KR20200137947A - Ship - Google Patents

Abstract

According to one embodiment of the present invention, a ship comprises a friction reduction apparatus. The friction reduction apparatus includes a large number of gas spray units placed in a symmetrical shape between a left side and a right side around a keel of a hull. The large number of gas spray units are classified into gas spray units of a first group, gas spray units of a second group, and gas spray units of a third group, consecutively from a bow of the hull. The maximum interval (W1) between the gas spray units of the first group is smaller than the minimum interval (W2) between the gas spray units of the second group and the minimum interval (W4) between the gas spray units of the third group. The maximum interval (W5) between the gas spray units of the third group is greater than the minimum interval (W2) between the gas spray units of the second group and the maximum interval (W3) between the gas spray units of the second group. The ship is able to reduce the inflow of gas into a sea chest.

Description

Ship{Ship}

The present invention relates to a ship equipped with a friction reduction device, and more particularly, to a ship configured to reduce damage to a pipe due to high temperature and high pressure gas discharged from the friction reduction device.

Since a large part of the hull is submerged in seawater, a ship sailing on sea receives a lot of resistance (friction) by seawater during operation. This frictional resistance caused by seawater accounts for about 80% of the total resistance in the case of a low-speed ship, and about 50% of the total resistance in the case of a high-speed ship.

The frictional resistance generated in the hull is due to the viscosity of water particles in contact with the hull. Therefore, if a material layer smaller than the specific gravity of water is formed between the hull and the water so as to block the viscosity of water, the frictional resistance as described above can be remarkably reduced.

Patent Documents 1 to 3 disclose a technical idea for solving the above problems. For example, Patent Documents 1 to 3 introduce a device for minimizing frictional resistance between the surface of the hull and seawater by injecting air to the surface of the hull.

However, there is a problem in that the gas and air discharged from these devices are introduced into the sea chest of the ship and interfere with normal operation of the ship. Accordingly, there is a need to develop a technology capable of reducing the inflow of gas and air discharged from such devices into the sea chest of a ship.

KR 2011-0050534 A KR 2014-0117681 A KR 2015-0104540 A

The present invention has been made to solve the above problems, and an object thereof is to provide a ship capable of reducing a phenomenon in which gas injected from a friction reducing device flows into the sea chest.

A ship according to an embodiment of the present invention for achieving the above object includes a friction reducing device, and the friction reducing device includes a plurality of gas injection ports arranged in a horizontally symmetrical shape around the keel of the hull, The plurality of gas injection ports may include a first group of gas injection ports sequentially from the bow side of the hull; Gas injection port of group 2; And the gas injection ports of the third group; the maximum distance (W1) between the gas injection ports of the first group is the minimum distance (W2) between the gas injection ports of the second group and the minimum distance between the gas injection ports of the third group It is smaller than (W4), and the maximum distance (W5) between the gas injection ports of the third group is greater than the minimum distance (W2) between the gas injection ports of the second group and is less than the maximum distance (W3) between the gas injection groups of the second group Big.

In a ship according to an embodiment of the present invention, the gas injection ports of the third group are disposed to partially overlap the gas injection ports of the first group or the gas injection ports of the second group.

In a ship according to an embodiment of the present invention, the distance (L1) from the foremost gas injection port constituting the first group gas injection port to the rearmost gas injection port is the last from the foremost gas injection port constituting the second group gas injection port. It is smaller than the distance L2 to the room gas injection port, and is larger than the distance L3 from the frontmost gas injection port constituting the third group gas injection port to the rearmost gas injection port.

In a ship according to an embodiment of the present invention, a sea chest is formed on the side of the hull.

In a ship according to an embodiment of the present invention, the distance L4 from the keel of the hull to the gas injection port disposed at the outermost part of the plurality of gas injection ports is less than the distance L5 from the keel to the regular sea chest.

In a ship according to an embodiment of the present invention, the ratio between the distance L4 from the keel of the hull to the gas injection port disposed at the outermost part of the plurality of gas injection ports and the distance L5 from the keel to the regular sea chest ( L4/L5) ranges from 0.5 to 0.7.

In a ship according to an embodiment of the present invention, the ratio between the distance (S3) from the gas injection port disposed at the outermost side of the keel of the hull to the sea chest and the length of the hull (L) among the plurality of gas injection ports (S3) /L) is 0.5 or less.

