WO2022107947A1 - 선박 - Google Patents

선박 Download PDF

Info

Publication number
WO2022107947A1
WO2022107947A1 PCT/KR2020/016571 KR2020016571W WO2022107947A1 WO 2022107947 A1 WO2022107947 A1 WO 2022107947A1 KR 2020016571 W KR2020016571 W KR 2020016571W WO 2022107947 A1 WO2022107947 A1 WO 2022107947A1
Authority
WO
WIPO (PCT)
Prior art keywords
hull
gas
group
gas injection
reducing device
Prior art date
Application number
PCT/KR2020/016571
Other languages
English (en)
French (fr)
Korean (ko)
Inventor
한상호
김준희
이동진
한범우
김현석
Original Assignee
현대중공업 주식회사
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.)
Filing date
Publication date
Application filed by 현대중공업 주식회사 filed Critical 현대중공업 주식회사
Priority to JP2023530860A priority Critical patent/JP2023550491A/ja
Priority to CN202080107377.0A priority patent/CN116457275A/zh
Priority to PCT/KR2020/016571 priority patent/WO2022107947A1/ko
Publication of WO2022107947A1 publication Critical patent/WO2022107947A1/ko

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
    • B63B1/38—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B13/00—Conduits for emptying or ballasting; Self-bailing equipment; Scuppers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
    • B63B43/06—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability using ballast tanks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J2/00—Arrangements of ventilation, heating, cooling, or air-conditioning
    • B63J2/12—Heating; Cooling
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

