KR20140045104A - A ship for reducing vibromotive force - Google Patents

Abstract

Disclosed is a vibromotive force reduction ship. The vibromotive force reduction ship according to an embodiment of the present invention includes: a ship hull prepared with a propeller on the stern; and a vibromotive force reduction module which generates an air layer for creating a reflected wave on the surface of the hull neighboring the propeller when the propeller operates in order to reduce a vibromotive force applied to the ship hull. The vibromotive force reduction module can be arranged to lean to one side from the center line which passes through the center of the rotation shaft of the propeller along the vertical direction of the ship hull. [Reference numerals] (AA) Bow; (BB) Stern

Description

[0001] The present invention relates to a ship for reducing vibromotive force,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to an exciting power reducing type ship, and more particularly, to a exciting force reducing type ship having an improved structure for reducing exciting power.

When the propeller provided at the rear of the ship rotates in water, the water flows to the propeller blade surface, causing a pressure difference between the front and back surfaces of the propeller blade surface. The propulsion generated in this way allows the ship to be operated at sea.

On the other hand, when the propeller is operated for the operation of the ship, that is, when the propeller is rotated in water, a fluctuating pressure is generated in the water due to the propeller as the rotating body. The fluctuating pressure thus generated increases the excitation force to the hull, (Including noise).

Particularly, when cavitation occurs in the water by the propeller, vibration of the hull is severely generated because the excitation force is further increased.

This is because when the pressure in the water is low, the gas contained in the water escapes from the water and collects at a low pressure. As a result, bubbles are generated in the water, and when the bubbles reach the high pressure part, Thereby generating a fluctuating pressure.

In order to solve the problem of increased excitation force due to such fluctuating pressure, it is necessary to design the shape and size of the propeller blade itself differently, to improve the shape of the rear of the ship, to attach a separate reinforcing material for preventing noise and vibration, Or by applying various methods such as attaching a guide device for guiding the flow of the water flowing in the propeller, reducing the size of the propeller, or the like. However, it is practically effective to reduce the excitation force it's difficult.

On the other hand, vibration problems, including noise transmitted to the hull due to increased vibration force due to the fluctuation pressure caused by the propeller, are urgent in the case of ships intended to be cruised like cruise ships or ships requiring quiet operation such as warships. As it is a matter to be solved, it is urgent to research and develop it.

Japanese Patent Application Laid-Open No. 2000-255485

Therefore, the technical problem to be achieved by the present invention is to provide an anti-vibration type vessel that can prevent the vibration is generated in the hull due to the increased vibration force due to the fluctuation pressure generated during the propeller operation.

According to an aspect of the present invention, there is provided a hull comprising: a hull having a rear propeller; And a vibration reduction module that forms an air layer on the surface of the hull adjacent to the propeller to generate a reflected wave during operation of the propeller, thereby reducing vibration force toward the hull. The module may be provided with an anti-vibration type ship is disposed biased to one side with respect to the center line passing through the axis of rotation of the propeller in the vertical direction of the hull.

The air layer formed by the excitation force reduction module may be locally formed in a part of the surface area of the hull adjacent to the propeller.

The excitation force reduction module may be disposed to be biased toward the direction in which the propeller is rotated with respect to the center line.

The vibration reduction module may inject air along the stern direction from the bow of the hull to form an air layer on the surface of the hull.

The vibration reduction module has a protrusion coupled to the wall surface of the hull and protruding from the outer surface of the hull, and generates bubbles to the outer surface of the hull through bubble spray holes formed in the protrusion. An air layer can be formed on the surface.

The cap may further include a porous cap coupled to the bubble spray hole region.

A bottom plug coupled to the wall of the hull and to which the vibration reduction module is detachably coupled; And a compressed air supply unit for supplying compressed air to the vibration reduction module.

The compressed air supply unit may include: a compressor provided at one side of the hull; A compressed air supply line directly connecting the compressor with the vibration reduction module; And at least one valve provided in the compressed air supply line for interrupting the flow of compressed air flowing along the compressed air supply line.

The vibration reduction module may include: a module body having a compressed air flow line through which compressed air flows from the compressed air supply part, and coupled to be inserted into a through part of the bottom plug, wherein the protrusion is formed at one side thereof; And a body flange formed on the other side of the module body and disposed in the seat jaw of the bottom plug.

The protrusion includes an inclined wall portion inclinedly connected to one side of the module body; And an upright wall portion vertically disposed at a surface of the module body at an end of the inclined wall portion.

Wherein the compressed air flow line includes: a straight line segment extending along the longitudinal direction of the module body; And an intersection section disposed in the protrusion and intersecting with the linear section and having the bubble jetting hole formed at an end thereof.

And an arc guide portion for guiding the compressed air may be further formed between the straight line portion and the crossing portion.

A plurality of the straight line section and the intersection section may be independently arranged.

A fluctuation pressure sensing unit provided on the hull to sense a fluctuation pressure generated when the propeller operates; And a controller configured to control bubble generation through the vibration reduction module based on the information from the variable pressure sensing unit.

