Ship

Abstract

A ship according to an embodiment of the present invention comprises: a ballast tank provided in a hull; and a friction reducing device provided in the hull and configured to blow gas out of the hull, in which one or more of a main pipe and an auxiliary pipe of the friction reducing device is configured to pass high-temperature gas generated from the friction reducing device through the ballast tank.

Description

[0001] This application is a divisional application of the PCT invention patent application filed by the applicant, Hyundai Heavy Industries, Ltd., on November 23, 2022, with international application number PCT / KR2020 / 016571 entitled "Ship". That PCT invention patent application entered the Chinese national phase on May 22, 2023, and its Chinese patent application number is 202080107377.0. Technical Field

[0002] This disclosure relates to a ship equipped with a friction reduction device, and more specifically, to a ship configured to reduce damage to pipelines caused by high-temperature, high-pressure gases emitted from the friction reduction device. Background Technology

[0003] Because a significant portion of a ship's volume is submerged in seawater while sailing at sea, the ship experiences substantial (frictional) resistance from the seawater during operation. For low-speed ships, frictional resistance from seawater accounts for approximately 80% of the total resistance, while for high-speed ships, it accounts for approximately 50%.

[0004] Frictional resistance within a ship's hull is due to the viscosity of the water particles in contact with the hull. Therefore, if a layer of material with a lower specific gravity than water is formed between the hull and the water to block the water's viscosity, the aforementioned frictional resistance can be significantly reduced.

[0005] Patent documents 1 to 3 (KR 2011-0050534, KR 2014-0117681 and KR 2015-0104540) disclose technical ideas for solving the above-mentioned problems. For example, patent documents 1 to 3 disclose a device for reducing friction by injecting air into the surface of the hull to minimize the frictional resistance between the hull surface and the seawater.

[0006] However, because the friction reduction device uses a compressor to generate and discharge high-pressure gas, the temperature of the discharged gas far exceeds 100°C. This high-temperature, high-pressure gas can damage the anti-corrosion and anti-fouling coatings on the pipes and their surrounding components that serve as the gas discharge pathway.

[0007] Furthermore, gases and air emitted from friction reduction devices may be introduced into the ship's sea chest, interfering with the ship's normal operation. Therefore, it is necessary to develop a technology that can reduce the introduction of gases and air emitted from such devices into the ship's sea chest. Summary of the Invention

[0008] Technical issues

[0009] One aspect of this disclosure is to provide a vessel in which damage to pipelines caused by high-temperature, high-pressure gases emitted from friction reduction devices is minimized.

[0010] Furthermore, one aspect of this disclosure is to provide a vessel that reduces the phenomenon of gas injected from a friction-reducing device flowing into the sea tank.

[0011] Technical solutions to solve technical problems

[0012] According to one aspect of this disclosure, a vessel includes: a ballast water tank disposed in the hull; and a friction reduction device disposed in the hull and for ejecting gas to the outside of the hull, wherein at least one of a main pipe and an auxiliary pipe of the friction reduction device is configured to allow high-temperature gas generated by the friction reduction device to pass through the ballast water tank.

[0013] Advantages of the invention

[0014] This disclosure can reduce damage to pipelines caused by high-temperature, high-pressure gases emitted from the friction reduction device.

[0015] This disclosure can effectively reduce the phenomenon where gas (or air) injected into the friction-reducing device is introduced into the sea tank.

[0016] This disclosure can effectively reduce frictional resistance between the hull and seawater by improving the linearity of the air injected into the friction reduction device. Attached Figure Description

[0017] Figure 1 This is a side view of a vessel according to an exemplary embodiment of the present disclosure.

[0018] Figure 2 yes Figure 1 The diagram shows the ship's plan.

[0019] Figure 3 It shows Figure 1 A perspective view of the main components of the arrangement of the ship's compressor and ballast water tanks.

[0020] Figure 4 This is a side view of a ship according to another exemplary embodiment of the present disclosure.

[0021] Figure 5 yes Figure 4 The diagram shows the ship's plan.

[0022] Figure 6 It shows Figure 4 A perspective view of the main components of the arrangement of the ship's compressor and ballast water tanks.

[0023] Figure 7This is a plan view of a ship according to another exemplary embodiment of this disclosure.

[0024] Figure 8 yes Figure 7 A perspective view of the main parts of the ship shown.

[0025] Figure 9 This is a side view of a ship according to another exemplary embodiment of the present disclosure.

[0026] Figure 10 yes Figure 9 The diagram shows the ship's plan.