Definitions

  • the present invention relates to a ship equipped with a friction reducing device, and more particularly, to a ship configured to reduce damage to pipes due to high-temperature, high-pressure gas discharged from the friction reducing device.
  • a vessel sailing on the sea receives a lot of (friction) resistance from sea water during operation because a significant part of its hull is submerged in sea water.
  • Such frictional resistance by seawater accounts for about 80% of the total resistance in the case of a low-speed vessel and about 50% of the total resistance in the case of a high-speed vessel.
  • the frictional resistance generated in the hull is due to the viscosity of the 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 water to block the viscosity of water, the frictional resistance as above can be significantly reduced.
  • Patent Documents 1 to 3 disclose technical ideas for solving the above problems.
  • Patent Documents 1 to 3 introduce a friction reducing device that minimizes frictional resistance between the surface of the hull and the sea water by injecting air to the surface of the hull.
  • the friction reducing device is a method of generating and discharging high-pressure gas using a compressor, the temperature of the discharged gas greatly exceeds 100°C.
  • high-temperature and high-pressure gas has a problem of damaging the anti-rust and anti-fouling paint of the piping serving as the gas discharge passage and the surrounding members.
  • An object of the present invention is to provide a ship capable of minimizing damage to piping due to high-temperature, high-pressure gas discharged from a friction reducing device.
  • an object of the present invention is to provide a ship capable of reducing the phenomenon in which the gas injected from the friction reducing device flows into the sea chest.
  • a ship for achieving the above object is a ballast tank provided in a hull; and a friction reducing device provided on the hull and configured to inject gas to the outside of the hull, wherein at least one of a main pipe and an auxiliary pipe of the friction reducing device is a high-temperature gas generated from the friction reducing device is the equilibrium It is configured to pass through the water tank.
  • the present invention can reduce the damage to the pipe due to the high-temperature and high-pressure gas discharged from the friction reducing device.
  • the present invention can effectively reduce the phenomenon that the gas (or air) injected into the friction reducing device flows into the sea chest.
  • the present invention can effectively reduce the frictional resistance between the hull and seawater by improving the straightness of the air sprayed to the friction reducing device.
  • FIG. 1 is a side view of a ship according to an embodiment of the present invention.
  • FIG. 2 is a plan view of the vessel shown in FIG. 1 .
  • FIG. 3 is a perspective view showing the main part of the arrangement of the compressor and the ballast tank of the ship shown in FIG.
  • FIG. 4 is a side view of a ship according to another embodiment of the present invention.
  • FIG. 5 is a plan view of the vessel shown in FIG. 4 .
  • FIG. 6 is a perspective view showing the main part of the arrangement of the compressor and the ballast tank of the ship shown in FIG.
  • FIG. 7 is a plan view of a ship according to another embodiment of the present invention.
  • FIG. 8 is a perspective view of the main part of the ship shown in FIG.
  • FIG. 9 is a side view of a ship according to another embodiment of the present invention.
  • FIG. 10 is a plan view of the vessel shown in FIG. 9 .
  • FIG. 11 is a perspective view showing the main part of the arrangement of the compressor and the ballast tank of the ship shown in FIG.
  • FIG. 12 is a side view of a ship according to another embodiment of the present invention.
  • FIG. 13 is a plan view of the vessel shown in FIG. 12;
  • FIG. 14 is a perspective view of a main part showing the arrangement of the compressor and the ballast tank of the ship shown in FIG. 12 .
  • 15 and 16 are bottom views of the vessel shown in FIG. 1 .
  • 17 and 18 are bottom views of a ship according to another embodiment of the present invention.
  • FIG. 19 is a perspective view of the main part of the gas injection port shown in FIG.
  • FIG. 20 is a cross-sectional view taken along line A-A of the gas injection port shown in FIG. 19 .
  • 21 is a cross-sectional view A-A according to another form of the gas injection port.
  • FIG. 22 is a cross-sectional view taken along A-A according to another form of the gas injection port.
  • FIG. 23 is a cross-sectional view A-A according to another form of the gas injection port.
  • FIG. 24 is a cross-sectional view A-A according to another form of the gas injection port.
  • 25 is a cross-sectional view A-A according to another form of the gas injection port.
  • 26 is a side view of a ship according to another embodiment of the present invention.
  • FIG. 27 is an enlarged view of part A shown in FIG. 26 .
  • FIG. 28 is a cross-sectional view of the wing member shown in FIG. 27;
  • FIG. 29 is a block diagram of the friction reducing device shown in FIG.
  • FIG. 30 and 31 are bottom views of the vessel shown in FIG. 26 .
  • 32 is a side view of a ship according to another embodiment of the present invention.
  • FIG. 33 is a plan view of the vessel shown in FIG. 32 .
  • FIG. 34 is a perspective view of a main part of the compressor disposed in the cofferdam shown in FIG. 32;
  • 35 is a side view of a ship according to another embodiment of the present invention.
  • FIG. 36 is a detailed view showing the arrangement relationship of the cofferdam and the main pipe shown in FIG.
  • 37 is a side view of a ship according to another embodiment of the present invention.
  • FIG. 38 is a detailed view showing the arrangement relationship of the cofferdam, the ballast water tank, and the main pipe shown in FIG.
  • 39 is a side view of a ship according to another embodiment of the present invention.
  • 40 is a hydraulic circuit diagram of the main configuration of the friction reducing device described above.
  • 41 is a hydraulic circuit diagram of a friction reducing device according to another embodiment.
  • a component is 'connected' with another component includes not only cases where these components are 'directly connected' but also 'indirectly connected' through other components.
  • 'including' a certain component means that other components may be further included, rather than excluding other components, unless otherwise stated.
  • FIGS. 1 to 3 A ship according to an embodiment will be described with reference to FIGS. 1 to 3 .
  • the ship 100 includes a propulsion device necessary for operation.
  • the vessel 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 plurality.
  • the propeller 120 may be respectively disposed on the left and right sides of the stern of the hull 110 in order to improve the operating speed of the vessel 100 or the operating ability of the vessel 100 .
  • the vessel 100 includes a device for stable operation.
  • the ship 100 includes ballast tanks 130 and 140 .
  • the ballast water tanks 130 and 140 may be divided into a first ballast water tank 130 and a second ballast water tank 140 according to their arrangement positions.
  • the first ballast water tank 130 is disposed on the bow side of the hull 110 , and is generally formed high along the height direction of the hull 110 .
  • the second ballast water tank 140 is disposed on the bottom side of the hull 110 , and is generally formed to be elongated along the longitudinal direction of the hull 110 .
  • the first ballast water tank 130 and the second ballast water tank 140 are arranged in a left-right symmetrical form around the keel of the hull 110 as shown in FIG. 2 .
  • the vessel 100 includes a device capable of minimizing the frictional resistance between the hull 110 and seawater or fresh water.
  • the ship 100 includes a friction reducing device 200 configured to inject gas (or air) to the bottom of the hull 110 , preferably to a flat surface of the bottom of the ship.
  • the friction reducing device 200 is disposed on the bow side of the hull 110 .
  • the arrangement position of the friction reducing 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 .
  • the configuration of the friction reducing device 200 is not limited to the above-described elements.
  • the friction reducing device 200 may further include a valve 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 .
  • the compressor 210 is preferably disposed higher than the load waterline of the hull 110 for smooth compressed air generation and operating efficiency.
  • the compressor 210 is disposed between the pair of first ballast water tanks 130 as shown in FIG. 2 .
  • the arrangement position of the compressor 210 is not limited to between the first ballast water tanks 130 .
  • the compressor 210 may be disposed closer to the bow side than the first ballast water tank 130 .
  • 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 passes through at least one of the two first ballast water tanks 130 as shown in FIGS. 2 and 3 to prevent overheating of the compressed air generated by the compressor 210.