The apparatus may further include a line opening / closing module provided in the compressed air flow line of the vibration reduction module to selectively open and close the opening of the compressed air flow line.

Wherein the line open / close module is a non-powered line open / close module that opens the compressed air flow line when the compressed air is supplied through the compressed air flow line and shields the compressed air flow line when supply of the compressed air is stopped .

Wherein the non-powered line opening / closing module comprises: a ball member disposed in the compressed air flow line and opening / closing the compressed air flow line; And a ball member that is connected to the ball member and is compressed when the compressed air is supplied so that the compressed air flow line is opened through the ball member and expanded when the supply of the compressed air is stopped, And may include a first elastic body for allowing the flow line to be shielded.

Wherein the non-powered line opening and closing module is provided on the compressed air flow line and is formed to be narrower in width than the preceding area with respect to a direction in which the compressed air flows, thereby forming a place where the ball member is disposed; And an elastic body supporting portion provided in the ball chamber and supporting the first elastic body.

Wherein the non-powered line opening / closing module includes: a line opening / closing plate rotatably disposed in the compressed air flowing line to selectively open / close the compressed air flowing line; A second elastic body connected to the line opening / closing plate and elastically biased in a direction in which the line opening / closing plate is returned to the original position; And a stopper provided on a wall of the compressed air flow line and restricting rotation of the line opening / closing plate.

According to the present invention, due to the fluctuation pressure generated during the propeller operation, the vibration force can be prevented from occurring by increasing the vibration force.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a structural view of a propeller area of a ship acceleration reduction type ship according to a first embodiment of the present invention; FIG.
Fig. 2 is a schematic rear structural view of Fig. 1. Fig.
3 is a test example of the excitation force reduction module.
4 is a graph showing the result of the test example of FIG.
5 is an enlarged structural view of the area A in Fig.
6 is an exploded view of Fig.
Fig. 7 is a perspective view of Fig. 6. Fig.
8 is a rear perspective view of the excitation force reduction module.
FIG. 9 is a control block diagram of a ship power reduction type ship according to the first embodiment of the present invention.
Figure 10 (a) is a schematic rear structure diagram of a vibration reduction vessel according to a second embodiment of the present invention, (b) is a modification.
11 is a cross-sectional structural view of the vibration reduction module area in the vibration reduction vessel according to the third embodiment of the present invention.
12 is a cross-sectional structural view of the vibration reduction module area in the vibration reduction vessel according to the fourth embodiment of the present invention.
13 is a cross-sectional structural view of the vibration reduction module area in the vibration reduction vessel according to the fifth embodiment of the present invention.
14 and 15 are views showing the operation of the line opening and closing module applied to the vibration reduction module of the vibration reduction type vessel according to the sixth embodiment of the present invention, respectively.
16 and 17 are views showing the operation of the line opening and closing module applied to the vibration reduction module of the vibration reduction type vessel according to the seventh embodiment of the present invention, respectively.
18 and 19 are views showing the operation of the line opening and closing module applied to the vibration reduction module of the vibration reduction type vessel according to the eighth embodiment of the present invention.

In order to fully understand the present invention, operational advantages of the present invention, and objects achieved by the practice of the present invention, reference should be made to the accompanying drawings and the accompanying drawings which illustrate preferred embodiments of 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. Like reference symbols in the drawings denote like elements.

FIG. 1 is a structural view of a propeller region of an exciting force reduction type ship according to a first embodiment of the present invention, and FIG. 2 is a schematic rear structural view of FIG.

Referring to these drawings, the ship of the present embodiment is a vibration reduction type ship, the hull 110 is provided with a propeller 120 at the rear, and the hull 110 adjacent to the propeller 120 when the propeller 120 is in operation An air layer (refer to FIGS. 1 and 5) for generating a reflected wave on the surface thereof may include an vibration suppression module 140 for reducing vibration force toward the hull 110.

The ship of this embodiment may include floating ships such as commercial ships, warships, fishing boats, carriers, drillships, cruise ships, and special work ships.

A rudder (130) for adjusting the traveling direction of the ship is provided around the propeller (120). The rudder 130 may be a normal rudder or a bulb rudder.

As described above, when the propeller 120 is operated, that is, when the propeller 120 is rotated in water, a fluctuating pressure is generated in the water due to the propeller 120 as a rotating body. ), Which causes vibration (including noise) in the hull.

The vibration transmitted to the hull 110 may be a serious problem, for example, in the case of a ship intended for cruising, such as a cruise ship, or a ship for which a quiet operation is to be premised. To prevent such a phenomenon, In the case of the present embodiment, the excitation force reduction module 140 is proposed in order to prevent vibrations from being generated in the hull 110 due to an increase in excitation force due to the fluctuating pressure generated in the water during operation of the hull 120.

2, the excitation force reduction module 140 is disposed at a position deflected to one side with respect to the center line C / L passing through the rotation axis of the propeller 120 along the vertical direction of the hull 110 .

