0.3 and 2.0 m.

The transverse partition member 120 may be hydraulically or electrically configured to be movable between the retracted position and the protruding position. For example, the transverse partition member 120 may be moved about the hinge shaft 121 by the hydraulic jack 122.

The formation of air cavities is affected by the speed of the ship's operation and the height of the protrusion of the transverse partition member 120. The lateral partition member 120 of the present invention is configured to adjust the height of the protrusion protruding from the bottom 101, it can provide a variety of heights suitable for the operating speed of the vessel.

As described above, the air cavity vessel 100 of the present invention does not form an air cavity by digging a groove at the bottom, unlike a conventional vessel, and transversely with the longitudinal partition member 110 attached on the bottom 101 side. The bottom part 101 is left as it is by the partition member 120, and an air cavity is formed thereon. Therefore, the air joint vessel can be manufactured without changing the design of the existing vessel. Thus, the time, effort, and cost for building an air joint vessel is significantly reduced.

In addition, since the transverse partition member 120 of the present invention can move between the retracted position and the protruding position according to the situation of sailing of the ship, the frictional resistance of the air cavity vessel is rather increased in a situation where it is difficult to form the air cavity. It can prevent.

In addition, when the transverse partition member 120 is in the protruding position, the protruding height can be adjusted, so that the air cavity can be appropriately formed according to the operating speed of the ship.

While the transverse partition member 120 of the present invention has been described as being foldable, the transverse partition member 120 is not foldable, and the bottom portion 101 is similar to the longitudinal partition member 110. It is also included within the scope of the present invention to be attached to protrude above.

5 is a schematic view showing the configuration of an air recovery apparatus for an air joint vessel according to the present invention. Hereinafter, the configuration of the air recovery apparatus will be described with reference to FIGS. 3 and 5.

When the air leaking through the space zone in which the air cavity is formed by the speed of the ship's navigation reaches the propeller 105 located at the stern, it adversely affects the propeller and destabilizes the thrust and torque of the propeller 105. Air leaking out of the space zone is preferably absorbed before reaching the propeller 105.

To this end, the air cavity ship 100 of the present invention is to recover the air coming out of the air cavity of the space zone in the stern portion and the air recovery device for supplying back to the air injection nozzle 131 (141, 142, 143, 144 140).

The air recovery device 140 includes an air suction port 141, a gas-liquid separator 142, a second air compressor 143, and a connection pipe 144.

The air suction port 141 is installed at the stern portion and sucks air exiting from the space zone. The air inlet 141 is connected to the gas-liquid separator 142 from the bottom 101 side. As well as air through the air inlet 141 is sucked together, the gas-liquid separator 142 separates the air and water. Since the gas-liquid separator 142 is located at, for example, about 5 m higher than the bottom 101, the air is sucked up to the gas-liquid separator 142 through the air inlet 141 without a separate power supply.

The water separated from the gas-liquid separator 142 is discharged to the outside, the air is pressurized by the second air compressor 143, it is supplied back to the air spray nozzle 131 through the connecting pipe 144. Here, the second air compressor 143 is a device for pressurizing the air separated from the gas-liquid separator 142 to supply the air injection nozzle 131 through the connecting pipe 144, may be a compressor or a pump. The connection pipe 144 is a pipe connected to the gas-liquid separator 142 and the air supply pipe 133, and becomes a passage through which the air separated from the gas-liquid separator 142 moves.

For example, if the pressure at the bottom of the bottom 101 is about 2 bars (gauge pressure), the height of the gas-liquid separator 142 is several m lower than the bottom of the bottom 101, so the gas-liquid separator 142 The pressure of the air separated from is about 1.5 bar. In order to supply air through the air spray nozzle 131 in the air compressor 132, the air must be compressed to 2 bar or more, but the air separated from the gas-liquid separator 142 already has a pressure of about 1.5 bar. When only 0.5 bar pressure is applied to the air by the second air compressor 143, the air may be supplied to the air injection nozzle 131 through the connection pipe 144 and the air supply pipe 133.

In the air compressor 132, a lot of power is required to continuously compress the air at a pressure of 2 bar or more. Conventionally, the air exiting through the air cavity is absorbed and discharged onto the water surface, but in the present invention, the air supply pipe 133 is applied by applying a low pressure of about 0.5 bar without discharging the air separated from the gas-liquid separator 142 to the outside. Through the air spray nozzle 131 is recycled. Therefore, since only a smaller amount of air needs to be compressed in the air compressor 132, the power required to compress the air can be significantly reduced.

As such, the air recovery device 140 of the present invention sucks the air escaping from the space zone, thereby preventing the air from reaching the propeller 105 and adversely affecting the operation of the propeller. In addition, since the air separated from the gas-liquid separator 142 is recycled to a low pressure and supplied to the air injection nozzle 131, the power required to compress the air in the air compressor 132 may be substantially reduced.

6 is a view showing a method for controlling the air supply in the air cavity vessel of the present invention.

In general, in an air cavity vessel, the purpose is to form an air cavity to reduce frictional resistance with water, so it is important to monitor whether the air cavity is properly formed during the voyage of the vessel.

In a conventional air cavity vessel, a groove is formed at the bottom of the vessel and an air cavity is formed inside the groove, so the water level inside the groove is measured to determine whether the air cavity is formed and the thickness of the air cavity by a simple method. There is a number. However, in the present invention, since the bottom of the bottom portion 101 is left as it is and an air cavity is formed thereon, it is not easy to use a method of measuring the water level by attaching a protrusion on the bottom portion.

Therefore, in the present invention, by separating the air and water in the gas-liquid separator 242 by sucking water or air in the plurality of space zones S in which the air cavities are formed, and measuring the water level of the separated water, whether the air cavities are formed. To determine whether and the thickness of the air cavity.

To this end, first, the air or water is sucked through the air inlet 241 located at the rear end (stern side) of each space zone (S). Inhaled air or water is separated into air and water in the gas-liquid separator 242. Since the gas-liquid separator 242 is located above the bottom portion 101, air or water is sucked up to the gas-liquid separator 242 through the air inlet 241 by a pressure difference without a separate power supply.

