WO2021167191A1

WO2021167191A1 - Lifting bag for maintaining and forcibly restoring hull of capsized vessel, and method for maintaining and forcibly restoring hull of capsized vessel by using same

Info

Publication number: WO2021167191A1
Application number: PCT/KR2020/011283
Authority: WO
Inventors: 이병성; 유정희; 장재욱; 강민수
Original assignee: 재단법인 중소조선연구원
Priority date: 2020-02-18
Filing date: 2020-08-25
Publication date: 2021-08-26
Also published as: KR102265341B1

Abstract

The present invention relates to a lifting bag for maintaining and forcibly restoring the hull of a capsized vessel, and a method for maintaining and forcibly restoring the hull of a capsized vessel by using same, and, more specifically, to: a lifting bag for floating a capsized vessel by using the buoyancy of compressed air; and a method using same so as to maintain the position of a hull, thereby facilitating accident handling such as life-saving, and to induce forced restoration after accident handling is complete.

Description

Lifting bag for hull maintenance and compulsory restoration of an overturned ship and a method of maintaining and forcibly restoring the hull of an overturned ship using the same

The present invention relates to a lifting bag for maintaining and forcibly restoring the hull of an overturned ship and a method for maintaining and forcibly restoring the hull of an overturned ship using the same. It relates to a lifting bag for guiding a lift and a method for maintaining the posture of the hull so that accident management such as lifesaving is advantageous by using the lifting bag and inducing compulsory restoration after the accident management is completed.

A ship is a structure that can be loaded with people and cargo and can be moved by floating on the water. Generally, ships that navigate the sea can move in six degrees of freedom, i.e., surge, sway, by the current, waves, or wind. , Heave, Roll, Pitch and Yaw are performed.

Among them, the most frequent movement is the swaying movement in which the port or starboard inclines based on the center line passing through the hull back and forth. In the case of small ships, this may lead to an overturning accident.

When a ship capsize accident occurs, life and property damage may occur, and marine pollution may occur due to oil leakage from the capsized ship, and economic loss may occur.

In addition, the cargo separated from the overturned ship or the overturned ship itself may interfere with the safe operation of other ships, causing serious disruptions in the transportation of marine passengers and cargo.

Furthermore, if the handling of an accident on an overturned ship is delayed, it can lead to the sinking of the ship, which can cause secondary human casualties, and when the overturned ship is salvaged, it can lead to paralysis of port operations such as entry, loading and unloading of the ship. It may cause economic damage.

In order to solve this problem, Korea Patent No. 10-0813685 is a 'small vessel that can restore the small vessel to its original state, that is, to an upright state, without operating a separate operation lever by generating buoyancy when the small vessel capsizes. of 'self-standing buoyancy device', and Korea Patent No. 10-2047643 describes 'active flotation type overturn prevention', which prevents overturning by actively flotation when a problem occurs when a ship or vehicle is overturned in a drowning state. The technology for the 'recovery bag' has been announced.

However, in order to apply the prior art to the existing ship, there is a hassle in the procedure because it receives a permit for the establishment of a ship facility within the range that meets the stability standards of the hull.

In addition, in the case of a small ship used as a fishing vessel for a living, the cost of new construction or remodeling of the ship facility may place an economic burden on ship owners, thereby reducing the possibility of damage to life and property due to overturning accidents. It can be a factor that makes the installation and application of the prior art hesitant without knowing it.

It is an object of the present invention to provide a lifting bag that is tied to the hull when a ship overturning accident occurs, floats the overturned ship using the buoyancy of compressed air, and induces the hull to restore its posture to its original state.

In addition, when an overturning accident occurs, the overturned ship is lifted using the buoyancy of the lifting bag tied to the hull to maintain the hull's posture so that it is advantageous to deal with accidents such as lifesaving. To provide a method for maintaining and forcibly restoring the hull of an overturned ship using a lifting bag that induces the hull to restore its posture to its original state for easy lifting.

Objects of the present invention are not limited to the objects mentioned above, and other objects not mentioned will be clearly understood by those of ordinary skill in the art from the following description.