For example, in the present embodiment, the vibration reduction module 140 may be disposed to be biased toward the direction in which the propeller 120 is rotated based on the center line C / L of the hull 110, and the hull ( An air layer (see FIGS. 1 and 5) generating a reflected wave on the surface of the hull 110 may be formed by spraying air along the stern direction from the bow of 110. Of course, since the scope of the present embodiment is not limited to these matters, the excitation force reduction module 140 is biased toward the opposite side of the direction in which the propeller 120 is rotated with respect to the center line C / L of the hull 110 Lt; / RTI >

No matter where the vibration reduction module 140 is disposed, the air layer formed by the vibration reduction module 140 is sufficient if it is locally formed in a part of the surface of the hull 110 adjacent to the propeller 120. Do. In other words, the air layer formed by the excitation force reduction module 140 may be formed not only to cover the entire surface area of the hull 110 adjacent to the propeller 120, but only to some areas. It may be more advantageous to reduce the exciting force toward the hull 110 due to the action.

In FIG. 2, two advance force reduction modules 140 are shown as an example, but the number of the acceleration force reduction modules 140 may be three or more, including one.

2 and FIG. 5) is formed on the surface of the hull 110 in the stern direction, the propelling force reduction module 140 provided on the hull 110 forms the air layer (see FIGS. 1 and 5) It is possible to prevent vibrations from being generated in the hull 110 due to an increased excitation force due to the fluctuating pressure generated during operation.

This is explained in detail. During operation of the propeller 120, the spherical pressure wave generated by the cavitation may propagate in all directions. In this case, when the air layer is formed on the surface of the hull 110 around the propeller 120 regardless of the port and starboard of the ship as in the present embodiment, a part of the spherical pressure wave incident on the air layer And is reflected to the outside of the air layer with a phase close to the incident wave of nearly 180 degrees. The reflected wave reflected from the air layer meets the incident wave which is a spherical pressure wave incident on the air layer again, thereby canceling / reducing the incident wave. The fluctuation pressure transmitted from the outside of the air layer to the hull 110 is reduced do. When the fluctuating pressure transmitted from the outside of the air layer to the hull 110 is reduced, the exciting force is reduced, so that noise or vibration generated by the hull 110 is reduced naturally.

In order to verify these contents, solid line application and test were performed and the results are shown in a graph.

FIG. 3 is a test example of the excitation force reduction module, and FIG. 4 is a graph of a result according to the test example of FIG.

In the STBD region of I1 and I2 in FIG. 3, air is jetted in a stern from the bow through the excitation force abatement module 140 to form air layers having a constant width on the surface of the hull 110. At positions P1 to P4 The variable pressure sensor (1-4) was disposed to measure the fluctuating pressure. Referring to FIG. 4, when the air layer is formed, the fluctuation pressure is decreased by 50% or more on average and the vibration level in the transom region is reduced by 80% or more as shown in FIG. 4 (b) . In particular, it can be seen that the fluctuating pressures are reduced by 50% or more on the P2, P3 and P4 points outside the air layer.

1 and 5, when the air layer is formed on the surface of the hull 110 around the propeller 120 through the excitation force reduction module 140 as in the present embodiment, It is confirmed that the fluctuating pressure transmitted from the outside to the hull 110 is reduced, and the exciting force can be reduced.

The specific structure of the excitation force abatement module 140 responsible for this role will be described with reference to Figs. 5 to 8. Fig.

5 is an enlarged structural view of region A of FIG. 1, FIG. 6 is an exploded view of FIG. 5, FIG. 7 is a perspective view of FIG. 6, and FIG. 8 is a rear perspective view of the vibration reduction module.

Referring to these drawings, the vibration reduction module 140 applied to the vibration reduction type ship of the present embodiment is coupled to the wall surface of the hull 110 adjacent to the propeller 120 from the outer surface of the hull 110 It has a protruding protrusion 141, and generates bubbles to the outer surface of the hull 110 through the bubble injection hole (141a) formed in the protrusion 141 to the surface of the hull 110 as shown in Figs. It serves to form a constant air layer.

A bottom plug 160 is coupled to the wall surface of the hull 110 so that the excitation force abatement module 140 is coupled. In addition, the vibration reduction module 140 receives compressed air by the compressed air supply unit 170 provided in the hull 110 and sprays compressed air in water to form an air layer formed by air bubbles on the surface of the hull 110. Be sure to

Before describing the excitation force reduction module 140, the bottom plug 160 and the compressed air supply section 170 will be described first.

The bottom plug 160 is a part mounted on the wall surface of the hull 110. The bottom plug 160 serves as a cap for draining water introduced into the hull 110. Since the bottom plug 160 is opened only when necessary, it is not necessary to disconnect the bottom plug 160 from the hull 110 at normal times.