The gas-liquid separator 242 determines the ratio of air and water sucked by the sensor. The ratio of air and water may be determined by, for example, measuring the water level in the gas-liquid separator 242 by the water level sensor 244. When the air cavity is well formed in the space zone S, the ratio of air in the gas-liquid separator 242 becomes high. On the contrary, when the air cavity is not well formed in the space zone S, the ratio of water in the gas-liquid separator 242 becomes high.

The controller 246 adjusts the amount of air supplied to the space zone S through the air injection nozzle 231 according to the water level measured by the water level sensor 244. For example, when it is determined that the ratio of air in the space zone S is low, the controller 246 further adjusts the opening degree of the air valve 245 installed at the front end of the air injection nozzle 231 to further air. To supply. The air valve 245 receives a signal from the water level sensor 244 may be automatically controlled by the controller 246.

The air separated from the gas-liquid separator 242 is pressurized by the recirculating air compressor 243 and stored in the air storage container 250. At this time, as described above, the pressure of the air stored in the air storage container 250 is 2 bar or more to supply air to the space zone (S) through the air injection nozzle 231, in the gas-liquid separator 242 Since the separated air already has a pressure of about 1.5 bar, the recirculating air compressor 243 only applies a pressure of about 0.5 bar to the air, and the air may be stored in the air storage container 250. Here, the recirculation air compressor 243 may be a compressor or a pump.

An air compressor 260 is connected to the air storage container 250, and compresses air to be supplied to the space region S through the air spray nozzle 231 and supplies the compressed air to the air storage container 250.

As described above, in the air supply control method of the present invention, the air or water is sucked through the air inlet 241 located at the rear end of the space zone S, separated from the gas-liquid separator 242, and then the ratio of air and water. It is determined as the water level sensor 244 installed in the gas-liquid separator 242. By adjusting the opening degree of the air valve 245 connected to the air injection nozzle 231 according to the determination value of the water level sensor 244, it is possible to supply an appropriate amount of air to the space zone S to form an air cavity.

In addition, since the air separated from the gas-liquid separator 242 is higher than atmospheric pressure, if only an appropriate amount of pressure, for example, about 0.5 bar, is additionally supplied by the recirculating air compressor 243, the air storage container 250 is provided. By making compressed air stored in the air, the power required by the air compressor 260 can be significantly reduced.

The air supply control method of the air cavity vessel of the present invention can be used in an air cavity vessel in which a space section for an air cavity is formed by a partition forming member protruding thereon while leaving the bottom portion intact, but a groove of a conventional bottom portion It can also be used in ships with air cavities formed therein.

7 is a schematic view schematically showing a movable partition member which is another embodiment of an air joint vessel according to the present invention, and FIG. 8 is a configuration diagram showing a specific embodiment of the movable partition member. Fig. 4 shows a transverse partition member of an air cavity vessel employing a hydraulic jack, but Figs. 7 and 8 show a case where it is driven by adopting other movable means.

Generally, hydraulic pressure is used to drive the lateral partition member, but in this case, the efficiency of hydraulic control decreases due to hydraulic leakage and pollution inside the ship, and the load of the ship increases due to the enlargement of the hydraulic system. This is inefficient due to the increase of energy consumption such as the increase of ship power.

In order to solve this problem, the air cavity vessel 100 according to another embodiment of the present invention includes a transverse partition member 120, a movable means 123, and a hinge means 121 as shown in FIG. 7.

As shown in FIG. 8, the movable means 123 may include a driving device 124 and a fixing device 125 for driving and fixing the horizontal partition member 120.

The driving device 124 is composed of a driving actuator 1241, a driving rod 1242, and a cylinder 1243, and the fixing device 125 is a fixing actuator 1251 and a fixing rod 1252. ), An upper stopper 1253, and a lower stopper 1254.

The stoppers 1253 and 1254 and the fixing rod 1252 should be made of a material that can be attracted to the magnetic force when using the magnetic force, there is no particular limitation when using compressed air.

The driving rod 1242 may be connected to any position of the lateral partition member 120, and welding or the like may be used as the connection method.

The hinge means can be configured as a shaft. At this time, the transverse partition member 120 rotates from the retracted position to the protruding position about the hinge axis 121 extending in the width direction from the bottom portion 101. The hinge shaft 121 is located at the front (bow side) end of the transverse partition member 120, and in the protruding position, the rear end of the transverse partition member 120 protrudes, but the front end is the bottom 101 surface. Maintain a height similar to

The operation method for each operation situation will be described below. However, the following description has been described a case where the electromagnet is used as the operating source of the driving actuator and the fixed actuator.

However, even if compressed air or an electromagnet and a permanent magnet are used, the driving rod 1242 can be reciprocated up and down, or the fixing rod 1252 can be moved forward and backward. Whoever has it will know.

However, if compressed air is used as an operating source of the driving device 1241, the compressed air existing in the cylinder does not descend downward even by its own load, so the compressed air is discharged downward. The horizontal partition member 120 will be lowered down to be recovered.

In addition, if an electromagnet and a permanent magnet are used as the operating sources of the driving actuator 1241, the permanent magnet may be installed in the upper stopper 1253. As a result, if the opposite magnetic poles of the electromagnet and the permanent magnet are N / S (or S / N) poles, the transverse partition member 120 will be lifted up, and the opposite magnetic poles of the electromagnet and the permanent magnet will be N / S, respectively. If the N (or S / S) poles, the transverse partition member 120 will go down.

The above operation changes the magnetic pole of the electromagnet from the north pole to the south pole (or from the south pole to the south pole) by changing the direction of the inflow current of the driving device 1241 using the electromagnet, 120 can be operated.

In addition, even when using an electromagnet and a permanent magnet as the operating source of the fixed operating device (1251) is made of the same principle as the operation method of the above-mentioned driving device (1241).

In addition, if compressed air is used as an operating source of the driving actuator 1241, the position where the driving rod 1242 is connected to the transverse partition member 120 is laterally closer to the hinge shaft 121. Care should be taken as the lifting force of the partition member increases.