  • the compressed air flowing through the main pipe 220 may be cooled to 93° C. or less, preferably 80° C. or less, and move toward the stern.
  • the cooling of this compressed air through the main pipe 220 can suppress or reduce damage to the rust and antifouling paint formed on the main pipe 220, the auxiliary pipe 230, and the hull 110 by the overheated air.
  • the auxiliary pipe 230 is branched from the main pipe 220 .
  • the auxiliary pipe 230 may be branched at a predetermined interval along the longitudinal direction of the main pipe 220 as shown in FIG. 2 , and then may extend in the stern direction.
  • the length in the line width direction of the auxiliary pipe 230 branching from the main pipe 220 may be increased toward the stern side as shown in FIG. 2 .
  • the line width direction length of the auxiliary pipe 230 branching first from the main pipe 220 is smaller than the line width direction length of the auxiliary pipe 230 branching second from the main pipe 220, the main pipe 220
  • the line width direction length of the auxiliary pipe 230 branching second from the main pipe 220 may be smaller than the line width direction length of the auxiliary pipe 230 branching third from the main pipe 220 .
  • the inner diameter of the auxiliary pipe 230 is preferably smaller than the inner diameter of the main pipe 220 to prevent the gas injection pressure from being lowered.
  • the inner diameter of the auxiliary pipe 230 may be formed differently depending on the branching position from the main pipe (220).
  • 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 the second from the main pipe 220
  • the inner diameter of the branching auxiliary pipe 230 may be larger than the inner diameter of the third branching auxiliary pipe 230 from the main pipe 220 .
  • the inner diameter of the auxiliary pipe 230 may be formed to be the same.
  • the gas injection port 240 is connected to the auxiliary pipe (230).
  • the gas injection port 240 is configured to inject the compressed air or compressed gas supplied through the auxiliary pipe 230 into the seawater.
  • the gas injection port 240 may inject compressed air so that the compressed air flows along the bottom surface of the hull 110 .
  • the final discharge direction of the gas injection port 240 is substantially parallel to the bottom surface of the hull 110 .
  • the vessel 100 configured as described above, since the high-temperature and high-pressure air generated from the friction reducing device 200 is cooled while passing through the ballast tank, damage to the piping due to the high-temperature compressed air can be minimized.
  • the vessel 100 according to this embodiment cools the compressed air through the ballast tank, a separate device for cooling the compressed air can be omitted. Therefore, the ship according to the present embodiment can reduce the construction cost as well as improve the internal space utilization rate of the ship.
  • the ship 101 includes a propeller 120 disposed at the stern of the hull 110 and a plurality of ballast tanks 130 and 140 formed on the hull 110 as shown in FIG. .
  • the vessel 101 includes a friction reducing device (200).
  • the vessel 101 according to the present embodiment may be distinguished from the above-described embodiment in that it includes a plurality of main pipes 220 and 222 as shown in FIGS. 5 and 6 .
  • the compressed air generated from the compressor 210 may be supplied to each of the gas injection ports 240 and 242 through the first main pipe 220 and the second main pipe 222 .
  • the first main pipe 220 and the second main pipe 222 may be cooled by the first ballast water tank 130 and the first ballast water tank 132 , respectively.
  • the vessel 101 configured in this way supplies compressed air to each of the gas injection ports 240 and 242 through the plurality of main pipes 220 and 222, so the friction reduction effect of the hull 110 through the air injection can be improved. have.
  • the main pipes 220 and 222 are cooled by the respective ballast tanks 130 and 132, the cooling efficiency by the ballast tanks 130 and 132 can also be improved. have.
  • the vessel 102 according to the present embodiment is distinguished from the above-described embodiments in that the ballast tank 130 is configured as one.
  • the main pipe 220 is configured to vertically penetrate the central portion of the ballast water tank 130 .
  • one main pipe 220 is shown to pass through the ballast water tank 130 up and down, but two or more main pipes 220 pass through the ballast water tank 130 as necessary. You can also change it.
  • FIGS. 9, 10, and 11 a ship according to another embodiment will be described with reference to FIGS. 9, 10, and 11 .
  • the same reference numerals as in the above-described embodiment are used for the same components as those of the above-described embodiment, and a description of these components will be omitted.
  • the vessel 103 according to the present embodiment is distinguished from the above-described embodiments in the arrangement of the auxiliary pipe 220 .
  • the auxiliary pipe 230 passes through the second ballast water tank 140 as shown in FIGS. 10 and 11 to prevent overheating of the compressed air generated by the compressor 210 .
  • at least a portion of the auxiliary pipe 230 branching from the main pipe 220 may extend to the flat surface portion of the ship bottom after passing through the inner space of the second ballast water tank 140 .
  • the compressed air flowing through the auxiliary pipe 230 may be cooled to 93° C. or less, preferably 80° C. or less, and move to the stern side.
  • the cooling of the compressed air through the auxiliary pipe 230 can suppress or reduce damage to the rust-preventive and antifouling paint formed inside the main pipe 220 and the auxiliary pipe 230 by the superheated air.
  • the vessel 103 configured as above is cooled while the high-temperature and high-pressure air generated from the friction reducing device 200 passes through the ballast water tank, so that damage to the piping due to the high-temperature compressed air can be minimized.
  • the vessel 103 according to the present embodiment cools the compressed air through the ballast tank, a separate device for cooling the compressed air can be omitted. Therefore, the ship according to the present embodiment can reduce the construction cost as well as improve the internal space utilization rate of the ship.
  • FIGS. 12, 13, and 14 a ship according to another embodiment will be described with reference to FIGS. 12, 13, and 14 .
  • the same reference numerals as in the above-described embodiment are used for the same components as those of the above-described embodiment, and a description of these components will be omitted.
  • the ship 104 includes a propeller 120 disposed at the stern of the hull 110 and a plurality of ballast tanks 130 and 140 formed in the hull 110 as shown in FIG. 12 .
  • the vessel 104 includes a friction reducing device (200).
  • the vessel 104 according to the present embodiment may be distinguished from the above-described embodiment in that it includes a plurality of main pipes 220 and 222 as shown in FIGS. 13 and 14 .
  • the ship 102 according to the present embodiment can be distinguished from the above-described embodiment in that the main pipes 220 and 220 are cooled through the first ballast water tanks 130 and 132 .
  • the compressed air generated from the compressor 210 may be supplied to each of the gas injection ports 240 and 242 through the first main pipe 220 and the second main pipe 222 .
  • the first main pipe 220 and the second main pipe 222 may be formed to pass through the first ballast water tank 130 and the first ballast water tank 132 to primarily cool the compressed air.
  • the first auxiliary pipe 230 and the second auxiliary pipe 232 pass through the second ballast water tanks 140 and 142 so that the compressed air supplied through the main pipes 220 and 222 can be secondarily cooled. can be formed to
  • the vessel 104 configured in this way supplies compressed air to each of the gas injection ports 240 and 242 through the plurality of main pipes 220 and 222, so the friction reduction effect of the hull 110 through the air injection can be improved.
  • the main pipes 220 and 222 and the auxiliary pipes 230 and 232 are first ballast water tanks 130 and 132 and second ballast water tanks 140 and 142, respectively. Since it is cooled by the , the cooling efficiency by the ballast water tanks 130 , 132 , 140 and 142 can also be improved.
  • the gas injection port 240 may be divided into a plurality of groups. To elaborate, 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 left-right symmetrical form around the keel of the hull 110 .
  • the interval between the pair of gas injection holes 241 and 242 may be gradually increased from the bow side of the hull 110 to the stern direction.
  • gas injection ports 241 and 242 constituting the first group and the second group are disposed so as not to overlap the gas injection ports 241 and 242 disposed in the front (based on the front view of the hull 110).