As shown in FIG. 6, a plug coupling hole 111 for coupling the bottom plug 160 is formed on the hull 110 in order for the bottom plug 160 to be coupled. The first inclined surface 112 and the first horizontal surface 113 are formed on the outer wall of the plug coupling hole 111 and the second inclined surface 161 and the second horizontal surface 162 are formed on the bottom plug 160 do.

With this structure, the bottom plug 160 can be coupled to the plug coupling hole 111. At this time, it may be advantageous in terms of preventing the bottom plug 160 from being easily separated from being screwed into the plug engagement hole 111 or press-fit.

Next, the compressed air supply unit 170 includes a compressor 172 disposed in a steering gear room 171 provided on one side of the hull 110, a compressor 172 disposed on a side of the steering gear room 171, And a compressed air supply line 173 for directly connecting the excitation force reduction module 140 to the engine.

If one of the excitation force reduction modules 140 is applied, it is sufficient if only one compressed air supply line 173 is provided. If the excitation force reduction module 140 is applied in two or more numbers, the number of the excitation force reduction modules 140 may be used by extracting the compressed air supply line 173.

The compressed air supply line 173 may be provided with a plurality of valves 174a and 174b. The valves 174a and 174b may be electronically controllable solenoid valves.

On the other hand, the excitation force reduction module 140 is detachably coupled to the bottom plug 160 as shown in FIGS. When the excitation force reduction module 140 is coupled to the bottom plug 160, installation and maintenance of the excitation force reduction module 140 can be facilitated.

However, the scope of right of the present embodiment is not limited thereto, so that the excitation force reduction module 140 does not necessarily have to be coupled to the bottom plug 160. For example, it is possible to integrally embed the excitation force reduction module 140 on the wall surface of the hull 110, and such a structure is also within the scope of the present invention.

The urging force reduction module 140 includes a module body 142 having a compressed air flow line 143 in which compressed air flows and inserted to be inserted into the through portion 163 of the bottom plug 160, And a body flange 144 formed on the other side of the module body 142 and disposed in the seat jaw 164 of the bottom plug 160.

The module body 142 may be provided in a cylindrical structure and is inserted and inserted into the penetration portion 163 of the bottom plug 160. The module body 142 can be made of a plastic injection molding.

The protrusion 141 is formed at the insertion end of the module body 142. After the module body 142 is inserted into the penetration portion 163 of the bottom plug 160, And takes a form protruding from the outer surface. Therefore, the air bubbles can be formed while the bubbles are sprayed with a constant width along the outer surface of the hull 110 through the bubble spray holes 141a formed at the ends of the projections 141.

The projecting portion 141 protruding from the outer surface of the hull 110 includes an inclined wall portion 141b inclinedly connected to one side of the module body 142 and an inclined wall portion 141b formed at the end of the inclined wall portion 141b, And an upright wall portion 141c vertically disposed on the surface of the base portion 141c. There is an advantage that the protruding portion 141 has the inclined wall portion 141b, that is, the structural streamlined shape of the inclined wall portion 141b can reduce the frictional resistance with water.

In the structure of the protrusion 141, the bubble spray hole 141a may be formed in the vertical wall portion 141c. The bubble spray hole 141a may be a circular hole or an elliptical hole, .

A plurality of first and second through holes 144a and 160a are formed in the body flange 144 and the bottom plug 160 so that the bolts B are engaged with each other. Although it is stable that the number of the first and second through holes 144a and 160a is four as shown in the drawing, the number of the first and second through holes 144a and 160a may be appropriately changed.

The compressed air flow line 143 includes a linear section 143a having one end connected to the compressed air supply line 173 of the compressed air supply section 170 and extending along the longitudinal direction of the module body 142, And a crossing section 143b which intersects the straight line section 143a and forms a bubble spraying hole 141a at an end thereof.

The reason for this is that it is difficult to perform drilling once, because the drill can be formed integrally if it is easy to drill.

9 is a control block diagram of a ship power reduction type ship according to the first embodiment of the present invention.

Referring to this figure, the excitation force reduction type ship of the present embodiment may further include a fluctuation pressure sensing unit 180 and a controller 190.

It may be considered to simply turn ON / OFF the EMF module 140. However, if the EMF module 140 is controlled by the controller 190, the EMF can be more effectively controlled It may be advantageous to reduce the amount of water.

The fluctuating pressure sensing unit 180 is provided in the hull 110 to sense a fluctuating pressure generated when the propeller 120 is operated. As shown in FIG. 3, four pieces may be provided at positions P1 to P4, or one piece may be provided at a specific position or a plurality of pieces may be provided at appropriate positions as needed.

The controller 190 can control bubble generation through the excitation force reduction module 140 based on the information from the fluctuation pressure sensing unit 180. [

The controller 190 controls the operation of the compressor 172 or the valves 174a and 174b connected to the excitation power reduction module 140 based on the information of the fluctuation pressure sensing unit 180, To control the generation of bubbles or the amount of bubbles generated.