However, if the electromagnet is used as the operating source of the driving actuator 1241, the position where the driving rod 1242 is connected to the transverse partition member 120 is laterally away from the hinge shaft 121. The force for lifting the partition member 120 is increased. This is because the distance that the driving rod 1242 moves increases, so that the distance of the magnetic force of the electromagnet is also farther away, so that more current needs to be supplied.

Therefore, when determining the operating source of the driving device 1241, the connection position of the driving rod 1242 to the lateral partition member 120 should be considered together to meet the demands of increasing durability of the connection area and reducing power. You will be better able to respond.

First, look at the operation method when the operation of the vessel stops or the use of the transverse partition member 120 is unnecessary.

In this case, since the lower stopper 1254 is hung by the fixing rod 1252 as shown in Fig. 8- (a), the transverse partition member 120 is fixed at the retracted position. No current flows through the driving actuator 1241.

However, when the use of the transverse partition member 120 is required during the operation of the vessel, a current is sent to the fixing actuator 1251 using an electromagnet, and as a result, the fixing rod 1252 retreats. In addition, since no current flows through the driving actuator 1241 using the electromagnet, the lateral partition member 120 is lowered by its own load.

When the transverse partition member 120 reaches the protruding position, the electric current flowing to the fixing actuator 1251 using the electromagnet is interrupted, and as a result, the fixing rod 1252 is advanced to fix the upper stopper 1253, As shown in 8- (b), the lateral partition member 120 is fixed to the protruding position.

When the ship stops operating again or the use of the transverse partition member 120 is unnecessary, a current flows to the fixing actuator 1251 and the driving actuator 1241 using the electromagnet, and the result is fixed. When the dragon rod 1252 is retracted, the transverse partition member 120 is lifted upward by the driving actuator 1241 using the electromagnet.

When the transverse partition member 120 reaches the retracted position, the electric current flowing to the fixing actuator 1251 using the electromagnet is interrupted, and as a result, the fixing rod 1252 is advanced to the lower stopper as 8- (a). 1254 is fixed by the fixing rod 1252 and the transverse partition member 120 is fixed in the retracted position.

The arrival of the retracted position and the protruding position of the lateral partition member 120 is determined by the driver to drive the fixed operating device 1251 and the driving operating device 1241 using the electromagnet. However, in order to automate the drive, the limit switch is installed at the limit position of the trajectory of the upper and lower stoppers 1253 and 1254 inside the cylinder 1243, and receives the signal to automatically operate the fixing rod 1252 to make the transverse section. The movement of the member 120 may also be driven and fixed.

In addition, a spring rope 126 may be provided between the upper stopper 1253 and the lower stopper 1254. As a result, the spring rope 126 attenuates the frictional resistance with the water generated when the transverse partition member 120 is in the protruding position during the voyage of the ship, thereby reducing the fuel efficiency and transverse partition member 120 of the ship. The durability of the rods 1242 and 1252 can be increased.

In addition, the rod may be provided with a stopper of several stages, and the driver may finely adjust the movement of the transverse partition member 120 by the stopper of several stages.

In addition, by installing a limit switch at the position of each trajectory in which the stoppers of the various stages inside the cylinder 1243 move, receiving the signal, and automatically operating the fixing rod 1252 in accordance with the operating conditions to the transverse partition member 120 It is also possible to drive and fix the movement.

The driving power of the operation apparatus using the electromagnet uses a power source (not shown) inside the ship. In this case, a power source (for example, 440V, 220V) inside the ship may be used by changing an electrode through a converter. The converter may use an SCR converter.

9 is a schematic diagram showing a method of differentially supplying air to a plurality of space zones in an air joint vessel according to the present invention.

In general, in the air cavity vessel, the power required to supply the air for forming the air cavity may generate additional fuel consumption in addition to the fuel consumption for sailing the vessel, thereby reducing the power saving effect of the vessel.

In view of this, it is possible to considerably reduce the power use of the ship by using the method of supplying the optimum amount of air to each space zone for forming the air cavity of the air cavity ship.

In the air joint vessel, a plurality of transverse partition members may be provided on the bottom of the ship to be spaced in the longitudinal direction to form a large area of the air cavity at the flat bottom. The case where the space areas 151, 152, and 153 of the part (bow part, stern part, between bow part and stern part) were formed is shown by the Example.

When the longitudinal partition 111 is attached to the inner side of the longitudinal partition member 110, a plurality of space zones may be additionally formed, and in FIG. 9, two longitudinal partitions 111 may be provided. For example. As a result, a total of nine lattice-shaped space zones are formed.

The air cavity vessel of FIG. 9 includes a horizontal partition member 120 capable of forming an air cavity while inducing vortices, a longitudinal partition member 110 for suppressing air leakage inside the air cavity, and suppressing air leakage during hull lateral movement. Composed of a longitudinal partition 111 for the purpose, each space is supplied with compressed air through an air jet nozzle installed in the rear bottom of the transverse partition member 120 to form an air cavity.

At this time, when analyzing the air cavity pattern formed by supplying the amount of air required to form the air cavity in each space area of the bow portion, it can be confirmed that the air cavity pattern has a longer U-shape on both sides than the central portion of the cavity. have.

This is caused by the outflow of air along the longitudinal partition member 110 along the longitudinal partition member 110 at the stern side edges of the longitudinal partition member 110 on both sides of the transverse space zone 151 of the bow.

The air flowing out of the hull rear of the space inside the lateral space zone 151 of the bow section is caused by the vortex flow formed on both sides of the lateral partition member 120 between the bow section and the stern section. It flows back to both sides of the transverse space zone 152 between the bow and stern.

As a result, the air flowing into both sides of the transverse space zone 152 between the bow section and the stern section from the space zones on both sides of the transverse space section 151 of the bow section, Since it contributes to the formation of air cavities in the space zones on both sides of 152, the amount of air supplied to the inside of the space zones on both sides of the transverse space zone 151 of the bow is less than that between the bow and the stern. Air cavities in the space zones on both sides of the space zone 152 may be formed.