[0027] Figure 11 It shows Figure 9 The diagram shows a perspective view of the arrangement of the ship's compressor and ballast water tanks.

[0028] Figure 12 This is a side view of a ship according to another exemplary embodiment of the present disclosure.

[0029] Figure 13 yes Figure 12 The diagram shows the ship's plan.

[0030] Figure 14 It shows Figure 12 A perspective view of the main components of the arrangement of the ship's compressor and ballast water tanks.

[0031] Figure 15 and Figure 16 yes Figure 1 The image shows a bottom view of the ship.

[0032] Figure 17 and Figure 18 This is a bottom view of a ship according to another exemplary embodiment of the present disclosure.

[0033] Figure 19 yes Figure 2 A perspective view of the main part of the gas nozzle shown.

[0034] Figure 20 It is the section AA along the line. Figure 19 The cross-sectional view of the gas nozzle shown.

[0035] Figure 21 It is a cross-sectional view taken along line AA according to another type of gas nozzle.

[0036] Figure 22 It is a cross-sectional view taken along line AA according to another type of gas nozzle.

[0037] Figure 23 It is a cross-sectional view taken along line AA according to another type of gas nozzle.

[0038] Figure 24 It is a cross-sectional view taken along line AA according to another type of gas nozzle.

[0039] Figure 25 It is a cross-sectional view taken along line AA according to another type of gas nozzle.

[0040] Figure 26 This is a side view of a ship according to another exemplary embodiment of the present disclosure.

[0041] Figure 27 yes Figure 26 An enlarged view of part A shown in the diagram.

[0042] Figure 28 yes Figure 27 A cross-sectional view of the wing-shaped member shown.

[0043] Figure 29 yes Figure 26 The diagram shows the construction of the friction reduction device.

[0044] Figure 30 and Figure 31 yes Figure 26 The image shows a bottom view of the ship.

[0045] Figure 32 This is a side view of a ship according to another exemplary embodiment of the present disclosure.

[0046] Figure 33 yes Figure 32 The diagram shows the ship's plan.

[0047] Figure 34 It is set in Figure 32 A three-dimensional view of the main part of the compressor's main pipeline in the cofferdam shown.

[0048] Figure 35 This is a side view of a ship according to another exemplary embodiment of the present disclosure.

[0049] Figure 36 It is shown Figure 35 A detailed view showing the arrangement between the cofferdam and the main pipeline.

[0050] Figure 37 This is a side view of a ship according to another exemplary embodiment of the present disclosure.

[0051] Figure 38 It is shown Figure 37 A detailed view showing the arrangement of the cofferdam, ballast tank, and main pipeline.

[0052] Figure 39This is a side view of a ship according to another exemplary embodiment of the present disclosure.

[0053] Figure 40 This is a hydraulic piping diagram of the main components of the aforementioned friction reduction device.

[0054] Figure 41 This is a hydraulic piping diagram of a friction reduction device according to another exemplary embodiment. Detailed Implementation

[0055] In the following sections, exemplary embodiments of the present invention will be described in detail based on the accompanying drawings.

[0056] In describing this disclosure below, the terms used to refer to the components of this disclosure are named in consideration of the function of each component and should not be construed as limiting the technical components of this disclosure.

[0057] Furthermore, throughout this specification, the term "connected" to another component includes not only cases where these components are "directly connected," but also cases where they are "indirectly connected" through other components. Additionally, "including" a component implies that other components may be further included, rather than excluding them, unless otherwise indicated.

[0058] [Structure and arrangement of ballast water tank]

[0059] Reference Figures 1 to 3 Describes a ship according to an exemplary embodiment.

[0060] The vessel 100 according to this exemplary embodiment includes propulsion devices necessary for operation. For example, the vessel 100 includes a propeller 120 operated by an internal combustion engine. The propeller 120 is disposed adjacent to the stern of the hull 110. Multiple propellers 120 may be provided. For example, propellers 120 may be disposed on both the port and starboard sides of the stern of the hull 110, thereby improving the operating speed or operational capability of the vessel 100.

[0061] The vessel 100 includes devices for stable operation. For example, the vessel 100 includes ballast water tanks 130 and 140. Ballast water tanks 130 and 140 can be classified as a first ballast water tank 130 and a second ballast water tank 140 based on their location. The first ballast water tank 130 is located adjacent to the bow of the hull 110, and its overall topography is positioned high in the height direction of the hull 110. The second ballast water tank 140 is located adjacent to the bottom of the hull 110, and its overall topography is elongated in the length direction of the hull 110. Furthermore, as... Figure 2 As shown, the first ballast water tank 130 and the second ballast water tank 140 are symmetrically arranged based on the keel of the hull 110.