For example, when it is detected that the fluctuating pressure is higher than the preset reference value, the controller 190 may turn on the operation of the compressor 172 and the valves 174a and 174b, since the propeller 120 may be determined to be operating at this time. ) So that bubbles are generated through the excitation force reduction module 140. [

If there is a fluctuating pressure but is less than the reference value, the controller 190 may turn off the operation of both the compressor 172 and the valves 174a and 174b, or lower the speed of the compressor 172 Or the opening of the valves 174a and 174b may be kept small.

In addition, the controller 190 can be configured to turn on the operation of the compressor 172 and the valves 174a and 174b once the propeller 120 is turned on so that bubbles are generated through the excitation force reduction module 140 The control of the speed of the compressor 172 or the control of the opening of the valves 174a and 174b may be performed based on the information of the fluctuation pressure sensing unit 180, that is, the fluctuation pressure level.

When controlling various matters related to the bubble generation by the various methods, it is possible to efficiently prevent the vibration of the hull 110 due to the fluctuating pressure, and also unnecessarily the compressor 172 is operated, And the phenomenon induced can be reduced.

The controller 190 performing such a role may include a central processing unit 191 (CPU), a memory 192 (MEMORY), and a support circuit 193 (SUPPORT CIRCUIT) as shown in Fig.

The central processing unit 191 may be one of a variety of computer processors that are industrially applicable to control the operation of the compressor 172 or valves 174a, 174b in the vessel of the present embodiment. The memory 192 (MEMORY) is operatively coupled to the central processing unit 191. The memory 192 is a computer-readable recording medium that may be installed locally or remotely and may be any of various types of storage devices such as, for example, random access memory (RAM), ROM, floppy disk, hard disk, At least one or more memories. A support circuit 193 (SUPPORT CIRCUIT) is operatively associated with the central processing unit 191 to support the typical operation of the processor. Such a support circuit 193 may include a cache, a power supply, a clock circuit, an input / output circuit, a subsystem, and the like.

The operation of the excitation force reduction module 140 having such a configuration will be described.

When the compressor 172 is operated and compressed air is supplied through the compressed air supply line 173, the compressed air flows along the straight line section 143a and the intersection section 143b and flows through the bubble spraying hole 141a And is sprayed in the aft direction in water.

When the strong compressed air is injected in the water, the compressed air forms air bubbles. The air bubbles thus generated form air layers having a constant width on the surface of the hull 110 adjacent to the propeller 120 as shown in FIGS. 1 and 5 .

Meanwhile, as described above, during the propagation of the spherical pressure wave generated by the cavitation during the operation of the propeller 120, part of the waves are reflected toward the outside of the air layer against the air layer. It meets the incoming incident wave and serves to cancel / reduce the incident wave. Due to this action, the fluctuating pressure transmitted from the outside of the air layer to the hull 110 is reduced, which reduces the vibratory force and reduces the vibration transmitted to the hull 110 naturally.

As such, according to the present exemplary embodiment, the vibration force may be prevented from occurring due to the increase in vibration force due to the fluctuation pressure generated during the operation of the propeller 120.

Therefore, it is possible to properly solve the problem of noise including vibration caused by a ship, in the case of a ship, such as a cruise ship, which is intended to be operated on a quiet basis, such as a ship or a warship.

In particular, the structure according to the present embodiment is different from the structure of the present embodiment in that the shape and size of the blade 120 itself of the propeller 120 are designed differently, the shape of the tail of the ship is improved, a separate reinforcing material for blocking noise and vibration is padded, The present invention effectively reduces noise and vibration problems by reducing various loss such as attaching a guide device for guiding the flow of water flowing in the propeller 120 or reducing the size of the propeller 120, Rather, the size of the propeller 120 can be greatly increased, which is expected to help improve the propulsive force.

Figure 10 (a) is a schematic rear structure diagram of a vibration reduction vessel according to a second embodiment of the present invention, (b) is a modification.

In the present embodiment, a ship in which a pair of propellers 220 are mounted on the hull 210 is disclosed.

In the case of such a vessel, the vibration reduction module 140 may be disposed at a position biased toward one side of the center line (C / L), and the hull 210 is formed by forming an air layer on the surface of the hull 210 at the position. The vibration can be prevented from occurring.

11 is a cross-sectional structural view of the vibration reduction module area in the vibration reduction vessel according to the third embodiment of the present invention.

In the present embodiment, the structure of the compressed air flow line 343 provided in the vibration reduction module 340 is different from the first embodiment.

That is, in the case of the compressed air flow line 343 in this embodiment, an arc guide portion 343c for guiding compressed air is further formed between the straight section 343a and the intersection section 343b.

Due to the arc-shaped guide portion 343c, the compressed air may be easily injected through the bubble spray holes 341a without vortex to form a bubble layer.

In the present embodiment, the arc-shaped guide portion 343c is formed by machining an arc between the linear section 343a and the intersecting section 343b, but an additional structure may be disposed in this area to compress Air, and these are also within the scope of the present invention.