In addition, the air supplied into the space zones on both sides of the space zone 152 between the bow and the stern is the longitudinal partition member 110 to the space zones on both sides of the space zone 153 of the stern for the same reason. Air flow in the space zones on both sides of the stern space section 153 even with a small amount of air supplied to the space zone on both sides of the space section 152 between the bow and stern sections. A cavity can be formed.

Therefore, even if the air supply amount decreases from the space zones on both sides of the space zone 151 located at the bow portion to the space zones at both sides of the space zone 153 located at the stern part, formation of an appropriate air cavity can be achieved. As a result, it is possible to reduce the use of power for supplying air, and to reduce the fuel used by ships.

The air volume decreases to about 40 to 80% in consideration of the operating situation of the ship as the ship goes from the space zones on both sides of the space zones 151, 152, and 153 of the air joint vessel to the space zone 153 located at the stern. Air can be supplied.

Further, as described above, the air supply amount decreases from the space section of the bow section to the space section of the stern section for the space sections on both sides of each of the space sections 151, 152, and 153 arranged in a row in the transverse direction. In addition, the air supply may be reduced from the space zone 151 of the bow portion to the space zone 153 of the stern for each space zone 151, 152, 153 arranged in a row in the transverse direction.

In addition, for each space zone located longitudinally at the bottom of the ship, it is possible to reduce the air supply amount from the space zone of the bow portion to the space zone of the stern.

This may cause a situation in which air flowing out of each space area of the fore part flows into each space area behind the hull, depending on sudden variables such as lateral fluctuations during the operation of the ship or necessity of the ship operation. The space zones on both sides of each of the space zones 151, 152, and 153 lined up, as well as the space zones located longitudinally at the bottom of the ship, from the above space zone to the above space zone of the stern. Increasingly, the air supply needs to be reduced.

The above air supply method can be applied not only to the case where the air cavity is formed by protruding longitudinal / lateral partition members protruding from the bottom of the ship, but also to a ship which forms an air cavity by digging a groove in the bottom of the ship. .

10 and 11 is a schematic view showing the overall configuration of the transverse / longitudinal partition member and the watertight means, which is another embodiment of the air joint vessel according to the present invention, (a) is a bottom plan view, (b) is The bottom part is a perspective view seen from the top, (c) is a front view of a bottom part.

10- (b) and 10- (c), the transverse / longitudinal partition members are attached on the bottom of the bottom portion 101 so that the transverse partition members 120 protrude at an angle, thereby providing a space zone for the air cavity. Although shown to form a case, but also in the air cavity vessel which is configured to dig a groove on the bottom portion 101 surface and to form an air cavity inside the groove to drive the lateral partition member 120 at a predetermined angle as described above. Can be applied.

In general, if a driveable transverse partition member 120 is used for the airborne vessel, water flows into the space area forming the air cavity by the gap between the transverse partition member 120 and the longitudinal partition member 110. Can be. Therefore, in order to raise the efficiency of air cavity formation, the watertight means which can watertight the said clearance gap is needed.

FIG. 10 illustrates an embodiment of the present invention, in which only one longitudinal partition 111 is installed at the bottom portion 101 to form a space area for air cavities, and a plurality of longitudinal partitions 111 may be installed. .

The configuration of the present invention shown in FIG. 10 includes a transverse partition member 120, a longitudinal partition member 110, and a watertight means 160.

Hereinafter, each structure is demonstrated concretely.

When the lateral partition member 120 protrudes from the flat bottom portion 101, the flow of water passes along the surfaces of the bottom portion 101 and the lateral partition member 120. Vortex flow leaving the longitudinal end is induced.

As a result, a local circulation flow is formed in the rear portion of the lateral partition member 120, and when air is supplied into the circulation flow part, an air cavity is formed. At this time, if there is a large gap in the hull length direction between the transverse partition member 120 and the longitudinal partition member 110, water flows into the space zone forming the air common layer, and the water flows into the space zone. The air cavity formation by the air supplied cannot be made effectively.

Accordingly, watertight means is installed between the transverse partition member 120 and the longitudinal partition member 110 to prevent the inflow of water in the hull length direction through the gap, so that the transverse partition member 120 protrudes from the retracted position. When the position is reached, the water of the front part of the transverse partition member 120 is blocked from entering the rear part. As a result, the air cavity layer formed in the space area of the ship bottom part 101 can be maintained more reliably.

In addition, if the watertight means 160 made of a material having high antifouling properties and elastic properties, or if the watertight means 160 coated with a material having the above characteristics is used, it is possible to improve the watertight performance and to prevent the adhesion of contaminants. The effect can also be achieved.

Specifically, the watertight means 160 may use a plastic material, a rubber material, a metal material.

The watertight means 160 may be installed in the transverse partition member 120, in this case may be made integrally with the transverse partition member 120, and is detachably manufactured and installed in the transverse partition member 120 May be If installed detachably, it will be easily replaceable when wear or damage of the watertight means 160 occurs.

At this time, the transverse width of the watertight means 160 is preferably made of 5% to 15% of the transverse length of the transverse partition member 120, the longitudinal length of the watertight means 160 is transverse It is manufactured and installed equal to the longitudinal length of the directional partition member 120 (the length of the lateral end of the lateral partition member).

If the watertight means 160 is manufactured as described above, when the transverse partition member 120 is in the retracted position, the watertight means 160 is also in the retracted position. It is installed on the surface of the partition member 110 to prevent additional resistance by the exposed watertight means 160 that can be generated when always exposed to the outside of the hull, watertight means 160 is always exposed to the outside ) Can also prevent contaminants from adhering to

However, in this case, since the watertight means 160 also always moves together when the lateral partition member 120 is driven, wear of the watertight means 160 may increase, and the watertight means 160 and the longitudinal partition member 110 are used. Since friction occurs with the surface of the watertight means 160 is more power is required to drive the transverse partition member 120 than when the longitudinal partition member 110 is installed.

In addition, the watertight means 160 may be installed on the surface of the longitudinal partition member 110, in this case may be made integrally on the surface of the longitudinal partition member 110, longitudinal partition member 110 It may be installed on the surface of the removable installation. If installed detachably, it will be easily replaceable when wear or damage of the watertight means 160 occurs.