  • the gas jet ports 243 constituting the third group may be disposed to partially overlap with the gas jet ports 241 and 242 constituting the first group or the second group.
  • the number of gas injection ports 241 , 242 , and 243 may be different for each of the first to third groups.
  • the number of gas nozzles 241 constituting the first group is smaller than the number of gas jet ports 242 constituting the second group, but is greater than the number of gas jet ports 243 constituting the third group.
  • 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 pair of gas injection ports 241 , 242 , and 243 may be different for each of the first to third groups.
  • the maximum distance W1 between the gas nozzles 2414 of the first group is smaller than the minimum distance W2 between the gas nozzles 2428 of the second group, and the minimum distance between the gas nozzles 2431 of the third group It may be smaller than (W4).
  • the maximum distance W5 between the gas nozzles 2432 of the third group is greater than the minimum distance W2 between the gas nozzles 2428 of the second group, and the maximum distance W3 between the gas nozzles 2428 of the second group. ) can be smaller than
  • the distance from the gas nozzle disposed at the frontmost side of each group to the gas jet port disposed at the rearmost side of each group may be different for each group.
  • the length L1 in the hull direction from the gas injection port 2411 arranged in the frontmost part of the first group to the gas injection port 2414 arranged in the rearmost group is the gas injection port 2421 arranged in the frontmost part of the second group.
  • the distance between the gas injection port disposed at the rearmost side of the front group and the gas jet port disposed at the frontmost side of the rear group may be different from each other.
  • the distance S1 between the gas injection port 2414 disposed in the rearmost part of the first group and the gas injection hole 2421 disposed in the frontmost part of the second group (S1) is 2428) and the gas injection port 2431 disposed at the front of the third group may be smaller than the distance S2.
  • the distance between the gas nozzles disposed at the rear of the front group and the gas jets disposed at the front of the rear group may be greater than the distance between the gas jets of each group.
  • the distance L4 from the bisector or the keel of the hull 110 to the gas jet port 2428 disposed in the outermost shell may be smaller than the distance L5 from the bisector of the hull 110 or the keel to the sea chest 180.
  • L4/L5 may be in the range of 0.5 to 0.7. More preferably, L4/L5 may be in the range of 0.58 to 0.68.
  • the ratio (S3/L) between the distance (S3) from the gas injection port 2428 disposed in the outermost shell from the keel to the length (L) of the hull 110 to the sea chest 180 (S3/L) is preferably 0.5 or less.
  • S3/L is preferably 0.48 or less.
  • the ship 100 reduces the frictional resistance between the hull 110 and the sea water according to the friction reducing device 200, and the failure rate of the ship 100 caused by this can be significantly reduced. .
  • the vessel 105 according to the present embodiment can be distinguished from the above-described embodiment in the arrangement of the gas injection port.
  • the gas injection port 240 may be divided into a plurality of groups.
  • the gas nozzles 240 may be sequentially classified into a first group of gas jets 241 and a second group of gas jets 242 from the bow side of the hull 110 .
  • the gas injection ports 241 and 242 are arranged in a left-right symmetrical form around the keel of the hull 110 .
  • the interval between the pair of gas injection holes 241 may gradually increase from the bow side of the hull 110 to the stern direction.
  • the gas injection ports 241 constituting the first group are disposed so as not to overlap the gas injection ports 241 disposed in the front.
  • the gas injection ports 243 constituting the second group may be disposed to partially overlap with the gas injection ports 241 constituting the first group.
  • the number of the gas injection ports 241 and 242 may be different for each of the first group and the second group.
  • 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 and second groups.
  • the minimum distance W0 between the gas nozzles 2411 of the first group is smaller than the minimum distance W4 between the gas nozzles 2421 of the second group.
  • the maximum distance W3 between the gas nozzles 2412 of the first group is greater than the minimum distance W4 between the gas nozzles 2421 of the second group, and the maximum distance W5 between the gas nozzles 2422 of the second group is greater than can be large
  • the distance from the gas nozzle disposed at the frontmost side of each group to the gas jet port disposed at the rearmost side of each group may be different for each group.
  • the hull direction length L1 from the gas injection port 2411 arranged in the frontmost part of the first group to the gas injection port 2412 arranged in the rearmost group is the gas injection port 2421 arranged in the frontmost part of the second group. It may be greater than the hull direction length (L3) to the gas injection port 2422 disposed at the rearmost.
  • the distance S2 between the gas injection port 2412 disposed at the rearmost side of the first group and the gas jet port 2421 disposed at the frontmost side of the second group (S2) may have a significant size.
  • S2 may be smaller than L1 but larger than L1/2.
  • the distance L4 from the bisector or the keel of the hull 110 to the gas jet port 2422 disposed in the outermost shell may be smaller than the distance L5 from the bisector of the hull 110 or the keel to the sea chest 180.
  • L4/L5 may be in the range of 0.5 to 0.7. More preferably, L4/L5 may be in the range of 0.58 to 0.68.
  • the ratio (S3/L) between the distance (S3) from the gas injection port 2422 disposed in the outermost shell to the sea chest 180 from the keel to the length (L) of the hull 110 is preferably 0.5 or less.
  • S3/L is preferably 0.48 or less.
  • the vessel 105 according to the present embodiment reduces the frictional resistance between the hull 110 and seawater according to the friction reducing device 200, and the failure rate of the vessel 105 caused by this can be significantly reduced. .
  • the gas injection port will be described in detail with reference to FIGS. 19 and 20 .
  • the gas injection port 240 includes a body portion 242 and a bottom portion 244 .
  • the body part 242 is connected to the auxiliary pipe 230 .
  • An inclined surface is formed on one side of the body portion 242 .
  • the inclined surface may be composed of a plurality of sections having different inclination angles.
  • the inclined surface may include a first inclined portion 2422 having a first inclination angle ⁇ 1 and a second inclined portion 2424 having a second inclination angle ⁇ 2 .
  • the first inclination angle ⁇ 1 may be greater than the second inclination angle ⁇ 2.
  • the first inclination angle ⁇ 1 may be greater than or equal to 10 degrees
  • the second inclination angle ⁇ 2 may be less than 10 degrees.
  • the length of the section forming the first inclined portion 2422 on the inclined surface of the body portion 242 may be greater than the length of the section forming the second inclined portion 2424 .
  • the height Nh1 of the first inclined part 2422 on the inclined surface of the body part 242 may be greater than the height Nh2 of the second inclined part 2424 . This condition can induce the flow of high-pressure air parallel to the hull surface while increasing the flow rate of the high-pressure air moving along the inclined surface of the body portion 242.
  • the bottom portion 244 is formed in the lower portion of the body portion (242).
  • the bottom portion 244 is configured to generally close the opening of the body portion 242 .
  • the bottom portion 244 is formed with an outlet 2442 for the injection or discharge of the high-pressure air.
  • the outlet 2442 is formed at a portion where the second inclined portion 2424 and the bottom portion 244 meet.
  • the gas injection port 240 configured as described above discharges the high-pressure air introduced through the auxiliary pipe 230 in substantially parallel with the surface of the hull (flat portion of the ship bottom) through the inclined portions 2422 and 2424 and the outlet 2442. can Therefore, according to the present embodiment, it is possible to effectively reduce the frictional resistance between the surface of the hull 110 and the sea water through the friction reducing device 200 .
  • the gas injection port 2402 is distinguished from the above-described form in that it further includes a first protrusion 246 as shown in FIG. 21 .
  • the first protrusion 246 is formed on the bottom portion 244 .
  • the first protrusion 246 may be formed to have a first height h1 from the bottom 244 .
  • the first height h1 of the first protrusion 246 may be substantially equal to the height Nh2 of the second inclined portion 2424 .