A ship according to another embodiment of the present invention includes a friction reducing device for injecting gas so as to reduce frictional resistance between the hull and seawater or fresh water, and the friction reducing device is in a symmetrical form around the keel of the hull. It includes a plurality of gas injection ports arranged, the plurality of gas injection ports sequentially from the bow side of the hull gas injection ports of the first group; Class 2 gas injection ports; and the maximum distance (W3) between the gas injection ports of the first group is larger than the minimum distance (W4) between the gas injection ports of the second group, and the maximum between the gas injection ports of the second group The interval W5 is larger than the minimum interval W1 between the gas injection ports of the first group and is smaller than the maximum interval W3 between the gas injection groups of the first group.

In a ship according to another embodiment of the present invention, the distance (L1) from the foremost gas injection port constituting the first group gas injection port to the rearmost gas injection port is the last from the foremost gas injection port constituting the second group gas injection port. It is larger than the distance to the room gas injection port (L3).

In a ship according to another embodiment of the present invention, a sea chest is formed on the side of the hull, and the distance (L4) from the keel of the hull to the gas injection port disposed at the outermost part of the plurality of gas injection ports is always from the keel. It is less than the distance to sea chest (L5).

The present invention can effectively reduce a phenomenon in which gas (or air) injected through the friction reducing device flows into the sea chest.

1 is a side view of a ship according to an embodiment of the present invention
Figure 2 is a plan view of the ship shown in Figure 1
3 and 4 are bottom views of the ship shown in FIG. 1
5 and 6 are bottom views of a ship according to another embodiment of the present invention

Hereinafter, a preferred embodiment of the present invention will be described in detail based on the accompanying drawings.

In the following description of the present invention, terms referring to the constituent elements of the present invention are named in consideration of the functions of the respective constituent elements, so they should not be understood as limiting the technical constituents of the present invention.

In addition, throughout the specification, that a certain configuration is'connected' to another configuration includes not only the case where these configurations are'directly connected', but also the case where the other configurations are'indirectly connected'. Means that. In addition, "including" a certain component means that other components may be further included rather than excluding other components unless specifically stated to the contrary.

A ship according to an embodiment will be described with reference to FIGS. 1 to 3.

The ship 100 according to the present embodiment includes a propulsion device required for navigation. For example, the ship 100 includes a propeller 120 operated by an internal combustion engine. The propeller 120 is disposed on the stern side of the hull 110. The propeller 120 may be configured in plural. For example, the propeller 120 may be disposed on the left and right sides of the stern of the hull 110 in order to improve the operating speed of the ship 100 or the operating capability of the ship 100.

The vessel 100 includes a configuration for introducing seawater into the hull 110. For example, a sea chest 180 may be formed on the side of the hull 110. To further explain, the sea chest 180 may allow the inflow of seawater so as to cool an internal combustion engine disposed inside the hull 110.

The ship 100 includes a device capable of minimizing frictional resistance between the hull 110 and seawater or fresh water. For example, the ship 100 includes a friction reducing device 200 configured to inject gas (or air) to the bottom of the hull 110, preferably a flat surface of the bottom of the ship.

The friction reduction device 200 is disposed on the bow side of the hull 110. However, the arrangement position of the friction reduction device 200 is not limited to the bow side of the hull 110. The friction reducing device 200 includes a compressor 210, a main pipe 220, an auxiliary pipe 230, and a gas injection port 240. However, the configuration of the friction reducing device 200 is not limited to the above-described elements. For example, the friction reduction device 200 may further include valves disposed on the main pipe 220 and the auxiliary pipe 230, respectively.

The compressor 210 is disposed on the bow side of the hull 110 as shown in FIG. 1. In addition, the compressor 210 is preferably disposed higher than the full odd number line of the hull 110 for smooth compressed air (or compressor body) generation and operation efficiency.

The main pipe 220 is connected to the compressor 210 and induces the compressed air generated by the compressor 210 to flow in the stern direction. The main pipe 220 may be configured in plural. For example, the main pipe 220 may be composed of two.