12 is a cross-sectional structural view of the vibration reduction module area in the vibration reduction vessel according to the fourth embodiment of the present invention.

In the present embodiment, a plurality of compressed air flow lines 443 provided in the vibration reduction module 440 are independently provided.

 In this case, the bubble jetting holes 441a may be provided by the number of the compressed air flow lines 443, and the efficiency or amount of bubbles can be increased through such a structure.

13 is a cross-sectional structural view of the vibration reduction module area in the vibration reduction vessel according to the fifth embodiment of the present invention.

In the present embodiment, most of the structures are similar to those of the above-described first embodiment except that the porous cap 580 is further coupled to the bubble spray hole 541a of the vibration reduction module 540.

The porous cap 580 may be a disc-shaped structure in which a plurality of through holes 581 are formed as shown in FIG.

When the porous cap 580 having the plurality of through holes 581 is applied, the speed of the compressed air passing through the plurality of through holes 581 is increased, and at the same time, the air is finely broken It is advantageous to make a larger amount of fine bubbles. In addition, it may be advantageous to prevent the marine floats from entering the vibration reduction module 540.

The outer surface of the porous cap 580 may be provided with a detachable coupling portion 582 as a means that is detachably coupled to the vibration reduction module 140, in this embodiment, the removable coupling portion 582 is in the form of a groove. It can have

When the grooved attaching / detaching portion 582 is provided on the outer surface of the porous cap 580, protrusions (not shown) may be formed on the opposite side of the porous cap 580 to be fitted to the attaching / detaching portions 582.

Of course, the opposite case is also possible. That is, the protrusions may be formed on the outer surface of the porous cap 580, and the porous cap 580 may be easily fitted by making a groove in the vibration suppression module 140 on the opposite side.

In addition, it is also possible to ignore these matters and to allow the porous cap 580 to be coupled to the vibration reduction module 140 by a screw method.

14 and 15 are views showing the operation of the line opening and closing module applied to the vibration reduction module of the vibration reduction type vessel according to the sixth embodiment of the present invention, respectively.

Referring to these drawings, the vibration reduction module 640 provided in the vibration reduction vessel of the present embodiment may further include a line opening and closing module 680.

The line opening / closing module 680 is provided in the compressed air flow line 643 of the vibration reduction module 640 to selectively open and close the opening of the compressed air flow line 643.

On the other hand, if compressed air is supplied through the compressed air flow line 643 of the vibration reduction module 640 and bubbles are generated, foreign matters such as floats and barnacles are compressed when the supply of compressed air is stopped. There is a high risk of inflow into the hull 110 through the air flow line 643.

In order to prevent such a phenomenon, the opening of the compressed air flow line 643 of the vibration reduction module 640 should be appropriately opened and closed. For this purpose, the line opening / closing module 680 may be provided.

The line opening and closing module 680 opens the compressed air flow line 643 when the compressed air is supplied through the compressed air flow line 643 and the compressed air flow line 643 when the supply of the compressed air is stopped, And a non-dynamic line opening / closing module 680 for the non-dynamic line.

Of course, alternatively, it may be considered to open and close the compressed air flow line (643) of the vibration reduction module 640 through the remote control by adding a module capable of electronic control. However, in such a case, since the structure of the apparatus becomes complicated and a cost increase problem is expected, it is preferable to apply the non-dynamic line opening / closing module 680 as in the present embodiment. However, the scope of rights of the present invention need not be limited to these matters.

In this embodiment, the non-powered line opening and closing module 680 may include a ball chamber 681, a ball member 682, a first elastic body 683, and an elastic body support 684.

The ball chamber 681 is a separate independent space provided on the compressed air flow line 643. Such a ball chamber 681 is provided on the compressed air flow line 643 and is formed to be narrower in width than the preceding area with respect to the direction in which the compressed air flows to form a place where the ball member 682 is disposed.

The ball chamber 681 may have a structure having a width equal to the width of the compressed air flow line 643 after narrowing from the compressed air flow line 643 and then gradually expanding again. However, the scope of the present invention is not limited to the shape thereof.

The ball member 682 is disposed in the ball chamber 681 and opens and closes the communication hole H through which the compressed air flow line 643 and the ball chamber 681 communicate.

The first elastic body 683 is disposed between the ball member 682 and the elastic support portion 684. The first elastic body 683, which can be applied as a torsion coil compression spring, is compressed when the compressed air is supplied so that the compressed air flow line 643 is opened through the ball member 682, and when the supply of compressed air is stopped And serves to inflate the ball member 682 to shield the compressed air flow line 643.

The elastic supporting portion 684 is formed radially inwardly protruding from the wall of the compressed air flow line 643 to prevent the first elastic body 683 from being displaced.

The operation of the vibration reduction module 640 having such a configuration will be described.

When the compressor 672 is operated and compressed air is supplied through the compressed air supply line 673, the compressed air flows along the compressed air supply line 673 and is injected in water through the bubble jetting hole 641a.