  • the height h1 of the first protrusion 246 is not necessarily the same as the height Nh2 of the second inclined portion 2424 .
  • the height h1 of the first protrusion 246 may be smaller than the height Nh2 of the second inclined portion 2424 .
  • An inclined surface is formed on the first protrusion 246 .
  • one surface of the first protrusion 246 facing the second inclined portion 2424 may be formed as an inclined surface having a third inclination angle ⁇ 3 .
  • the third inclination angle ⁇ 3 may be substantially the same as or similar to the second inclination angle ⁇ 2 of the second inclination portion 2424 .
  • the gas injection port 2402 formed as above limits the flow of high-pressure air by the second inclined portion 2424 and the second protrusion 246, it is possible to further improve the flow rate of the high-pressure air, and through this, the discharge port 2442 It is possible to lengthen the effective flow of high-pressure air discharged from the
  • the gas injection port 2404 is distinguished from the above-described form in that it further includes a second protrusion 248 as shown in FIG. 6 .
  • the second protrusion 248 is formed on the first protrusion 246 .
  • the second protrusion 248 may be formed to have a second height h2 from the upper portion of the first protrusion 246 .
  • the second height h2 of the second protrusion 248 may be substantially equal to the height Nh1 of the first inclined portion 2422 .
  • the height h2 of the second protrusion 248 is not necessarily the same as the height Nh1 of the first inclined portion 2422 .
  • the height h2 of the second protrusion 248 may be smaller than the height Nh1 of the first inclined portion 2422 .
  • An inclined surface is formed on the second protrusion 248 .
  • one surface of the second protrusion 248 facing the first inclined portion 2422 may be formed as an inclined surface having a fourth inclination angle ⁇ 4.
  • the fourth inclination angle ⁇ 4 may be substantially the same as or similar to the first inclination angle ⁇ 1 of the first inclined portion 2422 .
  • the gas injection port 2404 formed as above limits and induces the flow of high-pressure air by the plurality of inclined portions 2422, 2424 and the plurality of protrusions 246, 248, so that the flow rate of the high-pressure air can be further improved, Through this, the flow of high-pressure air can be continued for a long time.
  • the gas injection port 2408 is distinguished from the above-described form in that the inclined surface of the body part 242 is composed of one curved part as shown in FIG. 7 .
  • the inclined surface may be configured as a first curved portion 2422 having a first radius of curvature R1.
  • the gas injection port 2406 is distinguished from the above-described form in that the inclined surface of the body part 242 is composed of a plurality of curved parts 2422 and 2424 as shown in FIG. 8 .
  • the inclined surface may include a first curved portion 2422 having a first radius of curvature R1 and a second curved portion 2424 having a second radius of curvature R2 .
  • the first radius of curvature R1 may be smaller than the second radius of curvature R2.
  • the gas injection port 2406 is distinguished from the above-described form in that the inclined surface of the body portion 242 is composed of a curved portion 2422 and a straight portion 2424 as shown in FIG. 9 .
  • the inclined surface may include a first curved portion 2422 having a first radius of curvature R1 and a first inclined portion 2424 having a first inclination angle ⁇ 1 .
  • the vessel 106 includes a propulsion device necessary for operation.
  • the vessel 106 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 plurality.
  • the propeller 120 may be respectively disposed on the left and right sides of the stern of the hull 110 in order to improve the operating speed of the vessel 106 or the operating ability of the vessel 106 .
  • the vessel 106 includes a configuration for introducing seawater into the hull 110 .
  • the sea chest 180 may be formed on the side of the hull 110 .
  • the sea chest 180 may enable the inflow of seawater to cool the internal combustion engine disposed inside the hull 110 .
  • the vessel 106 includes a device capable of minimizing frictional resistance between the hull 110 and sea or fresh water.
  • the ship 106 includes a friction reducing device 200 configured to inject gas (or air) onto the bottom of the hull 110 , preferably the flat surface of the bottom of the ship.
  • the friction reducing device 200 is disposed on the bow side of the hull 110 .
  • the arrangement position of the friction reducing device 200 is not limited to the bow side of the hull 110 .
  • the friction reducing device 200 includes a compressor 210 and a gas injection port 240 as shown in FIG. 26 .
  • the compressor 210 is disposed on the bow side of the hull 110 as shown in FIG.
  • the compressor 210 is preferably disposed higher than the full odd number of the hull 110 for smooth compressed air (or compressed gas) generation and operating efficiency.
  • the wing member 160 is formed in the hull 110 to prevent the gas generated by the friction reducing device 200 from flowing into the sea chest 180 .
  • the wing member 160 may be formed long in the bow direction of the hull 110 from the lower portion of the sea chest 180, as shown in FIG.
  • the wing member 160 may be formed to a considerable length.
  • the length LC of the wing member 160 may be substantially the same as the distance from the sea chest 180 to the gas nozzle 240 closest to the sea chest 180 .
  • the length LC of the wing member 160 is not limited to the above-described size.
  • the wing member 160 may be formed in a curved shape as shown in FIG. 27 .
  • the wing member 160 may be curved upward toward the bow direction of the hull 110 .
  • the wing member 160 may have a shape extending horizontally along the bow direction of the hull 110 and then having an end portion (a bow side portion) curved upward.
  • the wing member 160 is configured to minimize the phenomenon in which the gas generated by the friction reducing device 200 rises above the load waterline of the hull 110 .
  • the wing member 160 may include a bent portion 162 bent downward as shown in FIG. 28 .
  • the wing member 160 may protrude from the hull 110 in a significant size.
  • the protrusion size h of the wing member 160 may be selected in the range of 50 to 1000 mm.
  • the wing member 160 thus formed concentrates the gas generated by the friction reducing device 200 below the load waterline of the hull 110, thereby maximizing the friction reduction effect by the gas of the friction reducing device 200. have.
  • the friction reducing device 200 further includes a main pipe 220 and an auxiliary pipe 230 as shown in FIG.
  • the configuration of the friction reducing device 200 is not limited to the above-described elements.
  • the friction reducing device 200 may further include a valve disposed on the main pipe 220 and the auxiliary pipe 230 , respectively.
  • 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 plurality.
  • the main pipe 220 may be composed of two.
  • the auxiliary pipe 230 is branched from the main pipe 220 .
  • the auxiliary pipe 230 may be branched in the line width direction at a predetermined interval along the longitudinal direction of the main pipe 220 as shown in FIG. 29 and then extend in the ship bottom and stern directions.
  • the length in the line width direction of the auxiliary pipe 230 branching from the main pipe 220 may be increased toward the stern side as shown in FIG. 29 .
  • the line width direction length of the auxiliary pipe 230 branching first from the main pipe 220 is smaller than the line width direction length of the auxiliary pipe 230 branching second from the main pipe 220, the main pipe 220
  • the line width direction length of the auxiliary pipe 230 branching second from the main pipe 220 may be smaller than the line width direction length of the auxiliary pipe 230 branching third from the main pipe 220 .
  • the inner diameter of the auxiliary pipe 230 is preferably smaller than the inner diameter of the main pipe 220 to prevent the gas injection pressure from being lowered.
  • the inner diameter of the auxiliary pipe 230 may be formed differently depending on the branching position from the main pipe (220).
  • 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 the second from the main pipe 220
  • the inner diameter of the branching auxiliary pipe 230 may be larger than the inner diameter of the third branching auxiliary pipe 230 from the main pipe 220 .
  • the inner diameter of the auxiliary pipe 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 the compressed air supplied through the auxiliary pipe 230 into the seawater.
  • 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 part of the bottom surface of the ship).
  • the final discharge direction of the gas injection port 240 is substantially parallel to the bottom surface of the hull 110 .
  • the gas injection port 240 may be divided into a plurality of groups. To elaborate, 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 left-right symmetrical form around the keel of the hull 110 .