At this time, the watertight means 160 is manufactured at the same inclination angle as when the transverse partition member 120 is in the protruding position, and the transverse width of the watertight means 160 is transverse to the horizontal partition member 120. It is preferably made of 5% to 15% of the longitudinal length, the longitudinal length of the watertight means 160 is the longitudinal length of the transverse partition member 120 (length of the transverse end of the transverse partition member) and It is made and installed in the same way.

Further, if the watertight means 160 is installed on the surface of the longitudinal partition member 110 to correspond to any rotational angle of the transverse partition member 120 within the rotation radius of the transverse partition member 120, According to the driving situation, even if the lateral partition member 120 is operated according to the arbitrary rotation angle, since the watertight is smoothly made, the air joint layer formed in the space section of the bottom portion 101 can be continuously maintained.

In addition, in FIG. 10, the watertight means 160 is installed to close the gap between the longitudinal partition member 110 and the transverse partition member 120, but is transversely formed by the longitudinal partition 111 as shown in FIG. 11. In the case where the space section of the bottom portion is partitioned in such a manner that the directional partition member 120 is separated, a gap may occur between the lateral partition member 120 and the longitudinal partition 111 as well as the longitudinal partition member 110. Therefore, the watertight means 160 should also be installed between the horizontal partition member 120 and the longitudinal partition 111.

12 is a schematic view of an air cavity ship having a transverse groove, which is another embodiment of the air cavity ship according to the present invention, (a) is a bottom plan view, and (b) is an enlarged view of the bottom transverse groove.

The space section of the bottom portion for forming the air cavity of the air cavity vessel according to the present invention is located in the bottom portion in the longitudinal partition member 110, the longitudinal partition 111, the transverse partition member 120 as shown in FIG. It can be formed by.

2 and 3, the space zone is provided with the longitudinal partition member 110, the longitudinal partition 111, and the horizontal partition member 120 disposed thereon with the surface of the bottom portion 101 intact. It may be formed, or may be formed by digging a groove on the bottom of the bottom portion 101 and installing a longitudinal partition member 110, a longitudinal partition 111, a transverse partition member 120 inside the groove.

In this case, the lateral partition member 120 may be fixedly installed on the bottom 101 or may be installed to be driven. When the lateral partition member 120 is fixed to the bottom 101 Protruding transverse partition member 120 when an air cavity is not formed or a situation in which an air cavity is not formed due to an excessive movement of the hull, ie, a diagonal lateral fluctuation or a driven fluctuation, occurs according to a sea wave condition. ) May cause an additional resistance, which may result in speed performance degradation.

However, if the lateral partition member 120 is installed to be driveable, the lateral partition member 120 is moved to the retracted position even when the above-described air cavity formation is unnecessary or a situation in which the air cavity cannot be formed occurs. It is possible to prevent the occurrence of additional resistance.

Therefore, when it is necessary to move the transverse partition member 120 to the retracted position as described above, as shown in Figs. 12 (a) and 12 (b) on the surface of the bottom portion to accommodate the transverse partition member 120 Forming a concave portion inward to accommodate the transverse partition member 120 in the recessed position in the retracted position, it is possible to completely block the additional resistance that may be generated by the transverse partition member 120.

The transverse length and the longitudinal length of the concave portion are the transverse length of the transverse partition member 120 to accommodate the entire transverse partition member 120 as shown in (a) and (b) of FIG. It can be made equal to the longitudinal length.

If the watertight means 160 is installed in the transverse partition member 120, the transverse length of the concave portion may also be considered in the transverse length of the watertight means 160 and the transverse partition member 120 and the watertight means ( 160, may be made equal to the total transverse length of the.

The depth of the recessed portion of the hull to the inside of the hull should be determined in consideration of the thickness of the transverse partition member 120 and the hinge means installed on the inner side of the hull, and also the angle of rotation of the transverse partition member 120 In consideration of the interference between the hull and the transverse partition member 120 should be produced when the transverse partition member 120 is in the protruding position.

In addition, as shown in FIG. 11, if the lateral partition member 120 is divided by the longitudinal partition 111 to partition the space section of the bottom, the recessed portion may also be separated from the bottom 101. It must be formed.

FIG. 13 is a schematic diagram showing a case where a measuring instrument for measuring an air cavity of an air cavity ship according to the present invention is installed, (a) is a schematic diagram when an ultrasonic measuring instrument is installed, and (b) is a case where a radar measuring instrument is installed. It is an outline and (c) is a schematic diagram which shows the piping for measurement in the case where a radar measuring instrument is installed.

The air layer in the space area formed at the bottom of the ship at sea is not always kept constant, but the air layer continues to decrease to some extent due to the ship's operating condition, transverse and driven fluctuations due to surrounding waves, or other reasons.

Therefore, if the air layer is kept in a reduced state or if the air re-injection operation is not performed at an appropriate moment to re-form the air layer into the partitioned space zone formed at the bottom of the ship, As a result, the frictional resistance of the water is increased, which lowers the operating efficiency of the ship.

The present invention has been made to prevent the occurrence of such a case.

As an embodiment of the present invention, the invention shown in FIG. 13 is composed of measuring instruments 301 and 302 and a measuring pipe 3022.

In the above-described measuring instrument, a general ultrasonic measuring instrument 301 or a general radar measuring instrument 302 may be used to measure the thickness of the air layer in the partitioned space zone formed at the bottom of the air common vessel.

However, if a general radar measuring instrument is used, it should be a measuring instrument equipped with a program that enables measurement in a curved space inside the measuring instrument. For example, Endress + Hauser's FMR 230 model can measure in curved spaces.

The ultrasonic measuring instrument 301 emits a sound wave to the air layer formed at the bottom, and measures the time when the sound wave is reflected back from the surface of the water after passing through the air layer to transmit the distance signal by the level transmitter 3011, and then radar. The meter 302 emits electromagnetic waves into the air layer formed at the bottom, and then measures the time when the electromagnetic waves are reflected from the surface of the water back through the air layer and transmits the distance signal by the level transmitter 3021.

The distance signals transmitted by the measuring instruments 301 and 302 are converted into units designated by the driver and transmitted to the driver, whereby the thickness of the air layer can be known. The opening degree of the air valve 245 connected to the injection nozzle 131 is adjusted.