The auxiliary pipe 230 is formed branching from the main pipe 220. As shown in FIG. 2, the auxiliary pipe 230 may be branched in the line width direction at a predetermined interval along the length direction of the main pipe 220 and then extend in the bottom and stern directions. The length in the line width direction of the auxiliary pipe 230 branching from the main pipe 220 may increase toward the stern side, as shown in FIG. 2. For example, the length in the line width direction of the auxiliary pipe 230 branching first from the main pipe 220 is smaller than the length in the line width direction of the auxiliary pipe 230 branching second from the main pipe 220, and the main pipe 220 The length in the line width direction of the auxiliary pipe 230 branching from the second branch may be smaller than the length in the line width direction of the auxiliary pipe 230 branching third from the main pipe 220. It is preferable that the inner diameter of the auxiliary pipe 230 is smaller than the inner diameter of the main pipe 220 so as to prevent a decrease in the gas injection pressure. In addition, the inner diameter of the auxiliary pipe 230 may be formed differently according to a branched position from the main pipe 220. For example, the inner diameter of the auxiliary pipe 230 branching first from the main pipe 220 is larger than the inner diameter of the auxiliary pipe 230 branching second from the main pipe 220, and secondly from the main pipe 220 The inner diameter of the branched auxiliary pipe 230 may be larger than the inner diameter of the third branched auxiliary pipe 230 from the main pipe 220. However, if necessary, all the inner diameters of the auxiliary pipes 230 may be formed to have the same size.

The gas injection port 240 is connected to the auxiliary pipe 230. The gas injection port 240 is configured to inject compressed air supplied through the auxiliary pipe 230 into seawater. Preferably, the gas injection port 240 may inject the compressed air so that the compressed air flows along the surface of the hull 110 (specifically, the flat portion of the bottom of the ship). For this purpose, the final discharge direction of the gas injection port 240 is preferably substantially parallel to the bottom surface of the hull 110.

The configuration of the gas injection port will be described in detail with reference to FIGS. 3 and 4.

The gas injection port 240 may be divided into a plurality of groups. To further explain, the gas injection port 240 is sequentially from the bow side of the hull 110 to the gas injection port 241 of the first group, the gas injection port 242 of the second group, and the gas injection port 243 of the third group. Can be classified. The gas injection ports 241, 242, 243 are arranged in a horizontally symmetrical shape around the keel of the hull 110. In addition, the gap between the gas injection ports 241 and 242 forming the pair may gradually increase from the bow side of the hull 110 toward the stern. In addition, the gas injection ports 241 and 242 constituting the first group and the second group are disposed so as not to overlap with the gas injection ports 241 and 242 disposed in front (based on the front view of the hull 110). However, the gas injection ports 243 constituting the third group may be disposed to partially overlap the gas injection ports 241 and 242 constituting the first group or the second group.

The number of gas injection ports 241, 242, 243 may be different for each of the first to third groups. For example, the number of gas injection ports 241 constituting the first group is less than the number of gas injection ports 242 constituting the second group, but more than the number of gas injection ports 243 constituting the third group. I can. Alternatively, the number of gas injection ports 242 constituting the second group may be greater than the number of gas injection ports 241 and 243 constituting the first group and the third group.

The maximum distance between the gas injection ports 241, 242, and 243 forming a pair may be different for each of the first to third groups. For example, the maximum distance W1 between the gas injection ports 2414 of the first group is smaller than the minimum distance W2 between the gas injection ports 2428 of the second group, and the minimum distance between the gas injection ports 2431 of the third group May be smaller than (W4). In addition, the maximum distance (W5) between the gas injection ports 2432 of the third group is larger than the minimum distance (W2) between the gas injection ports 2428 of the second group, and the maximum distance between the gas injection ports 2428 of the second group (W3) Can be smaller than ).

The distance from the gas injection port disposed at the foremost of each group to the gas injection port disposed at the rear may differ from group to group. For example, the length L1 in the hull direction from the gas injection port 2411 disposed in the front of the first group to the gas injection port 2414 disposed in the rearmost position is the gas injection port 2421 disposed in the foremost position of the second group. It is smaller than the hull direction length L2 from the rearmost gas injection port 2428, and the hull direction from the gas injection port 2431 disposed at the foremost position of the third group to the gas injection port 2432 disposed at the rearmost side. It may be larger than the length L3.