When the compressed air is supplied in this way, the opening of the compressed air supply line 673 is opened through the non-powered line opening and closing module 680. That is, when the compressor 672 is operated and compressed air is supplied through the compressed air supply line 673, the ball member 682 is pushed by the force of the compressed air supplied to compress the first elastic body 683. Since the communication hole H through which the compressed air flow line 643 and the ball chamber 681 communicate with each other is opened by the pushing of the ball member 682, the compressed air is supplied through the space to supply the bubble jetting hole 641a Lt; / RTI >

When strong compressed air is injected in the water, the compressed air injected forms air bubbles and forms an air layer on the hull 110, so that the exciting force is increased due to the fluctuating pressure generated when the propeller 120 operates, It is possible to prevent the vibration from being generated.

16 and 17 are views showing the operation of the line opening and closing module applied to the vibration reduction module of the vibration reduction type vessel according to the seventh embodiment of the present invention, respectively.

Referring to these drawings, the non-power line opening / closing module 780 of the vibration reduction module 740 provided in the vibration reduction type ship of the present embodiment is rotatably disposed in the compressed air flow line 743 to provide compressed air flow. A line opening and closing plate 781 for selectively opening and closing the line 743, and a second elastic body 782 connected to the line opening and closing plate 781 and elastically biased in a direction in which the line opening and closing plate 781 is returned to its original position. do.

Although the line opening / closing plate 781 is shown as a rod-like structure in the figure, the line opening / closing plate 781 may be a disc-like structure similar to the sectional shape of the compressed air flow line 143.

A hinge 783 is connected to one end of the line opening / closing plate 781 to form a rotation axis of the line opening / closing plate 781. In the hinge 783 region, a second elastic member 782, for example, a second elastic member 782, which can be applied as a leaf spring or a torsion coil spring, is connected to rotate the line opening and closing plate 781 as shown in FIG. It serves to return to.

A stopper 784 for restricting the rotation of the line opening / closing plate 781 is provided on the wall of the compressed air flow line 143 so that the line opening / closing plate 781 can be returned to the original position by the elastic force of the second elastic body 782 do.

The operation of the non-powered line opening and closing module 780 having such a structure will be described below.

When compressed air is supplied, an opening of the compressed air supply line 173 is opened through the non-powered line opening / closing module 780 as shown in FIG. 17. When the compressed air is supplied through the compressed air supply line 173, the line opening / closing plate 781 is rotated downward with the hinge 783 as an axis by the force of the compressed air supplied, so that the compressed air supply line 173 The compressed air is supplied through this space and the bubbles can be injected in water through the bubble jetting hole 141a.

However, when the supply of compressed air disappears, the force that pushes and rotates the line opening and closing plate 781 disappears, so that the compressed second elastic body 782 is expanded again, thereby moving the line opening and closing plate 781 to its original position. As shown in FIG. 16, the compressed air flow line 143 is shielded. Therefore, it is possible to effectively prevent foreign matter such as floating matters and a barnacle from flowing into the hull 110 through the compressed air flow line 143.

18 and 19 are views showing the operation of the line opening and closing module applied to the vibration reduction module of the vibration reduction type vessel according to the eighth embodiment of the present invention.

Referring to these drawings, the non-powered line opening / closing module 880 of the vibration reduction module 840 provided in the vibration reduction vessel of this embodiment is almost similar to the seventh embodiment described above.

However, the non-powered line opening / closing module 880 of the present embodiment opens and closes the bubble spraying hole 141a according to whether compressed air is supplied from outside the bubble spraying hole 141a formed at the end of the projecting portion 141 Which is different from the seventh embodiment.

That is, the non-powered line open / close module 880 of the present embodiment also includes a line open / close plate 881 for opening / closing the bubble jetting hole 141a, a hinge 882 for forming the rotation axis of the line open / close plate 881, And an elastic body 883 connected to the elastic member 881 to provide an elastic force for returning the line opening / closing plate 881 to the original position. Unlike the seventh embodiment, when the diameter of the line opening / closing plate 881 is formed larger than the diameter of the bubble spraying hole 141a, the stopper 284 described in the second embodiment is not required.

The operation of the non-powered line open / close module 880 having such a structure will be described below.

When compressed air is supplied, an opening of the compressed air supply line 173 is opened through the non-powered line opening / closing module 880 as shown in FIG. 19. That is, when the compressed air is supplied through the compressed air supply line 173, the line opening / closing plate 881 is rotated with the hinge 882 as the central axis by the force of the compressed air supplied to open the bubble spraying hole 141a Bubbles can be sprayed in water.

However, when the supply of compressed air disappears, the force that pushes and rotates the line opening and closing plate 881 disappears, and thus the compressed elastic body 883 is expanded again, thereby moving the line opening and closing plate 881 to its original position, as shown in FIG. 18. The bubble injection hole 141a is shielded from the outside. Therefore, it is possible to effectively prevent foreign matter such as suspended solids or a barnacle from flowing into the hull 110 through the bubble jetting hole 141a.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention. Accordingly, such modifications or variations are intended to fall within the scope of the appended claims.