The above operation may be automated, in which case the distance signal is sent to a control device such as a PLC, and the opening degree of the air valve 245 connected to the air injection nozzle 131 with a value of an appropriate signal calculated by the control device. Adjust the thickness of the appropriate air layer automatically.

When the ultrasonic measuring unit 301 is installed at the bottom of the ship as shown in FIG. 13A, a separate maintenance and repair space may be added to the installation position of the measuring unit to consider the convenience of the driver.

However, in the case where the radar measuring instrument 302 is installed on the ship as shown in FIG. 13B, since the radar measuring device can measure even when the transmission of the signal for measurement passes through the curved space, It may be. In this way, if the instrument is installed on the deck of the ship, there is no need for a separate maintenance and repair space, such as when the instrument is installed on the bottom of the ship.

The measuring pipe 3022 is a space through which a wave for detecting the thickness of the air layer inside the partitioned space zone formed at the bottom portion passes.

The measurement pipe 3022, if the radar measuring instrument 302 is installed on the deck of the ship as shown in Figure 13 (b), should not be installed across the cargo hold, which is the lower space of the hull, the measurement pipe 3022 ) Can be installed to pass through the ballast tank of the ship can be smoothly measured without passing through the cargo hold.

Hereinafter, the operation method of the present invention will be described.

When the vessel is sailing by forming an air layer in a partitioned space zone formed at the bottom of the vessel, the measuring instruments 301 and 302 always monitor the thickness of the air layer of the space zone.

Since the measuring unit 300 may cause instantaneous fluctuation (swelling) of water in the partitioned space zone formed at the bottom, an air layer when water is continuously detected for a predetermined time in order to measure an accurate thickness of the air layer. The vessel must be programmed within the instrument to allow the thickness to be regarded as the correct air layer thickness of the air cavity or the ship must be operated in consideration of the above phenomena.

If the air layer in the compartment space formed at the bottom of the ship minimizes the frictional resistance of the ship by water, the air layer is less than the thickness of the proper air layer that produces the maximum speed with the same power, or if the ship's driver The valve opening of 245 may be further opened or reduced to allow operation of an appropriate air layer within the space zone.

In addition, if the data value for the thickness of the appropriate air layer to the maximum speed of the vessel is input to the measuring instrument (301, 302), if the air layer falls short of the appropriate air layer or excessive air layer is formed, the difference value of the level transmitter ( 3011 and 3021 may be sent to the control unit of the air valve 245 to automatically open or reduce the valve opening of the air valve corresponding to the difference value so that an appropriate air layer is automatically formed in the space zone.

In addition, although the measurement pipe 3022 can be installed in any part of the divided space area formed in the bottom part, it is preferable to install in the latter half and to measure the thickness of the air layer in the latter part of the space area. This is because it is more efficient to inject air by measuring the air layer in the latter half because more leakage or loss of the air layer occurs in the latter half than in the first half of the space zone.

The apparatus for measuring air cavities of the present invention can be used in an air cavity vessel in which a space zone for an air cavity is formed by a plurality of partitioning members or movable partitioning members attached protruding thereon with the bottom part intact. It can be used in ships with air cavities formed in grooves of conventional bottoms.

14 is a schematic view showing a hydraulically actuated movable compartment member of the air joint vessel according to the present invention.

FIG. 14A is a view in which the transverse partition member 120 is placed in the retracted position because it is unnecessary to use the transverse partition member 120 that is the operation stop or the movable partition member of the ship, and FIG. Is a view in which the transverse partition member 120 is placed in the protruding position when the use of the transverse partition member 120 is required during the operation of the ship.

This embodiment is composed of a transverse partition member 120, a hydraulic transmission rod 1273, a hydraulic cylinder (1271), a hydraulic line (1274) as shown in FIG.

The lateral partition member 120 is installed to extend in the width direction from the bottom.

One end of the hydraulic transmission rod 1273 is fixedly connected to the bow side of the lateral partition member 120, and the other end is rotatably connected to the hydraulic cylinder rod 1272 from the hydraulic cylinder 1271. The hydraulic force of the transfer to the transverse partition member 120.

One end of the hydraulic transmission rod 1273 is fixed to the lateral partition member 120, and the other end is rotatably connected to the hydraulic cylinder rod (1272), it is provided to the hydraulic cylinder (1271) When the hydraulic cylinder rod (1272) is moved by the hydraulic pressure to rotate the lateral partition member 120 between the retracted position and the projecting position, the hydraulic transmission rod (1273) of the lateral partition member 120 Rotation is possible by the rotation angle.

Since the longer the length of the hydraulic rod 1273, the greater the rotational force, the smaller the force of the hydraulic pressure to be provided to the hydraulic cylinder 1271 to rotate the lateral partition member 120. Therefore, in the case of lengthening the length of the hydraulic transmission rod 1273, the capacity of the hydraulic device can be designed to be smaller. However, since the rotational force for rotating the transverse partition member 120 is increased, the strength of the hydraulic transmission rod 1273 should be increased in accordance with the increase of the rotational force, and thus, the hydraulic transmission rod 1273 is increased. High-strength materials should be used or the thickness should be increased.

The hydraulic cylinder 1271 moves the hydraulic cylinder rod 1272 to drive the lateral partition member 120 to drive the lateral partition member 120 to the hydraulic transmission rod 1273. To provide.

The hydraulic cylinder 1271 is fixed to the inner side of the bottom portion, so that a force for rotating the lateral partition member 120 is applied from the hydraulic cylinder 1271 to the hydraulic transmission rod 1273. do. At this time, when the hydraulic cylinder 1271 is fixed to the inner surface of the bottom, the rotation of the hydraulic transmission rod 1273 generated when the transverse partition member 1273 rotates to be fixed in a rotatable form. The rotation of the hydraulic cylinder 1271 may be absorbed, and as a result, when the hydraulic cylinder 1271 is fixed, the fixed portion may be prevented from being broken by the rotation of the hydraulic cylinder 1271.

The hydraulic line 1274 supplies hydraulic pressure to the hydraulic cylinder.