In order to achieve the above object, the present invention includes a body having a predetermined space therein and expanding through compressed air injection to provide buoyancy; an air inlet formed on one side of the body and connected to a compressed air source into which the compressed air is injected; The barrel is formed to be upright inside the body and divides the inside of the body into a first compartment and a second compartment, and a portion is opened to provide a passage through which the compressed air injected into the first compartment is introduced into the second compartment. barrier ribs with pores; an opening stopper installed on the vent hole to restrict the compressed air to move in only one direction from the first compartment to the second compartment; a first air outlet formed in a lower portion of one side of the body and through which the compressed air inside the first compartment is discharged to the outside of the body; and a second air outlet formed in the lower portion of the other side of the body, through which the compressed air inside the second compartment is discharged to the outside of the body; can provide a lifting bag for maintaining and forcibly restoring the hull of an overturned ship, including .

Here, the opening/closing stopper is hinged to one end of the stopper body through a hinge shaft and a hollow cylindrical stopper body that is located in the second compartment and is coupled and installed on the vent hole, and rotates in the vertical direction based on the hinge shaft. and a door restricting the compressed air to move only in one direction from the first compartment toward the second compartment.

In this case, the opening/closing stopper is the door pressurized by the flow of the compressed air injected into the first compartment is rotated upward with respect to the hinge axis to open the hollow of the stopper body. The compressed air flows into the second compartment, and when the compressed air in the first compartment is discharged to the outside, the door pressurized by the compressed air introduced into the second compartment is moved based on the hinge shaft. It is rotated downward to close the hollow of the stopper body so that the compressed air in the second compartment does not leak into the first compartment.

In addition, the lifting bag, it characterized in that it further comprises a plurality of pressure gauges for measuring the pressure inside the first compartment and the second compartment.

In addition, the present invention, in order to achieve the above object, a plurality of lifting bags that are divided into a first compartment and a second compartment by a bulkhead under the water submersion, respectively, a lifting bag strap that binds to the bow and stern of the overturned ship. step; Compressed air is injected into the plurality of lifting bags to inflate the plurality of lifting bags until the internal pressure of the lifting bags reaches a critical pressure, and the buoyancy force of the plurality of inflated lifting bags is used to float the capsize vessel flotation stage of the overturned vessel; A traction wire binding step of tying the end of the traction wire fixed to the towing vessel located on one side in the left and right direction of the levitated abalone vessel to the other side in the left and right direction of the abalone vessel; a first compartment buoyancy removal step of discharging only the compressed air injected into the first compartment to the outside of the plurality of lifting bags to remove the buoyancy of the first compartment so that one side of the overturned ship in the left and right direction is inclined; And the towing vessel is driven forward in a state where one side in the left and right direction of the overturned ship is inclined to generate tension in the tow wire, and the other side in the left and right direction of the overturned ship is left and right side by the tension of the tow wire. It is possible to provide a method for maintaining and forcibly restoring the hull of an overturned ship using a lifting bag, including; an overturning ship restoration step of forcibly restoring the overturned ship by inducing it to rotate toward.

Here, the lifting bag has a body having a predetermined space therein, is expanded through compressed air injection to provide buoyancy, is formed on one side of the body, and is connected to a compressed air source to inject the compressed air. an air inlet and a passage through which the compressed air injected into the first compartment flows into the second compartment through an air inlet, which is formed upright inside the body to partition the inside of the body into a first compartment and a second compartment a partition wall provided with a ventilation hole providing A first air outlet through which the compressed air inside the first compartment is discharged to the outside of the body, and a second air outlet formed at the lower portion of the other side of the body, through which the compressed air inside the second compartment is discharged to the outside of the body It is characterized in that it includes.

At this time, the opening/closing stopper is hinge-coupled to one end of the stopper body through a hinge shaft and a hollow cylindrical stopper body that is located in the second compartment and is coupled and installed on the vent hole, and rotates in the vertical direction based on the hinge shaft. and a door restricting the compressed air to move only in one direction from the first compartment toward the second compartment.