  • the interval between the pair of gas injection holes 241 and 242 may be gradually increased from the bow side of the hull 110 to the stern direction.
  • gas injection ports 241 and 242 constituting the first group and the second group are disposed so as not to overlap the gas injection ports 241 and 242 disposed in the front (based on the front view of the hull 110).
  • the gas jet ports 243 constituting the third group may be disposed to partially overlap with the gas jet ports 241 and 242 constituting the first group or the second group.
  • the number of gas injection ports 241 , 242 , and 243 may be different for each of the first to third groups.
  • the number of gas nozzles 241 constituting the first group is smaller than the number of gas jet ports 242 constituting the second group, but is greater than the number of gas jet ports 243 constituting the third group.
  • 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 pair of gas injection ports 241 , 242 , and 243 may be different for each of the first to third groups.
  • the maximum distance W1 between the gas nozzles 2414 of the first group is smaller than the minimum distance W2 between the gas nozzles 2428 of the second group, and the minimum distance between the gas nozzles 2431 of the third group It may be smaller than (W4).
  • the maximum distance W5 between the gas nozzles 2432 of the third group is greater than the minimum distance W2 between the gas nozzles 2428 of the second group, and the maximum distance W3 between the gas nozzles 2428 of the second group. ) can be smaller than
  • the distance from the gas nozzle disposed at the frontmost side of each group to the gas jet port disposed at the rearmost side of each group may be different for each group.
  • the length L1 in the hull direction from the gas injection port 2411 arranged in the frontmost part of the first group to the gas injection port 2414 arranged in the rearmost group is the gas injection port 2421 arranged in the frontmost part of the second group.
  • the distance between the gas injection port disposed at the rearmost side of the front group and the gas jet port disposed at the frontmost side of the rear group may be different from each other.
  • the distance S1 between the gas injection port 2414 disposed in the rearmost part of the first group and the gas injection hole 2421 disposed in the frontmost part of the second group (S1) is 2428) and the gas injection port 2431 disposed at the front of the third group may be smaller than the distance S2.
  • the distance between the gas nozzles disposed at the rear of the front group and the gas jets disposed at the front of the rear group may be greater than the distance between the gas jets of each group.
  • the distance L4 from the bisector or the keel of the hull 110 to the gas jet port 2428 disposed in the outermost shell may be smaller than the distance L5 from the bisector of the hull 110 or the keel to the sea chest 180.
  • L4/L5 may be in the range of 0.5 to 0.7. More preferably, L4/L5 may be in the range of 0.58 to 0.68.
  • the ratio (S3/L) between the distance (S3) from the gas injection port 2428 disposed in the outermost shell from the keel to the length (L) of the hull 110 to the sea chest 180 (S3/L) is preferably 0.5 or less.
  • S3/L is preferably 0.48 or less.
  • the vessel 106 reduces the frictional resistance between the hull 110 and the seawater according to the friction reducing device 200, and the failure rate of the vessel 106 caused by this can be significantly reduced. .
  • the ship 107 includes a propulsion device necessary for operation.
  • the vessel 107 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 plurality.
  • the propeller 120 may be respectively disposed on the left and right sides of the stern of the hull 110 in order to improve the operating speed of the vessel 107 or the operating ability of the vessel 107 .
  • the vessel 107 includes a configuration for transporting liquefied material.
  • a plurality of liquefied material storage tanks 430 may be formed in the hull 110 at intervals.
  • the vessel 107 includes a configuration for insulation or protection of the liquefied material storage tank 430 .
  • a cofferdam 440 is formed on one side or both sides of the liquefied material storage tank 430 .
  • a heating device 460 for maintaining the cofferdam 440 at a predetermined temperature may be disposed in the cofferdam 440 .
  • the vessel 107 includes a device capable of minimizing frictional resistance between the hull 110 and seawater or freshwater.
  • the ship 107 includes a friction reducing device 200 configured to inject gas (or air) onto the bottom of the hull 110 , preferably the flat surface of the bottom of the ship.
  • the friction reducing device 200 is disposed on the bow side of the hull 110 .
  • the arrangement position of the friction reducing 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 .
  • the configuration of the friction reducing device 200 is not limited to the above-described elements.
  • the friction reducing device 200 may further include a valve 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. In addition, the compressor 210 is preferably disposed higher than the load waterline of the hull 110 for smooth compressed air generation and operating 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 is a cofferdam 440 cooled by the liquefied material storage tank 430 as shown in FIGS. 2 and 3 to prevent overheating of the compressed air generated by the compressor 210 . pass through Accordingly, the compressed air flowing through the main pipe 220 may be cooled to 93° C. or less, preferably 80° C. or less, and discharged to the gas injection port 240 . This cooling of the compressed air through the main pipe 220 can suppress or reduce damage to the paint (corrosive paint and antifouling paint) of the pipes 220 and 230 by the overheated air.
  • the auxiliary pipe 230 is branched from the main pipe 220 .
  • the auxiliary pipe 230 may be branched at a predetermined interval along the longitudinal direction of the main pipe 220 as shown in FIG. 33 and then extend in the stern direction.
  • the length in the line width direction of the auxiliary pipe 230 branching from the main pipe 220 may be increased toward the stern side as shown in FIG. 2 .
  • the line width direction length of the auxiliary pipe 230 branching first from the main pipe 220 is smaller than the line width direction length of the auxiliary pipe 230 branching second from the main pipe 220, the main pipe 220
  • the line width direction length of the auxiliary pipe 230 branching second from the main pipe 220 may be smaller than the line width direction length of the auxiliary pipe 230 branching third from the main pipe 220 .
  • the inner diameter of the auxiliary pipe 230 is preferably smaller than the inner diameter of the main pipe 220 to prevent the gas injection pressure from being lowered.
  • the inner diameter of the auxiliary pipe 230 may be formed differently depending on the branching position from the main pipe (220).
  • 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 the second from the main pipe 220
  • the inner diameter of the branching auxiliary pipe 230 may be larger than the inner diameter of the third branching auxiliary pipe 230 from the main pipe 220 .
  • the inner diameter of the auxiliary pipe 230 may be formed to be the same.
  • the gas injection port 240 is connected to the auxiliary pipe (230).
  • the gas injection port 240 is configured to inject the compressed air or compressed gas supplied through the auxiliary pipe 230 into the seawater.
  • the gas injection port 240 may inject compressed air so that the compressed air flows along the bottom surface of the hull 110 .
  • the final discharge direction of the gas injection port 240 is substantially parallel to the bottom surface of the hull 110 .
  • the vessel 107 configured as above is cooled while the high-temperature and high-pressure air generated from the friction reducing device 200 passes through the cofferdam 440, damage to the piping due to the high-temperature compressed air can be minimized.
  • the ship 107 according to the present embodiment since the cofferdam 440 is heated by the compressed air of the friction reducing device 200, power consumption required to heat the cofferdam 440 can be reduced. Accordingly, the ship according to the present embodiment can reduce construction costs and improve operational efficiency.
  • the ship 108 has a propeller 120 disposed in the stern of the hull 110, a plurality of liquefied material storage tanks 430 formed in the hull 110, and a cofferdam ( 440).
  • the vessel 108 includes a friction reducing device 200 .
  • the vessel 108 according to the present embodiment may be distinguished from the above-described embodiment in that it is configured such that some compressed air flowing through the main pipe 220 is selectively supplied to the cofferdam 440 as shown in FIG. 36 . have.
  • a heat exchange pipe 470 branching to the cofferdam 440 is formed in the main pipe 220 .
  • the heat exchange pipe 470 is returned to the main pipe 220 after passing through a significant portion of the cofferdam 440 .