The operation of the present embodiment will be described below.

First, look at the operation method when the operation of the vessel stops or the use of the transverse partition member 120 is unnecessary.

In such a case, the hydraulic pressure is supplied through the hydraulic line 1274 connected to the hydraulic cylinder 1271 as shown in FIG. 14A.

The hydraulic pressure supplied to the hydraulic cylinder 1271 pushes the hydraulic cylinder rod 1272 as shown in FIG. 14A, and the hydraulic transmission rod 1273 rotatably connected to the hydraulic cylinder rod 1272. ) Is fixedly connected to the transverse partition member 120 to rotate in a clockwise direction. As a result, the lateral partition member 120 connected to the hydraulic transmission rod 1273 also rotates in a clockwise direction so that the lateral partition member 120 is in a retracted position.

However, if the use of the transverse partition member 120 is required during the operation of the vessel, the hydraulic pressure of the hydraulic line (1274) connected to the hydraulic cylinder (1271) is removed as shown in FIG. .

The hydraulic pressure removed from the hydraulic cylinder 1271 pulls the hydraulic cylinder rod 1272, as shown in FIG. 14B, and the hydraulic transmission rod 1273 rotatably connected to the hydraulic cylinder rod 1272. Is fixedly connected to the horizontal partition member 120 is rotated in the counterclockwise direction. As a result, the lateral partition member 120 connected to the hydraulic rod 1273 also rotates in a counterclockwise direction so that the lateral partition member 120 is in the protruding position.

* If the driver adjusts the hydraulic control valve supplied to the hydraulic cylinder 1271 during the operation as described above or by using a control device such as a PLC, the lateral partition member 120 is fixed to the desired position of the driver. It can be fixed to the lateral partition member 120 to enable a fine drive, the drive of the lateral partition member 120 can be appropriately handled according to the operating situation of the ship.

In addition, the above embodiment may be used to accommodate the transverse partition member in a ship in which a plurality of partition members are installed at the bottom to form a space zone for a plurality of air layers, and the bottom portion is left as it is and protrudes on it. It can be used not only in the case where the space section for the air cavity is formed by the partition forming member to be formed but also in the ship having the air cavity formed in the groove of the conventional bottom.

15 is a schematic view showing a system for supplying stable air to the air cavity formed in the bottom of the air joint vessel according to the present invention.

In general, the air cavity in the space area formed at the bottom of the ship should be supplied with appropriate compressed air according to the situation in order to maintain a constant air layer when lateral fluctuations or longitudinal fluctuations occur during the operation of the ship.

In this case, load and unload of the air compressor must be repeated to supply adequate compressed air. Operation of the air compressor shortens the life of the expensive air compressor, which is expensive equipment, and surrounds the piping and the air compressor. It also shortens the durability of the equipment.

In addition, when air is supplied directly from the air compressor to form an appropriate air layer in the bottom air cavity, it may be difficult to supply stable air, and when compressed air is momentarily required in the air cavity at the bottom, In this situation, if the reaction speed of the air compressor is slow or a situation in which the necessary air supply is not instantaneously provided, it is a cause of lowering the operating efficiency of the ship.

Therefore, the present invention has been devised to prevent excessive load on the air compressor, to prevent inconsistent operation, and to provide a continuous and stable supply of air amount due to a sudden change in the operational situation of the ship.

One exemplary embodiment of the present invention includes an air compressor 260, an air valve 245, a regulating valve 2501, and an air storage container 250 as shown in FIG.

Hereinafter, the role of each component will be described.

The air compressor 260 compresses the air supplied to form an air layer in the partitioned space zone 2502 formed at the bottom.

The air valve 245 supplies the compressed air to the space section through an air injection nozzle 131. By adjusting the opening degree of the air valve 245, the amount of air supplied to the partitioned space zone 2502 formed at the bottom may be adjusted.

The regulating valve 2501 is installed between the air compressor 260 and the air valve 245 to maintain the compressed air at a constant pressure.

When the constant pressure is maintained by the regulating valve 2501, the appropriate air is supplied to the partitioned space zone 2502 formed at the bottom by the air pressure set according to the operating condition of the ship, thereby providing a suitable air layer in the air cavity at the bottom. It is possible to form, thereby increasing the operating efficiency of the vessel.

In addition, it is possible to prevent the waste of compressed air by maintaining a constant pressure, and to ensure the durability and reliability of the air pressure-related equipment of the system.

The pressure of the air supplied to the partitioned space zone 2502 formed at the bottom is determined according to the draft of the vessel, and the outlet pressure of the regulating valve 2501 is set to various values according to the draft of the vessel. Depending on the operating situation, the appropriate air supply can keep the air layer of the air cavity in an optimal state.

That is, a partitioned space area formed at the bottom of the ship according to each case, such as lateral fluctuations or longitudinal fluctuations during the operation of the ship, or when the ship has loaded cargo or unloaded cargo, or when it is necessary to operate the ship. It is possible to maintain an air layer for forming a suitable air cavity in 2502).

The air storage container 250 may be installed between the air compressor 260 and the air valve 245, or may be installed together with the regulating valve 2501. If installed together with the regulating valve 2501, it is preferable to install in front of the regulating valve 2501.

The air storage container 250 stores the air compressed by the air compressor 260, and is designed at a pressure of about 2 to 3 times higher than the proper air pressure to be supplied to the air cavity of the bottom portion to provide a sufficient and stable air supply. It can be done.

In addition, it is possible to continuously supply a constant air to the space area 2502 of the bottom portion to prevent fatigue due to the continuous operation of the air compressor 260.

In addition, continuous supply of appropriate air is required to maintain the necessary air space in the space area 2502 of the bottom, which causes repeated operation and stop of the air compressor 260. As a result, the lifespan of the air compressor 260 is shortened. Accordingly, the compressed air may be stored and used in the air storage container 250 to prevent the above result.

In addition, if the air storage container 250 is installed, even when a large amount of air exceeding the capacity of the air compressor is required, such as a case in which a large amount of air is required to form an air cavity at the bottom portion, the air is required. What is necessary is just to use the air stored in the storage container 250, and even if the change of air usage is large, appropriate measures are possible.