In addition, in the casement stopper, the door pressurized by the flow of the compressed air injected into the first compartment rotates upward with respect to the hinge axis to open the hollow of the stopper body. The compressed air flows into the second compartment, and when the compressed air in the first compartment is discharged to the outside, the door pressurized by the compressed air introduced into the second compartment is moved based on the hinge shaft. It is rotated downward to close the hollow of the stopper body, so that the compressed air in the second compartment does not leak into the first compartment.

In addition, the lifting bag, it characterized in that it further comprises a pressure gauge for measuring the pressure inside the first compartment and the second compartment.

The present invention uses the buoyancy of compressed air injected into a lifting bag bound to the hull when an overturning accident of a ship occurs to buoy the overturned ship to maintain the posture of the hull and prevent sinking, so that it is advantageous to deal with accidents such as lifesaving, This has the advantage of reducing the risk of secondary accidents.

In addition, the present invention has the advantage of allowing the accident ship to be easily lifted to land by inducing the hull to restore the posture to the original state after the accident management is completed.

1 is a cross-sectional view schematically showing a lifting bag for hull maintenance and forced restoration of an overturned ship according to a preferred embodiment of the present invention.

Figure 2 is a state diagram showing an open state of the casement stopper according to a preferred embodiment of the present invention.

Figure 3 is a state diagram showing a closed state of the casement stopper according to a preferred embodiment of the present invention.

Figure 4 is a flowchart showing a hull maintenance and forced restoration method of an overturned ship using a lifting bag according to a preferred embodiment of the present invention.

Figure 5 is a state diagram schematically showing the operation of buoying and restoring the overturned ship using the hull maintenance and forced restoration method of the overturned ship using a lifting bag according to a preferred embodiment of the present invention.

10: body

12: first compartment

14: second compartment

20: air inlet

30: bulkhead

32: vent hole

40: opening stopper

42: stopper body

43: hinge coupling part

44: hinge shaft

46: door

50: first air outlet

60: second air outlet

Advantages and features of the present invention and methods of achieving them will become apparent with reference to the embodiments described below in detail in conjunction with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, but will be embodied in various different forms, only these embodiments allow the disclosure of the present invention to be complete, and common knowledge in the technical field to which the present invention belongs It is provided to fully inform the possessor of the scope of the invention, and the present invention is only defined by the scope of the claims.

Detailed contents for carrying out the present invention will be described in detail with reference to the accompanying drawings below. Regardless of the drawings, like reference numbers refer to like elements, and "and/or" includes each and every combination of one or more of the recited items.

Although the first, second, etc. are used to describe various elements, these elements are not limited by these terms, of course. These terms are only used to distinguish one component from another. Accordingly, it goes without saying that the first component mentioned below may be the second component within the spirit of the present invention.

The terminology used herein is for the purpose of describing the embodiments, and is not intended to limit the present invention. As used herein, the singular also includes the plural unless specifically stated otherwise in the phrase. As used herein, “comprises” and/or “comprising” does not exclude the presence or addition of one or more other components in addition to the stated components.

Unless otherwise defined, all terms (including technical and scientific terms) used herein may be used with the meaning commonly understood by those of ordinary skill in the art to which the present invention belongs. In addition, terms defined in a commonly used dictionary are not to be interpreted ideally or excessively unless clearly defined in particular.

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

As shown in Figure 1, the lifting bag for hull maintenance and forced restoration of an overturned ship according to a preferred embodiment of the present invention is tied to the hull when an overturning accident of the ship occurs and floats the overturned ship using the buoyancy of compressed air. , to induce the hull to restore its posture to its original state, largely the body 10, the air inlet 20, the bulkhead 30, the hinged stopper 40, the first air outlet 50 and the second air outlet (60).

First, the body 10 is a cylindrical tube having a predetermined space therein. When compressed air is injected therein, the body 10 expands to have a predetermined volume, and the hull of the abalone ship is placed on the water surface by the compressed air. It has enough buoyancy to float.

In this case, the body 10 is preferably formed of a flexible material that is easily expandable, and more preferably, may be formed of a Kevlar fabric or a PVC fabric, but is not limited thereto.

Next, the air inlet 20 is formed in the upper portion of one side of the body 10 .