[0062] The vessel 100 includes a device capable of minimizing frictional resistance between the hull 110 and seawater or fresh water. For example, the vessel 100 includes a friction reduction device 200 configured to inject gas (or air) onto the bottom of the vessel 110, preferably onto a flat surface of the bottom.

[0063] The friction reduction device 200 is positioned adjacent to the bow of the hull 110. However, the location of the friction reduction device 200 is not limited to the bow side of the hull 110. The friction reduction device 200 includes a compressor 210, a main pipe 220, an auxiliary pipe 230, and a gas nozzle 240. However, the components of the friction reduction device 200 are not limited to the aforementioned elements. For example, the friction reduction device 200 may further include valves respectively disposed in the main pipe 220 and the auxiliary pipe 230.

[0064] like Figure 1 As shown, compressor 210 is positioned adjacent to the bow of hull 110. Furthermore, compressor 210 is preferably positioned above the load line of hull 110 to smoothly generate compressed air and achieve efficient operation. Figure 2 As shown, compressor 210 is disposed between a pair of first ballast tanks 130. However, the arrangement of compressor 210 is not limited to between the first ballast tanks 130. For example, compressor 210 may be disposed closer to the bow than the first ballast tanks 130.

[0065] The main duct 220 is connected to the compressor 210, causing the compressed air generated by the compressor 210 to flow in the stern direction. Furthermore, the main duct 220... Figure 2 and Figure 3 The compressed air flowing through the main duct 220 passes through at least one of the two first ballast tanks 130 to prevent overheating of the compressed air generated by the compressor 210. Therefore, the compressed air flowing through the main duct 220 can be cooled to 93°C or lower, preferably 80°C or lower, and moves towards the stern. Cooling of the compressed air through the main duct 220 can suppress or reduce damage to the anti-corrosion and antifouling paints formed on the main duct 220, auxiliary duct 230, and hull 110 caused by overheated air.

[0066] Auxiliary pipe 230 branches off from main pipe 220. For example... Figure 2 As shown, the auxiliary pipe 230 may branch at predetermined intervals along the length of the main pipe 220 and subsequently extend in the stern direction. Figure 2As shown, the length of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction can be longer than that towards the stern. For example, the length of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction can be shorter than that of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction, and the length of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction can be shorter than that of the auxiliary pipe 230 branching from the main pipe 220 again in the line width direction. The inner diameter of the auxiliary pipe 230 is preferably smaller than the inner diameter of the main pipe 220 to prevent a decrease in gas injection pressure. Furthermore, the inner diameter of the auxiliary pipe 230 can be formed differently depending on the location where the auxiliary pipe 230 branches from the main pipe 220. For example, the inner diameter of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction can be larger than that of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction, and the inner diameter of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction can be larger than that of the auxiliary pipe 230 branching from the main pipe 220 again in the line width direction. However, if necessary, the inner diameter of all auxiliary pipes 230 can be made equal.

[0067] Gas nozzle 240 is connected to auxiliary conduit 230. Gas nozzle 240 is configured to inject compressed air or compressed gas supplied through auxiliary conduit 230 into the seawater. Preferably, gas nozzle 240 can inject compressed air such that the compressed air flows along the bottom surface of hull 110. For this purpose, it is preferable that the final discharge direction of gas nozzle 240 is substantially parallel to the bottom surface of hull 110.

[0068] In the ship 100 constructed as described above, damage to pipelines caused by high-temperature compressed air is minimized because the high-temperature, high-pressure air generated by the friction reduction device 200 is cooled as it passes through the ballast water tank. Furthermore, since the ship 100 according to this exemplary embodiment cools the compressed air passing through the ballast water tank, a separate device for cooling the compressed air can be omitted. Therefore, the ship according to this exemplary embodiment not only reduces construction costs but also improves the utilization rate of the ship's internal space.

[0069] Next, we will refer to Figures 4 to 6 This describes a vessel according to another exemplary embodiment. For reference, in the following description, the same components as in the above exemplary embodiments are indicated by the same reference numerals as in the above exemplary embodiments, and detailed descriptions thereof are omitted.

[0070] like Figure 4 As shown, the vessel 101 according to this exemplary embodiment includes a propeller 120 disposed at the stern of the hull 110 and a plurality of ballast water tanks 130 and 140 formed in the hull 110. Furthermore, the vessel 101 includes a friction reduction device 200.