The distance between the gas injection port disposed at the rearmost part of the front group and the gas injection port disposed at the most front part of the rear group may be different from each other. For example, the distance (S1) between the gas injection port 2414 disposed at the rear of the first group and the gas injection port 2421 disposed at the foremost of the second group is the gas injection port disposed at the rearmost of the second group ( It may be smaller than the distance S2 between the gas injection port 2431 disposed at the forefront of the group 2428 and the third group. In addition, the distance between the gas injection ports disposed at the rearmost of the front group and the gas injection ports disposed at the foremost of the rear group may be greater than the distance between the gas injection ports of each group.

The distance L4 from the bisector of the hull 110 or the gas injection port 2428 disposed at the outermost side of the keel may be smaller than the distance L5 from the bisector of the hull 110 or the keel to the sea chest 180 . Preferably, L4/L5 may range from 0.5 to 0.7. More preferably, L4/L5 may range from 0.58 to 0.68.

In addition, the ratio (S3/L) between the distance S3 from the gas injection port 2428 disposed at the outermost side of the keel to the seachest 180 to the length L of the hull 110 is preferably 0.5 or less. Preferably, S3/L is preferably 0.48 or less.

The above conditions are effective in reducing a phenomenon in which gas or air discharged from the gas injection ports 241, 242, 243 flows into the sea chest 180. Therefore, the ship 100 according to the present embodiment can significantly reduce the failure rate of the ship 100 caused by this while reducing the frictional resistance between the hull 110 and seawater according to the friction reduction device 200. .

A ship according to another embodiment will be described with reference to FIGS. 5 and 6.

The ship according to the present embodiment can be distinguished from the above-described embodiment in the configuration of the gas injection port.

The gas injection port 240 may be divided into a plurality of groups. To further explain, the gas injection ports 240 may be sequentially classified into a first group gas injection ports 241 and a second group gas injection ports 242 from the bow side of the hull 110. The gas injection ports 241 and 242 are arranged in a horizontally symmetrical shape around the keel of the hull 110. In addition, the gap between the gas injection ports 241 forming a pair may gradually increase from the bow side of the hull 110 toward the stern. The gas injection ports 241 constituting the first group are disposed so as not to overlap with the gas injection ports 241 disposed in front. However, the gas injection ports 243 constituting the second group may be disposed to partially overlap the gas injection ports 241 constituting the first group.

The number of gas injection ports 241 and 242 may be different for each of the first group and the second group. For example, the number of gas injection ports 241 constituting the first group may be greater than the number of gas injection ports 242 constituting the second group.

The maximum and minimum intervals of the paired gas injection ports 241 and 242 may be different for each of the first group and the second group. For example, the minimum distance W0 between the gas injection ports 2411 of the first group is smaller than the minimum distance W4 between the gas injection ports 2421 of the second group. The maximum distance (W3) between the gas injection ports (2412) of the first group is greater than the minimum distance (W4) between the gas injection ports (2421) of the second group, and than the maximum distance (W5) between the gas injection ports (2422) of the second group It can be big.

The distance from the gas injection port disposed at the foremost of each group to the gas injection port disposed at the rear may differ from group to group. For example, the length L1 in the hull direction from the gas injection port 2411 disposed in the foremost position of the first group to the gas injection port 2412 disposed in the rearmost position is the gas injection port 2421 disposed in the foremost position of the second group. It may be larger than the length L3 in the hull direction from the gas injection port 2422 disposed at the rearmost side.

The distance S2 between the gas injection port 2412 disposed in the rearmost part of the first group and the gas injection port 2421 disposed in the foremost part of the second group may have a considerable size. For example, S2 may be smaller than L1 but larger than L1/2.

The distance L4 from the bisector or keel of the hull 110 to the gas injection port 2422 disposed at the outermost shell may be less than the distance L5 from the bisector of the hull 110 or the keel to the sea chest 180 . Preferably, L4/L5 may range from 0.5 to 0.7. More preferably, L4/L5 may range from 0.58 to 0.68.

In addition, the ratio (S3/L) between the distance (S3) from the gas injection port 2422 disposed at the outermost side of the keel to the seachest 180 to the length L of the hull 110 is preferably 0.5 or less. Preferably, S3/L is preferably 0.48 or less.