The air inlet 20 serves as a passage so that the compressed air can be injected into the body 10, and is connected to a compressed air source in which the compressed air is stored by a tubing made of rubber or steel to supply the compressed air. can be supplied.

On the other hand, the partition wall 30 is formed to be upright inside the body 10 so as to divide the inside of the body 10 into the first compartment 12 and the second compartment 14 .

Specifically, the partition wall 30 divides the inside of the body 10 into a first compartment 12 and a second compartment 14 so that only a portion of the compressed air in the body 10 can be removed, and through this In the case of forced restoration of a ship, it makes it advantageous to restore the posture of an overturned ship by removing the buoyancy that supports one side of the hull in the left and right directions and making it tilt.

In addition, the upper portion of the partition wall 30 is partially opened to form a ventilation hole 32 providing a passage through which the compressed air injected into the first compartment 12 flows into the second compartment 14 .

At this time, the opening/closing stopper 40 is installed on the ventilation hole 32 .

The opening/closing stopper 40 is opened and closed by the pressurization of the compressed air, and the compressed air is limited to move only in one direction from the first compartment 12 to the second compartment 14. A detailed description will be described later. let it do

On the other hand, the first air outlet 50 is formed in the lower portion of one side of the body 10, and the second air outlet 60 is formed in the lower portion of the other side of the body 10.

Preferably, the first air outlet 50 is located at one side of the body 10, that is, at the lower portion of the first compartment 12 side, so that the compressed air injected into the first compartment 12 is supplied to the body. (10) A passage is provided so that it can be discharged to the outside.

In addition, the second air outlet 60 is located on one side of the body 10 , that is, at the lower portion of the second compartment 14 side, so that the compressed air injected into the second compartment 14 is supplied to the body 10 . ) to provide a passage to the outside.

In addition, the lifting bag may further include a plurality of pressure gauges (not shown) for measuring the pressure inside the body 10 .

Specifically, a plurality of pressure gauges (not shown) are respectively disposed in the first compartment 12 and the second compartment 14 to measure the pressure inside the first compartment 12 and the second compartment 14 . By doing so, it is possible to control the injection amount of the compressed air so as to inject the compressed air only to the critical pressure in the body 10 .

In other words, it is possible to prevent the lifting bag from bursting by injecting the compressed air into the lifting bag above a critical pressure by measuring the internal pressure provided with the plurality of pressure gauges (not shown).

In addition, ring-shaped binding spheres (not shown) may be formed at both ends of the lifting bag in the longitudinal direction or at both ends in the width direction to facilitate fastening to the hull of the overturned ship.

Figure 2 is a state diagram showing an open state of the casement stopper according to a preferred embodiment of the present invention, Figure 3 is a state diagram showing a closed state of the casement stopper according to a preferred embodiment of the present invention.

2 to 3, the opening and closing stopper 40 is opened and closed by the pressurization of the compressed air, and the compressed air is directed from the first compartment 12 to the second compartment 14 in one direction. It is limited to move only to, and includes a stopper body 42 , a hinge shaft 44 and a door 46 .

Specifically, the stopper body 42 is for supporting the door 44 , is located in the second compartment 14 , and is coupled and installed on the vent hole 32 .

At this time, the stopper body 42 is formed to have a hollow cylindrical shape.

On the other hand, at one end of the stopper body 42, a hinge coupling part 43 to which the hinge shaft 44 is penetrated is formed, protruding forward, and the hinge shaft coupled through the hinge coupling part 43 ( 44), the door 46 is hinged to one end of the stopper body 42 and rotates in the vertical direction based on the hinge shaft 44, and the compressed air flows from the first compartment 12 to the first 2 It is restricted to only move in one direction towards the compartment (14).

Specifically, one surface of the door 46 is pressurized by the flow of the compressed air injected into the first compartment 12 and rotates upward with respect to the hinge shaft 44. By opening the hollow, that is, the vent hole 32 , the compressed air injected into the first compartment 12 is also introduced into the second compartment 14 .

Here, the door 46 is opened from the point in time when the compressed air is injected into the first compartment 12, and after the inside of the lifting bag reaches a critical pressure and the injection of the compressed air is completed, the air inlet ( 20), the pressure in the first compartment 12 and the second compartment 14 is balanced, so that the door 46 opens the first compartment 12 or the second compartment 14. It remains open as long as the internal pressure does not change.