[0071] like Figure 5 and Figure 6 As shown, the vessel 101 according to this exemplary embodiment differs from the exemplary embodiment described above in that the vessel 101 includes multiple main pipes 220 and 222. In other words, compressed air generated by the compressor 210 can be supplied to corresponding gas nozzles 240 and 242 via the first main pipe 220 and the second main pipe 222. Furthermore, the first main pipe 220 and the second main pipe 222 can be cooled by the first ballast water tank 130 and the first ballast water tank 132, respectively.

[0072] Since the ship 101 constructed as described above supplies compressed air to the corresponding gas nozzles 240 and 242 through multiple main pipes 220 and 222, the effect of reducing friction of the hull 110 by air injection can be improved. Furthermore, in the ship 101 according to this exemplary embodiment, since the main pipes 220 and 222 are cooled by the corresponding ballast water tanks 130 and 132, the cooling efficiency of the ballast water tanks 130 and 132 can also be improved.

[0073] Next, we will refer to Figure 7 and 8 This describes a vessel according to another exemplary embodiment. For reference, in the following description, the same components as in the above exemplary embodiments are indicated by the same reference numerals as in the above exemplary embodiments, and detailed descriptions thereof are omitted.

[0074] The vessel 102 according to this exemplary embodiment differs from the exemplary embodiment described above in that the ballast tank 130 is constructed as a single component. Furthermore, the main pipe 220 is constructed to pass vertically through the central portion of the ballast tank 130. For reference, in this exemplary embodiment, a single main pipe 220 is shown passing vertically through the ballast tank 130; this single main pipe 220 can be modified so that, if desired, two or more main pipes 220 pass through the ballast tank 130.

[0075] Next, we will refer to Figure 9 , 10 Sections 1 and 11 describe a vessel according to another exemplary embodiment. For reference, in the following description, the same components as in the above exemplary embodiments are indicated by the same reference numerals as in the above exemplary embodiments, and detailed descriptions thereof are omitted.

[0076] The ship 103 according to this exemplary embodiment differs from the exemplary embodiment described above in the arrangement of the auxiliary pipeline 220.

[0077] Auxiliary pipe 230 such Figure 10 and 11The auxiliary pipe 230, branching from the main pipe 220, passes through the second ballast tank 140 to prevent the compressed air generated by the compressor 210 from overheating. In other words, at least a portion of the auxiliary pipe 230 can pass through the interior space of the second ballast tank 140 and subsequently extend to a flat surface portion of the hull. Therefore, the compressed air flowing through the auxiliary pipe 230 can be cooled to 93°C or lower, preferably 80°C or lower, and moved towards the stern. Cooling of the compressed air through the auxiliary pipe 230 can suppress or reduce damage to the anti-corrosion and antifouling paints formed inside the main pipe 220 and the auxiliary pipe 230 caused by overheated air.

[0078] In the ship 103 constructed as described above, damage to pipelines caused by high-temperature compressed air is minimized because the high-temperature, high-pressure air generated by the friction reduction device 200 is cooled as it passes through the ballast tank. Furthermore, since the ship 103 according to this exemplary embodiment cools the compressed air passing through the ballast tank, a separate device for cooling the compressed air can be omitted. Therefore, the ship according to this exemplary embodiment not only reduces construction costs but also improves the utilization rate of the ship's internal space.

[0079] Next, we will refer to Figure 12 , 13 Sections 1 and 14 describe a vessel according to another exemplary embodiment. For reference, in the following description, the same components as in the above exemplary embodiments are indicated by the same reference numerals as in the above exemplary embodiments, and detailed descriptions thereof are omitted.

[0080] like Figure 12 As shown, the vessel 104 according to this exemplary embodiment includes a propeller 120 disposed at the stern of the hull 110 and a plurality of ballast water tanks 130 and 140 formed in the hull 110. Furthermore, the vessel 104 includes a friction reduction device 200.

[0081] like Figure 13 and Figure 14 As shown, the vessel 104 according to this exemplary embodiment may differ from the exemplary embodiment described above in that the vessel 104 includes a plurality of main pipes 220 and 222. Furthermore, the vessel 102 according to this exemplary embodiment may differ from the exemplary embodiment described above in that the main pipes 220 and 220 are cooled via first ballast water tanks 130 and 132.