In addition, in the case of the above case, in order to prevent the occurrence of a large change in the amount of air use, even if the capacity of the air compressor is not designed to be larger than necessary, the air storage container 250 can be installed to cope with the equipment cost of the ship Can be saved.

In addition, the partitioned space zone formed at the bottom may be formed in a lattice form using a plurality of longitudinal partition members and transverse partition members.

In addition, a moisture trap, a dryer, and the like are installed at the rear end of the air compressor 260 to remove condensate and moisture in the compressed air, thereby preventing condensate accumulated in winter to prevent air from interfering with the flow of air. The efficiency of the compressor can be increased.

In addition, a safety valve may be installed at the rear end of the compressor to secure safety of the air pressure-related equipment, or a check valve may be installed to prevent backflow of air to increase the efficiency of air layer maintenance of the air cavity.

Figure 16 is a schematic diagram showing an apparatus for supplying stable air to the air cavity formed in the bottom of the air cavity ship according to the present invention.

In general, the air cavity in the space area formed at the bottom of the ship should be injected with appropriate compressed air according to the situation in order to maintain a constant air layer if a situation such as lateral fluctuation or longitudinal fluctuation occurs during the operation of the ship.

At this time, when the space zone is formed of a plurality of grids and uses an air valve branched from the same air supply pipe, the space zone should be supplied to another adjacent space zone according to the amount of air supplied to one space space. This will affect the air volume.

In particular, if air escapes from some of the compartments of the compartments formed at the bottom of the ship when the ship's lateral or longitudinal fluctuations occur, The amount of air to be supplied to adjacent compartments of space, branched from the air supply piping, may be reduced instantaneously.

Accordingly, the present invention provides a system for continuously supplying a constant air without fluctuation even when sudden air consumption occurs in an adjacent space zone when supplying air to some of the partitioned space zones formed at the bottom of the ship. Was conceived as.

An exemplary embodiment of the present invention includes an air compressor 260, an air storage container 250, an air valve 245, and a header 2504 as shown in FIG.

Hereinafter, the role of each component will be described.

The air compressor 260 compresses the air supplied to form an air layer in a plurality of partitioned space zones 2502 and 2503 formed at the bottom.

The air storage container 250 is installed between the air compressor 260 and the header 2504. In order to smoothly supply the stored air, a regulating valve may be installed at the rear of the air storage container 250 as shown in FIG. 15.

The air storage container 250 has the same function as described in Figure 15.

The air valve 245 supplies the compressed air to the space section through an air injection nozzle 131. By adjusting the opening degree of the air valve 245, the amount of air supplied to the partitioned space zone 2502 formed at the bottom may be adjusted.

The header 2504 is installed between the air storage container 250 and the air valve 245 to contain the compressed air.

Since the header 2504 contains compressed air to some extent, when the air escapes from some of the compartments formed in the bottom due to the lateral fluctuation or follower of the ship, Even if the air valve is rapidly opened to replenish the air, the contained air is supplied to prevent the instantaneous decrease in the amount of air that must be supplied to the adjacent compartment of the space branched from the same air supply pipe.

In addition, the partitioned space zone formed at the bottom may be formed in a lattice form using a plurality of longitudinal partition members and transverse partition members.

In addition, a moisture trap, a dryer, and the like are installed at the rear end of the air compressor 260 to remove condensate and moisture in the compressed air, thereby preventing condensate accumulated in winter to prevent air from interfering with the flow of air. The efficiency of the compressor can be increased.

In addition, a safety valve may be installed at the rear end of the compressor to secure safety of the air pressure-related equipment, or a check valve may be installed to prevent backflow of air to increase the efficiency of air layer maintenance of the air cavity.

It will be apparent to those skilled in the art that the present invention is not limited to the above embodiments and can be practiced in various ways without departing from the technical spirit of the present invention. will be.

100: air joint vessel 101: bottom
110: longitudinal partition member 111: longitudinal partition
120: transverse partition member 121: hinge axis
122: hydraulic jack 123: movable means
124: drive device 1241: drive operation device
1242: driving rod 1243: cylinder
125: fixing device 1251: fixing device
1252: fixing rod 1253: upper stopper
1254: bottom stopper 126: spring rope
1271: hydraulic cylinder 1272: hydraulic cylinder rod
1273: hydraulic transmission rod 1274: hydraulic line
129: hydraulic line 131: air spray nozzle
132: air compressor 133: air supply pipe
141: air inlet 142: gas-liquid separator
143: second air compressor 144: connector
151: space section of the bow section 152: space section between the bow section and the stern section
153: space area of stern 160: watertight means
241: air inlet 242: gas-liquid separator
244: level sensor 243: recirculating air compressor
250: air storage container 2501: regulating valve
2502: compartment space formed at the bottom
2503: compartment space formed at the bottom of the ship
2504: header
260: air compressor 301: ultrasonic measuring instrument
3011: Level Transmitter 302: Radar Meter
3021: level transmitter 3022: measurement piping

Claims (5)

In the air joint vessel,
An air compressor for compressing air injected to form an air layer in the space region formed at the bottom of the ship;
An air valve for supplying air compressed by the air compressor to a compartment formed at the bottom of the ship;
A header installed between the air compressor and an air valve to contain the compressed air;
Stable air supply system of the air joint vessel comprising a. The method according to claim 1,
An air storage container installed between the air compressor and the header to store compressed air;
Stable air supply system of the air joint vessel further comprising a. The method according to claim 1 or 2,
The space zone is formed by a plurality of partitioning members attached on the bottom surface;
Stable air supply system of an air joint vessel, characterized in that. The method according to claim 3,
The space zone is formed in a lattice form by a plurality of transverse partition members and longitudinal partition members;
Stable air supply system of an air joint vessel, characterized in that. In the air joint vessel,
Compartment space formed at the bottom by installing a header containing compressed air at the rear end of the air storage container for storing the compressed air by an air compressor that compresses the air injected to form an air layer in the space zone formed at the bottom. Supplying air;
Stable air supply system of an air joint vessel, characterized in that.

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