On the other hand, after buoying the capsized ship by using the buoyancy of the lifting bag, and after handling accidents such as lifesaving, the compressed air in the first compartment 12 is blown through the first air outlet 50 for forced restoration of the capsized ship. ), the force acting on one surface of the door 46 is weakened, and at the same time, the compressed air in the second compartment 14 presses the other surface of the door 46 to close the door 46 . It is rotated downward based on the hinge shaft 44 , whereby the door 46 closes the hollow of the stopper body 42 , that is, the vent hole 32 , so that the compression in the second compartment 14 . Prevent air from escaping into the first compartment (12).

In other words, when the door 46 is pressed by the flow of the compressed air in the first compartment 12 and rotates upward based on the hinge shaft 44, the vent hole 32 is opened and the A passage is provided so that compressed air can move from the first compartment 12 toward the second compartment 14 , and the first air outlet 50 is opened to allow the compressed air in the first compartment 12 to be opened. is discharged to the outside, the door 46 rotates downward with respect to the hinge shaft 44 to close the vent hole 32, so that the compressed air in the second compartment 14 moves into the first compartment ( 12) It can be prevented from being discharged through the first air outlet 50 together with the compressed air inside.

That is, by restricting the movement of the compressed air from the first compartment 12 toward the second compartment 14 in one direction by opening and closing the door 46 , the compressed air in the first compartment 12 is By selectively discharging only a portion of the lifting bag, that is, only the portion corresponding to the first compartment 12 can remove the buoyancy, and through this, the hull of the overturned ship is inclined in one direction so that the overturned ship loses its own weight. It is to be rotated to restore the posture to its original state or to be easily forcefully restored even with a small external force.

On the other hand, Figure 4 is a flow chart showing the hull maintenance and forced restoration method of an overturned ship using a lifting bag according to a preferred embodiment of the present invention, Figure 5 is the hull of an overturned ship using a lifting bag according to a preferred embodiment of the present invention It is a state diagram schematically showing the operation of lifting and restoring an overturned ship using the maintenance and forced restoration method.

As shown in FIGS. 4 and 5, in order to maintain and forcibly restore the hull of an overturned ship using the lifting bag, first, a plurality of lifting bags in a contracted state are submerged into the fore and stern of the overturned ship. Each is bound (S10).

In the lifting bag fastening step (S10), the lifting bag is bound to the overturned ship by a rope, chain, etc., preferably, a rope or a chain is attached to the binding hole (not shown) formed at both ends of the lifting bag in the longitudinal direction or at both ends in the width direction. After passing through and binding one end, the other end is fixed to the hull of the overturned ship, and the lifting bag is securely fastened to the bow or stern.

In addition, in the lifting bag fastening step (S10), in the lifting bag, the first compartment 12 is located on one side of the hull in the left and right direction of the overturned ship, and the second compartment 14 is located on the other side of the hull in the left and right direction of the overturned ship. to be located in

When the lifting bag fastening step (S10) is completed, the compressed air is injected into the plurality of lifting bags by connecting the air inlet 10 formed in each of the plurality of lifting bags and the compressed air source in which the compressed air is stored, Through this, the plurality of lifting bags are inflated, and the capsized vessel is lifted by using the buoyancy of the inflated plurality of lifting bags (S20).

At this time, when the compressed air is injected above the critical pressure of the lifting bag in the step (S20) of the overturning ship buoyancy, the lifting bag may burst, so the pressure inside the lifting bag is frequently measured through the plurality of pressure gauges (not shown). Thus, it is necessary to control the injection amount of the compressed air.

When the overturned ship buoyancy step (S20) is completed, an accident management step (not shown) may be performed for the rescue of people in the overturned ship lifted from the water surface.

In addition, when the overturned ship is lifted from the water surface by the plurality of lifting bags inflated through the overturning ship buoyancy step (S20), the tip of the towing wire fixed to the towing ship located on one side in the left and right direction of the overturned ship is overturned It is tied to the other side of the hull in the left and right direction (S30).