  • a plurality of fin members 472 are formed in the heat exchange pipe 470 to increase heat dissipation efficiency.
  • a plurality of valves 510 and 520 are disposed in the heat exchange pipe 470 . Accordingly, the high-temperature and high-pressure air flowing through the main pipe 220 may be supplied to the cofferdam 440 only when the valves 510 and 520 are opened.
  • the valves 510 and 520 are operated to open when the temperature of the cofferdam 440 is lower than the preset temperature, and to close when the temperature of the cofferdam 440 is higher than the preset temperature.
  • the temperature of the cofferdam 440 is selectively adjusted by the high-temperature and high-pressure air generated by the friction reducing device 200, so power consumption for maintaining the temperature of the cofferdam 440 is reduced. can be significantly reduced.
  • the ship 109 is a propeller 120 disposed in the stern of the hull 110, a plurality of liquefied material storage tanks 430 formed in the hull 110, and a cofferdam ( 440).
  • the vessel 108 includes a ballast water tank 570 and a friction reducing device 200 .
  • the ship 109 is configured such that the high-temperature and high-pressure air flowing through the main pipe 220 passes through at least one of the cofferdam 440 and the ballast water tank 570 as shown in FIG. 38 . is distinguished from the above-described embodiments.
  • a first heat exchange pipe 470 branching to the cofferdam 440 and a second heat exchange pipe 480 branching to the ballast tank 570 are formed in the main pipe 220 .
  • One or more valves 510 , 520 , 530 , 340 for controlling the flow of air are disposed in the first heat exchange pipe 470 and the second heat exchange pipe 480 .
  • the vessel 109 configured in this way passes through the high-temperature and high-pressure air discharged from the friction reducing device 200 to the cofferdam 440, or to the ballast tank 570, or the cofferdam 440. ) and the ballast water tank 570 can be passed through to both sides.
  • the first valves 510 and 520 are opened so that the high-temperature air discharged from the friction reducing device 200 is supplied to the cofferdam 440, and the second valve ( 530, 340) can be closed.
  • the first valves 510 and 520 are closed so that the air discharged from the friction reducing device 200 is supplied to the ballast water tank 570 . and the second valves 530 and 340 may be opened.
  • the vessel 109 according to the present embodiment can prevent overcooling of the cofferdam 440 through the high-temperature and high-pressure air, as well as significantly reduce damage to the pipe due to the high-temperature and high-pressure air.
  • the ship 109 according to the present embodiment is distinguished from the above-described embodiment in the arrangement of the cofferdam 440 and the ballast tank 570 .
  • the cofferdam 440 may be disposed as close to the ballast tank 570 as possible.
  • the cofferdam 440 may be disposed in close contact with the ballast water tank 570 .
  • This structure may allow cooling or heating of the cofferdam 440 through the seawater stored in the ballast water tank 570 .
  • the main pipe 220 may be disposed to pass through the ballast water tank 570 .
  • the heat exchange pipe 470 branching from the main pipe 220 may be disposed to pass through the cofferdam 440 .
  • the vessel configured as above can suppress heating or overcooling of the cofferdam 440 through the ballast water tank 570 , the main pipe 220 , and the heat exchange pipe 470 .
  • the friction reducing device 200 of the above-described vessels 100, 101, 102, 103, 104, 105, 106, 108. 109 may include a unique hydraulic circuit.
  • the friction reducing device 200 includes a compressor 210 , a main pipe 220 , an auxiliary pipe 230 , and a gas injection port 240 .
  • the friction reducing device 200 further includes a bypass pipe 206 and valves 710 , 720 , 730 , 740 , 760 to prevent overload of the compressor 210 and prevent seawater inflow.
  • the compressor 210 may be configured in plurality.
  • the friction reducing device 200 according to the present embodiment may include three compressors 210 .
  • the three compressors 210 are connected in parallel by a first connection pipe 202 .
  • the first connection pipe 202 is connected in series with the main pipe 220 by the second connection pipe 204 . Therefore, the friction reducing device 200 according to the present embodiment is the gas injection port 240 for compressed air (or compressed gas) at a constant pressure and a constant flow rate by the other compressors 210 even if one compressor 210 malfunctions or malfunctions. ) can be supplied.
  • the three compressors 210 are illustrated as being connected in parallel in this embodiment, two or four or more compressors 210 may be connected in parallel as needed.
  • Valves 720 , 730 , and 760 are mounted on the bypass pipe 206 , the main pipe 220 , and the auxiliary pipe 230 .
  • the corresponding valves 720, 730, and 760 are connected to the control unit of the friction reducing device 200, and can operate the opening and closing of the bypass pipe 206, the main pipe 220, and the auxiliary pipe 230 according to the control signal.
  • the valves 720, 730, and 760 may operate to open the main pipe 220 and the auxiliary pipe 230 and close the bypass pipe 206 when the friction reducing device 200 is operated. have.
  • the valves 710 , 720 , 730 , and 760 close the main pipe 220 and the auxiliary pipe 230 and open the bypass pipe 206 during the operation of the friction reducing device 200 . can
  • a separate valve 740 is further mounted on the auxiliary pipe 230 or the gas injection port 240 .
  • the auxiliary pipe 230 may be equipped with a check valve 740 that can block the inflow of seawater.
  • the friction reducing device 200 may operate according to the operating state of the ship 100 .
  • the friction reducing device 200 may be stopped when the vessel 100 is anchored, and may be operated when the vessel 100 is operating.
  • the friction reducing device 200 When the ship 100 operates, the friction reducing device 200 includes the valves 710, 720, 730. 740, 760 so that the compressed air generated from the compressor 210 can be smoothly discharged through the gas injection port 240. to control
  • the friction reducing device 200 detects that the vessel 100 is in the operating state, the compressor 210 is operated and the valves 710 , 720 , 730 and 740 are all opened. However, the friction reducing device 200 closes the valve 760 so that the compressed air of the compressor 210 does not leak through the bypass pipe 206 .
  • the friction reducing device 200 controls the valves 710 , 720 , 730 , 740 , and 760 so that an overload does not occur in the compressor 210 .
  • the friction reducing device 200 stops the compressor 210 when it is sensed that the anchoring of the vessel 100 or the operating speed of the vessel 100 is less than or equal to a set reference value.
  • seawater may be introduced through the gas injection port 240 , the auxiliary pipe 230 , and the main pipe 220 , so the friction reducing device 200 stops the compressor 210 .
  • the valves 740, 730, 720, and 710 are closed sequentially before.
  • the friction reducing device 200 continuously operates the compressor 210 to continuously operate the valves 740, 730, 720, and 710 while maintaining a constant pressure inside the auxiliary pipe 230 and the main pipe 220. can be closed with
  • the friction reducing device 200 opens the valve 760 of the bypass pipe 206 so as not to increase the pressure in the compressor 210 .
  • the friction reducing device 200 may open the valve 760 of the bypass pipe 206 . Thereafter, when the internal pressure of the compressor 210 falls below the set upper limit value, the compressor 210 may be stopped and the valve 760 may be closed.
  • the vessel 100 configured as above blocks the inflow of seawater through the friction reducing device 200 through the bypass pipe 206 and a plurality of valves and at the same time suppresses the overload of the compressor 210, so the friction reducing device (200) can improve the efficiency.
  • a configuration of a ship according to another embodiment will be described with reference to FIG. 41 .
  • the vessel 100 according to the present embodiment may be distinguished from the above-described embodiment in that it further includes a pressure measuring instrument 410 as shown in FIG. 41 .
  • the pressure gauge 410 is disposed in the main pipe 220 .
  • the pressure gauge 410 is preferably disposed at the rear end of the main pipe 220 .
  • the arrangement position of the pressure gauge 410 is not limited to the rear end of the main pipe 220 .
  • any position of the main pipe 220 may be disposed.
  • the plurality of pressure gauges 410 may be disposed in each auxiliary pipe 230 .
  • the pressure meter 410 may measure the air pressure supplied to the main pipe 220 through the compressor 210 . In addition, when it is measured that the air pressure of the main pipe 220 is out of the set lower limit or upper limit, the pressure gauge 410 may transmit a control signal to start or stop the operation of the compressor 210 .

