WO2021167191A1 - Sac de levage permettant de maintenir et de restaurer de force la coque d'un navire de taille réduite, et procédé de maintien et de restauration forcée de la coque d'un navire de taille réduite à l'aide de celui-ci - Google Patents

Sac de levage permettant de maintenir et de restaurer de force la coque d'un navire de taille réduite, et procédé de maintien et de restauration forcée de la coque d'un navire de taille réduite à l'aide de celui-ci Download PDF

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Publication number
WO2021167191A1
WO2021167191A1 PCT/KR2020/011283 KR2020011283W WO2021167191A1 WO 2021167191 A1 WO2021167191 A1 WO 2021167191A1 KR 2020011283 W KR2020011283 W KR 2020011283W WO 2021167191 A1 WO2021167191 A1 WO 2021167191A1
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WO
WIPO (PCT)
Prior art keywords
compartment
compressed air
hull
ship
lifting
Prior art date
Application number
PCT/KR2020/011283
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English (en)
Korean (ko)
Inventor
이병성
유정희
장재욱
강민수
Original Assignee
재단법인 중소조선연구원
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by 재단법인 중소조선연구원 filed Critical 재단법인 중소조선연구원
Publication of WO2021167191A1 publication Critical patent/WO2021167191A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
    • B63C7/00—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects
    • B63C7/06—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects in which lifting action is generated in or adjacent to vessels or objects
    • B63C7/10—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects in which lifting action is generated in or adjacent to vessels or objects using inflatable floats external to vessels or objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • B63B21/56—Towing or pushing equipment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/66—Tugs
    • B63B35/68—Tugs for towing

Definitions

  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 .
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG. 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.
  • FIG. 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.
  • the lifting bag for hull maintenance and forced restoration of an overturned ship 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).
  • the body 10 is a cylindrical tube having a predetermined space 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.
  • 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.
  • 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.
  • 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 .
  • 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
  • the partition wall 30 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.
  • 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 .
  • 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
  • the first air outlet 50 is formed in the lower portion of one side of the body 10
  • the second air outlet 60 is formed in the lower portion of the other side of the body 10.
  • 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.
  • 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.
  • the lifting bag may further include a plurality of pressure gauges (not shown) for measuring the pressure inside the body 10 .
  • a plurality of pressure gauges 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 .
  • ring-shaped binding spheres 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.
  • 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 .
  • 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 .
  • the stopper body 42 is formed to have a hollow cylindrical shape.
  • 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).
  • 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.
  • the compressed air injected into the first compartment 12 is also introduced into the second compartment 14 .
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • 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.
  • a plurality of lifting bags in a contracted state are submerged into the fore and stern of the overturned ship. Each is bound (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.
  • 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
  • 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).
  • 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.
  • an accident management step (not shown) may be performed for the rescue of people in the overturned ship lifted from the water surface.
  • 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).
  • 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.
  • the towing wire may be provided in the towing ship in a form that can be wound or unwound by a winch (not shown).
  • 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.
  • 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.
  • 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.
  • the overturned ship restoration step (S50) 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.
  • 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.
  • the movement of the fluid in the capsize ship lifting step affects only the hull, so even if the buoyancy of the second compartment 14 is not removed, the lifting is not significantly affected.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Cleaning Or Clearing Of The Surface Of Open Water (AREA)

Abstract

La présente invention concerne un sac de levage pour maintenir et restaurer de force la coque d'un navire de taille réduite, et un procédé de maintien et de restauration forcée de la coque d'un navire de taille réduite à l'aide de celui-ci, et, plus spécifiquement : un sac de levage pour faire flotter un navire de taille réduite à l'aide de la flottabilité de l'air comprimé ; et un procédé l'utilisant de façon à maintenir la position d'une coque, facilitant ainsi une gestion d'accident telle qu'une économie de durée de vie, et pour induire une restauration forcée après que la gestion d'un accident est terminée.
PCT/KR2020/011283 2020-02-18 2020-08-25 Sac de levage permettant de maintenir et de restaurer de force la coque d'un navire de taille réduite, et procédé de maintien et de restauration forcée de la coque d'un navire de taille réduite à l'aide de celui-ci WO2021167191A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR10-2020-0019365 2020-02-18
KR1020200019365A KR102265341B1 (ko) 2020-02-18 2020-02-18 전복선박의 선체유지 및 강제복원을 위한 리프팅백 및 이를 이용한 전복선박의 선체유지 및 강제복원방법

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WO2021167191A1 true WO2021167191A1 (fr) 2021-08-26

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Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102660095B1 (ko) * 2021-12-30 2024-04-22 재단법인 중소조선연구원 압력용기 일체형 리프팅 백
KR102628928B1 (ko) 2022-10-26 2024-01-25 대한민국 에어튜브 골격이 구비된 선박 침몰 방지용 리프팅 백

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08198180A (ja) * 1995-01-30 1996-08-06 Life Guard Kogyo Kk 遭難沈没用船位置標識装置
KR100475149B1 (ko) * 2002-02-01 2005-03-08 (주)우남마린 고속단정의 자가복원장치용 에어백
KR20080022642A (ko) * 2006-09-07 2008-03-12 백승만 선체인양용 부력발생방법
KR20120009082A (ko) * 2010-07-22 2012-02-01 한국해양연구원 소형 선박 부양장치
KR20170004425A (ko) * 2015-07-02 2017-01-11 김인주 수중 구조물 부양용 에어 포켓 백

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100813685B1 (ko) 2007-07-31 2008-03-14 한일뉴즈주식회사 소형선박의 자기직립형 부력장치
KR102047643B1 (ko) 2018-06-24 2019-11-21 김민주 능동 부양형 전복 방지 복원백

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08198180A (ja) * 1995-01-30 1996-08-06 Life Guard Kogyo Kk 遭難沈没用船位置標識装置
KR100475149B1 (ko) * 2002-02-01 2005-03-08 (주)우남마린 고속단정의 자가복원장치용 에어백
KR20080022642A (ko) * 2006-09-07 2008-03-12 백승만 선체인양용 부력발생방법
KR20120009082A (ko) * 2010-07-22 2012-02-01 한국해양연구원 소형 선박 부양장치
KR20170004425A (ko) * 2015-07-02 2017-01-11 김인주 수중 구조물 부양용 에어 포켓 백

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