At this time, the towing vessel is located adjacent to the side of the first compartment 12 of the lifting bag, and the end of the towing wire fixed to the towing vessel is the capillary vessel in which the second compartment 14 of the lifting bag is located. It is preferable to be tied to the other side of the hull in the left and right direction.

In addition, the towing wire may be provided in the towing ship in a form that can be wound or unwound by a winch (not shown).

When the traction wire fastening step (S30) is completed, only the compressed air injected into the first compartment 12 of the plurality of lifting bags is discharged to the outside of the plurality of lifting bags to remove the buoyancy of the first compartment 12 to perform the first compartment buoyancy removal step (S40).

Specifically, in the first compartment buoyancy removal step (S40), the first air outlet 50 is opened to discharge the compressed air injected into the first compartment 12, and as mentioned above, the When the first air outlet 50 is opened, the opening/closing stopper 40 is closed to discharge only the compressed air in the first compartment 12, and through this, a part of the lifting bag, that is, the first compartment 12 Only the buoyancy of the corresponding area is selectively removed.

Therefore, by removing the buoyancy of the first compartment 12 by discharging only the compressed air injected into the first compartment 12 while leaving the compressed air injected into the second compartment 14, the capsize ship One side in the left and right direction is inclined toward the water surface, and at this time, it can be restored to an upright state by the weight of the hull of the overturned ship.

However, when it is difficult to restore the posture due to the self-weight of the overturned ship in the first compartment buoyancy removal step (S40), the overturned ship restoration step (S50) must be performed.

The overturning ship restoration step (S50) is to drive the towing ship forward in a state where one side of the hull left and right of the overturned ship is inclined or operate the winch to wind the tow wire to generate tension in the tow wire. It is to forcibly restore the capsized ship to an upright state by pulling the other side in the left and right direction of the hull of the overturned ship toward one side of the hull in the left and right direction of the overturned ship.

That is, by inducing the other side in the left and right direction to rotate toward one side in the left and right direction of the overturned ship by the tension of the traction wire, it is possible to forcibly restore the overturned ship.

After the overturned ship restoration step (S50), the overturned ship undergoes a salvage step (not shown) in which the overturned ship is safely lifted to land by the towing ship.

On the other hand, the buoyancy of the second compartment 14 should not be removed in the step of restoring the overturned ship (S50) and the step of salvaging the overturned ship (not shown), which is during or after the overturned ship is forcibly restored. This is to prevent overturning or sinking again during salvage.

In addition, the movement of the fluid in the capsize ship lifting step (not shown) affects only the hull, so even if the buoyancy of the second compartment 14 is not removed, the lifting is not significantly affected.

Although embodiments of the present invention have been described with reference to the above and the accompanying drawings, those of ordinary skill in the art to which the present invention pertains can practice the present invention in other specific forms without changing its technical spirit or essential features. You will understand that there is Therefore, it should be understood that the embodiments described above are illustrative in all respects and not restrictive.

Claims

a body having a predetermined space therein and expanding through compressed air injection to provide buoyancy;

an air inlet formed on one side of the body and connected to a compressed air source into which the compressed air is injected;

The barrel is formed to be upright inside the body and divides the inside of the body into a first compartment and a second compartment, and a portion is opened to provide a passage through which the compressed air injected into the first compartment is introduced into the second compartment. barrier ribs with pores;

an opening stopper installed on the vent hole to limit the compressed air to move in only one direction from the first compartment to the second compartment;

a first air outlet formed in a lower portion of one side of the body and through which the compressed air inside the first compartment is discharged to the outside of the body; and

A lifting bag for hull maintenance and forced restoration of an overturned ship comprising a; a second air outlet formed in the lower portion of the other side of the body, through which the compressed air inside the second compartment is discharged to the outside of the body.
According to claim 1,

The opening stopper is

A hollow cylindrical stopper body positioned in the second compartment and coupled to the vent hole;

It is hinged to one end of the stopper body via a hinge shaft, rotates in the vertical direction based on the hinge shaft, and includes a door restricting movement of the compressed air in only one direction from the first compartment to the second compartment. Lifting bag for hull maintenance and forced restoration of capsized ships.
3. The method of claim 2,