The above conditions are effective in reducing a phenomenon in which gas or air discharged from the gas injection ports 241 and 242 flows into the sea chest 180. Therefore, the ship 100 according to the present embodiment can significantly reduce the failure rate of the ship 100 caused by this while reducing the frictional resistance between the hull 110 and seawater according to the friction reduction device 200. .

The present invention is not limited to the embodiments described above, and those of ordinary skill in the art to which the present invention pertains, within the scope not departing from the gist of the technical idea of the present invention described in the following claims. It can be implemented with various changes. For example, various features described in the above-described embodiments may be applied in combination with other embodiments unless a description to the contrary is explicitly stated.

100 ships
110 hull
120 propeller
180 Sea Chest
200 friction reduction device
210 compressor
220 main piping
230 auxiliary piping
240 gas injection port
241 Gas injection port of the 1st group
242 Gas injection port of Group 2
243 3rd group gas injection port

Claims (10)

In a ship equipped with a friction reducing device for injecting gas so as to reduce the frictional resistance between the hull and seawater or fresh water,
The friction reducing device,
It includes a plurality of gas injection ports arranged in a symmetrical form around the keel of the hull,
The plurality of gas injection ports,
Gas injection ports of the first group sequentially from the bow side of the hull; Gas injection port of group 2; And a gas injection port of group 3;
Is classified as,
The maximum distance (W1) between the gas injection ports of the first group is smaller than the minimum distance (W2) between the gas injection ports of the second group and the minimum distance (W4) between the gas injection ports of the third group,
The maximum distance (W5) between the gas injection ports of the third group is greater than the minimum distance (W2) between the gas injection ports of the second group and larger than the maximum distance (W3) between the gas injection groups of the second group. The method of claim 1,
The gas injection port of the third group is disposed to partially overlap the gas injection port of the first group or the gas injection port of the second group. The method of claim 1,
The distance (L1) from the foremost gas injection port constituting the gas injection port of the first group to the rearmost gas injection port (L2) is less than the distance (L2) from the frontmost gas injection port constituting the gas injection port of the second group to the rearmost gas injection port. A ship that is small and larger than the distance L3 from the frontmost gas injection port constituting the gas injection port of the third group to the rearmost gas injection port. The method of claim 1,
A ship in which a sea chest is formed on the side of the hull. The method of claim 4,
Of the plurality of gas injection ports, the distance (L4) from the keel of the hull to the gas injection port disposed at the outermost shell is smaller than the distance (L5) from the keel to the regular sea chest. The method of claim 4,
Among the plurality of gas injection ports, the ratio (L4/L5) between the distance (L4) from the keel of the hull to the gas injection port disposed at the outermost shell and the distance from the keel to the regular sea chest (L5) is 0.5 to 0.7 . The method of claim 4,
Of the plurality of gas injection ports, the ratio (S3/L) between the distance (S3) from the gas injection port disposed at the outermost side of the hull to the sea chest and the length of the hull (L) is 0.5 or less. In a ship equipped with a friction reducing device for injecting gas so as to reduce the frictional resistance between the hull and seawater or fresh water,
The friction reducing device,
It includes a plurality of gas injection ports arranged in a horizontally symmetrical shape around the keel of the hull,
The plurality of gas injection ports,
Gas injection ports of the first group sequentially from the bow side of the hull; Class 2 gas injection ports;
The maximum distance (W3) between the gas injection ports of the first group is greater than the minimum distance (W4) between the gas injection ports of the second group,
The maximum distance (W5) between the gas injection ports of the second group is greater than the minimum distance (W1) between the gas injection ports of the first group and is smaller than the maximum distance (W3) between the gas injection groups of the first group. The method of claim 8,
The distance (L1) from the frontmost gas injection port constituting the gas injection port of the first group to the rearmost gas injection port (L1) is less than the distance (L3) from the frontmost gas injection port constituting the gas injection port of the second group to the rearmost gas injection port. Big ship. The method of claim 8,
A sea chest is formed on the side of the hull,
Of the plurality of gas injection ports, the distance (L4) from the keel of the hull to the gas injection port disposed at the outermost shell is smaller than the distance (L5) from the keel to the regular sea chest.

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