110: Hull 120: Propeller
130: Rudder 140: Stimulus reduction module
141: protrusion 142: module body
143: Compressed air flow line 144: Body flange
160: bottom plug 163:
164: seat jaw 170: compressed air supply
171: Steering gear room 172: Compressor
173: Compressed air supply line 174a, 174b:

Claims (19)

A hull with a propeller at the rear; And
It includes an vibration reduction module for reducing the vibration force toward the hull by forming an air layer (air layer) for generating a reflected wave on the surface of the hull adjacent to the propeller during operation of the propeller,
Wherein the excitation force reduction module is disposed to be shifted to one side with respect to a center line passing through a rotation axis of the propeller along a vertical direction of the hull. The method of claim 1,
Wherein the air layer formed by the excitation force reduction module is locally formed in a part of the surface area of the hull adjacent to the propeller. The method of claim 1,
Wherein the excitation force reduction module is disposed to be biased toward a direction in which the propeller is rotated with respect to the center line. The method of claim 1,
The vibration reduction module is a vibration reduction type ship for forming an air layer on the surface of the hull by injecting air along the stern direction from the bow of the hull. The method of claim 1,
Wherein the excitation force reduction module comprises:
It is coupled to the wall surface of the hull and provided with a protrusion projecting from the outer surface of the hull, through the bubble injection hole formed in the protrusion to generate air bubbles to the outer surface of the hull to form an air layer on the surface of the hull Anti-vibration type ship. 6. The method of claim 5,
Vibrating force reduction vessel further comprises a porous cap (cap) coupled to the bubble injection hole region. The method of claim 1,
A bottom plug coupled to the wall of the hull and to which the vibration reduction module is detachably coupled; And
Vibration reduction type ship further comprising a compressed air supply for supplying compressed air to the vibration reduction module. 8. The method of claim 7,
The compressed air supply unit includes:
A compressor provided at one side of the hull;
A compressed air supply line directly connecting the compressor with the vibration reduction module; And
And an at least one valve provided in the compressed air supply line to control the flow of compressed air flowing along the compressed air supply line. 8. The method of claim 7,
Wherein the excitation force reduction module comprises:
A module body having a compressed air flow line through which compressed air from the compressed air supply part flows, and coupled to be inserted into a through part of the bottom plug, wherein the protrusion is formed at one side; And
And a vibration reduction module including a vibration reduction module formed on the other side of the module body and including a body flange disposed on the bottom of the bottom plug. 10. The method of claim 9,
The projection
An inclined wall portion inclinedly connected to one side of the module body; And
And an upright wall portion vertically disposed at an end of the inclined wall portion to the surface of the module body. 10. The method of claim 9,
The compressed air flow line
A straight line section extending along the longitudinal direction of the module body; And
And an intersection section disposed inside the protrusion and intersecting with the linear section and having the bubble jetting hole formed at an end thereof. 12. The method of claim 11,
An anti-vibration type ship having an arc guide portion for guiding the compressed air is further formed between the straight section and the cross section. 12. The method of claim 11,
An anti-vibration type ship having a plurality of the straight section and the cross section independently arranged. The method of claim 1,
A fluctuation pressure sensing unit provided on the hull to sense a fluctuation pressure generated when the propeller operates; And
And a controller for controlling bubble generation through the vibration reduction module based on the information from the variable pressure sensing unit. 10. The method of claim 9,
And a line opening / closing module provided in the compressed air flow line of the vibration reduction module to selectively open and close the opening of the compressed air flow line. 16. The method of claim 15,
The line opening /
And a non-powered line opening / closing module for opening the compressed air flow line when the compressed air is supplied through the compressed air flow line and shielding the compressed air flow line when the supply of the compressed air is stopped. 17. The method of claim 16,
The non-powered line opening /
A ball member disposed in the compressed air flow line and opening / closing the compressed air flow line; And
Connected to the ball member, the compressed air is compressed when the compressed air is supplied to open the compressed air flow line through the ball member and expands when the supply of the compressed air is stopped to cause the ball member to flow the compressed air. An anti-vibration type ship comprising a first elastic body to allow the line to be shielded. 18. The method of claim 17,
The non-powered line opening /
A ball chamber provided on the compressed air flow line, the ball chamber being formed to be narrower in width than a preceding region with respect to a direction in which the compressed air flows, thereby forming a place where the ball member is disposed; And
And an elastic body support portion provided in the ball chamber to support the first elastic body. 17. The method of claim 16,
The non-powered line opening /
A line open / close plate rotatably disposed in the compressed air flow line to selectively open / close the compressed air flow line;
A second elastic body connected to the line opening / closing plate and elastically biased in a direction in which the line opening / closing plate is returned to the original position; And
And a stopper provided on a wall of the compressed air flow line and including a stopper for limiting rotation of the line opening and closing plate.

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