The opening stopper is

The door pressurized by the flow of the compressed air injected into the first compartment rotates upward with respect to the hinge axis to open the hollow of the stopper body, so that the compressed air injected into the first compartment is transferred to the second compartment. to enter the compartment,

When the compressed air in the first compartment is discharged to the outside, the door pressurized by the compressed air introduced into the second compartment is rotated downward based on the hinge axis to close the hollow of the stopper body. Lifting bag for hull maintenance and forced restoration of an overturned ship, characterized in that the compressed air in the second compartment does not leak into the first compartment.
According to claim 1,

The lifting bag,

Lifting bag for hull maintenance and forced restoration of an overturned ship, characterized in that it further comprises a plurality of pressure gauges for measuring the pressure inside the first compartment and the second compartment.
A lifting bag tying step of submerging a plurality of lifting bags whose interior is partitioned into a first compartment and a second compartment by a bulkhead to tie them to the bow and stern portions of the overturned vessel, respectively;

Compressed air is injected into the plurality of lifting bags to inflate the plurality of lifting bags until the internal pressure of the lifting bags reaches a critical pressure, and the buoyancy force of the plurality of inflated lifting bags is used to float the capsize vessel flotation stage of the overturned vessel;

A traction wire binding step of tying the end of the traction wire fixed to the towing vessel located on one side in the left and right direction of the levitated abalone vessel to the other side in the left and right direction of the abalone vessel;

a first compartment buoyancy removal step of discharging only the compressed air injected into the first compartment to the outside of the plurality of lifting bags to remove the buoyancy of the first compartment so that one side of the overturned ship in the left and right direction is inclined; and

The towing vessel is driven forward in a state where one side in the left and right direction of the overturned ship is tilted to generate tension in the towing wire, and the other side in the left and right direction of the overturned ship is directed toward one side in the left and right direction by the tension of the towing wire. A method of maintaining and forcibly restoring the hull of an overturned ship using a lifting bag comprising a;
6. The method of claim 5,

The lifting bag,

A body having a predetermined space formed therein and expanding through compressed air injection to provide buoyancy;

an air inlet formed on one side of the body and connected to a compressed air source to inject the compressed air;

The barrel is formed to be upright inside the body and divides the inside of the body into a first compartment and a second compartment, and a portion is opened to provide a passage through which the compressed air injected into the first compartment is introduced into the second compartment. a partition wall with pores formed therein;

an opening stopper installed on the vent hole to limit the compressed air to move in only one direction from the first compartment to the second compartment;

a first air outlet formed in a lower portion of one side of the body and through which the compressed air inside the first compartment is discharged to the outside of the body;

The hull maintenance and forced restoration method of an overturned ship using a lifting bag, characterized in that it is formed in the lower portion of the other side of the body, and includes a second air outlet through which the compressed air inside the second compartment is discharged to the outside of the body.
7. The method of claim 6,

The opening stopper is

A hollow cylindrical stopper body positioned in the second compartment and coupled to the vent hole;

It is hinged to one end of the stopper body via a hinge shaft, rotates in the vertical direction based on the hinge shaft, and includes a door restricting movement of the compressed air from the first compartment toward the second compartment in only one direction. A method of maintaining and forcibly restoring the hull of an overturned ship using a lifting bag.
8. The method of claim 7,

The opening stopper is

The door pressurized by the flow of the compressed air injected into the first compartment rotates upward with respect to the hinge axis to open the hollow of the stopper body, so that the compressed air injected into the first compartment is transferred to the second compartment. to enter the compartment,

When the compressed air in the first compartment is discharged to the outside, the door pressurized by the compressed air introduced into the second compartment is rotated downward based on the hinge shaft to close the hollow of the stopper body. Hull maintenance and forced restoration method of an overturned ship using a lifting bag, characterized in that the compressed air in the second compartment does not leak into the first compartment.
7. The method of claim 6,

The lifting bag,

Hull maintenance and forced restoration method of an overturned ship using a lifting bag, characterized in that it further comprises a pressure gauge for measuring the pressure inside the first compartment and the second compartment.