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Control Of Turbines (AREA)
PCT/KR2020/016571 2020-11-23 2020-11-23 선박 WO2022107947A1 (ko)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2023530860A JP2023550491A (ja) 2020-11-23 2020-11-23 船舶
CN202080107377.0A CN116457275A (zh) 2020-11-23 2020-11-23 船舶
PCT/KR2020/016571 WO2022107947A1 (ko) 2020-11-23 2020-11-23 선박

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/KR2020/016571 WO2022107947A1 (ko) 2020-11-23 2020-11-23 선박

Publications (1)

Publication Number Publication Date
WO2022107947A1 true WO2022107947A1 (ko) 2022-05-27

Family

ID=81709222

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/KR2020/016571 WO2022107947A1 (ko) 2020-11-23 2020-11-23 선박

Country Status (3)

Country Link
JP (1) JP2023550491A (zh)
CN (1) CN116457275A (zh)
WO (1) WO2022107947A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024007442A1 (zh) * 2022-07-08 2024-01-11 江苏科技大学 一种通气减阻装置以及包括它的船用通气减阻系统

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20050110080A (ko) * 2004-05-17 2005-11-22 삼성전자주식회사 압축기의 제어 장치 및 방법
KR20100029418A (ko) * 2008-09-08 2010-03-17 삼성중공업 주식회사 선박 냉각 시스템
KR20100122418A (ko) * 2009-05-12 2010-11-22 대우조선해양 주식회사 코퍼댐 가열장치 및 상기 코퍼댐 가열장치를 갖춘 부유식 해상 구조물
JP2014058310A (ja) * 2013-10-24 2014-04-03 National Maritime Research Institute 船舶の噴出気体供給方法及び噴出気体制御装置
KR20160054857A (ko) * 2014-11-07 2016-05-17 삼성중공업 주식회사 공기윤활장치
KR101679491B1 (ko) * 2012-02-21 2016-11-24 실버스트림 테크놀러지스 비.브이. 공기 윤활 시스템
KR20180009653A (ko) * 2016-07-19 2018-01-29 현대중공업 주식회사 선박

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20050110080A (ko) * 2004-05-17 2005-11-22 삼성전자주식회사 압축기의 제어 장치 및 방법
KR20100029418A (ko) * 2008-09-08 2010-03-17 삼성중공업 주식회사 선박 냉각 시스템
KR20100122418A (ko) * 2009-05-12 2010-11-22 대우조선해양 주식회사 코퍼댐 가열장치 및 상기 코퍼댐 가열장치를 갖춘 부유식 해상 구조물
KR101679491B1 (ko) * 2012-02-21 2016-11-24 실버스트림 테크놀러지스 비.브이. 공기 윤활 시스템
JP2014058310A (ja) * 2013-10-24 2014-04-03 National Maritime Research Institute 船舶の噴出気体供給方法及び噴出気体制御装置
KR20160054857A (ko) * 2014-11-07 2016-05-17 삼성중공업 주식회사 공기윤활장치
KR20180009653A (ko) * 2016-07-19 2018-01-29 현대중공업 주식회사 선박

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024007442A1 (zh) * 2022-07-08 2024-01-11 江苏科技大学 一种通气减阻装置以及包括它的船用通气减阻系统

Also Published As

Publication number Publication date
CN116457275A (zh) 2023-07-18
JP2023550491A (ja) 2023-12-01

Similar Documents

Publication Publication Date Title
WO2022107947A1 (ko) 선박
WO2012161493A2 (ko) 액화물 저장탱크 및 이를 포함하는 선박
WO2018093064A1 (ko) 선박용 연료유 전환 시스템 및 방법
WO2014038734A1 (ko) 하이드레이트 펠릿의 저장, 운송, 해리 용기 및 이를 이용한 하이드레이트 펠릿의 저장, 운송, 해리 방법
WO2018124732A1 (ko) 가스연료 추진 컨테이너 운반선
WO2010021503A2 (ko) 액화가스 저장탱크 및 상기 저장탱크를 갖춘 해양 구조물
WO2012015169A2 (ko) 데릭을 갖는 극지용 선박
WO2018044057A2 (ko) 컨테이너 운송선박
WO2014092368A1 (ko) 선박의 액화가스 처리 시스템
WO2014209029A1 (ko) 선박의 증발가스 처리 시스템 및 방법
WO2018124733A1 (ko) 가스연료 추진 컨테이너 운반선
WO2013122403A1 (ko) 에어버블 쇄빙선
WO2018062601A1 (ko) 선박의 증발가스 재액화 장치 및 방법
WO2017030221A1 (ko) 열전발전모듈, 이를 포함하는 열전발전장치와 결빙방지 기화장치 및 기화연료가스 액화공정 장치
WO2015012578A1 (ko) 부유식 해상구조물의 단열시스템
WO2018066845A1 (ko) 하이브리드형 발전 시스템
WO2013051915A1 (ko) 기진력 저감형 선박
WO2013089371A2 (ko) 고하중물의 중량 측정 및 수평이동이 가능한 수평운송장치
WO2015012577A1 (ko) 부유식 해상구조물 및 부유식 해상구조물의 온도 제어 방법
WO2018016863A1 (ko) 마찰저감장치 및 이를 포함하는 선박
WO2014133283A1 (en) Refrigerator equipped with apparatus for producing carbonated water
WO2018139848A1 (ko) Lng 선의 증발가스 재액화 방법 및 시스템
WO2021132955A1 (ko) 선박의 액화가스 공급 시스템 및 방법 그리고 선박의 액화가스 연료 공급 시스템
WO2016148318A1 (en) System for supplying fuel to engine of ship
WO2020251104A1 (ko) 천연가스하이드레이트를 이용하여 최소평형수 선박 내 연료공급, 평형수 대체 및 청수공급이 가능한 시스템

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 20962553

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 2023530860

Country of ref document: JP

Ref document number: 202080107377.0

Country of ref document: CN

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 20962553

Country of ref document: EP

Kind code of ref document: A1