[0082] In other words, the compressed air generated by compressor 210 can be supplied to the corresponding gas nozzles 240 and 242 via the first main pipe 220 and the second main pipe 222. Here, the first main pipe 220 and the second main pipe 222 can be configured to pass through the first ballast water tank 130 and the second ballast water tank 132 to primarily cool the compressed air. In addition, the first auxiliary pipe 230 and the second auxiliary pipe 232 can be configured to pass through the second ballast water tanks 140 and 142 to secondarily cool the compressed air supplied via the main pipes 220 and 222.

[0083] In the vessel 104 with the aforementioned configuration, since compressed air is supplied to the corresponding gas nozzles 240 and 242 via multiple main pipes 220 and 222, the effect of reducing friction on the hull 110 through air injection can be improved. Furthermore, in the vessel 102 according to this exemplary embodiment, since the main pipes 220 and 222 and the auxiliary pipes 230 and 232 are cooled by the first ballast tanks 130 and 132 and the second ballast tanks 140 and 142, respectively, the cooling efficiency based on the ballast tanks 130, 132, 140, and 142 can also be improved.

[0084] [Gas Nozzle Arrangement Structure]

[0085] Reference Figure 15 and 16 Describe the arrangement of the gas nozzles.

[0086] The gas nozzles 240 can be divided into multiple groups. In other words, the gas nozzles 240 can be sequentially divided from the bow of the hull 110 into a first group of gas nozzles 241, a second group of gas nozzles 242, and a third group of gas nozzles 243. The gas nozzles 241, 242, and 243 are arranged symmetrically based on the keel of the hull 110. Furthermore, the distance between pairs of gas nozzles 241 and 242 can gradually increase in the direction from the bow of the hull 110 toward the stern. In addition, the gas nozzles 241 and 242 constituting the first and second groups are arranged so as not to overlap with the gas nozzles 241 and 242 arranged forward (based on the front view of the hull 110). However, the gas nozzles 243 constituting the third group can be arranged to partially overlap with the gas nozzles 241 and 242 constituting the first or second group.

[0087] For each of the first to third groups, the number of gas nozzles 241, 242, and 243 can be different. For example, the number of gas nozzles 241 constituting the first group is less than the number of gas nozzles 242 constituting the second group, but greater than the number of gas nozzles 243 constituting the third group. Alternatively, the number of gas nozzles 242 constituting the second group can be greater than the number of gas nozzles 241 and 243 constituting the first and third groups.

[0088] For each of the first to third groups, the maximum distance between the paired gas nozzles 241, 242, and 243 can be different. For example, the maximum distance W1 between the gas nozzles 2414 in the first group can be less than the minimum distance W2 between the gas nozzles 2428 in the second group, and can be less than the minimum distance W4 between the gas nozzles 2431 in the third group. Furthermore, the maximum distance W5 between the gas nozzles 2432 in the third group can be greater than the minimum distance W2 between the gas nozzles 2428 in the second group, and can be less than the maximum distance W3 between the gas nozzles 2428 in the second group.

[0089] For each group, the distance from the foremost gas nozzle to the rearmost gas nozzle can be different. For example, the length L1 from the foremost gas nozzle 2411 to the rearmost gas nozzle 2414 in the hull direction can be less than the length L2 from the foremost gas nozzle 2421 to the rearmost gas nozzle 2428 in the hull direction, but greater than the length L3 from the foremost gas nozzle 2431 to the rearmost gas nozzle 2432 in the hull direction.

[0090] The distances between the rearmost gas nozzles in the front group and the distances between the frontmost gas nozzles in the rear group can be different. For example, the distance S1 between the rearmost gas nozzle 2414 in the first group and the frontmost gas nozzle 2421 in the second group can be smaller than the distance S2 between the rearmost gas nozzle 2428 in the second group and the frontmost gas nozzle 2431 in the third group. Furthermore, the distance between the rearmost gas nozzle in the front group and the frontmost gas nozzle in the rear group can be greater than the distance between the gas nozzles in each group.

[0091] The distance L4 from the bisector or keel of the hull 110 to the outermost gas nozzle 2428 can be less than the distance L5 from the bisector or keel of the hull 110 to the sea tank 180. Preferably, L4 / L5 can be in the range of 0.5 to 0.7. More preferably, L4 / L5 can be in the range of 0.58 to 0.68.

[0092] Furthermore, the ratio (S3 / L) of the distance S3 from the outermost gas nozzle 2428 on the keel to the length L of the hull 110 is preferably 0.5 or less. Preferably, S3 / L is 0.48 or less.

[0093] The above conditions are effective in reducing the phenomenon that gas or air discharged from gas nozzles 241, 242, and 243 flows into the sea tank 180. Therefore, the ship 100 according to this exemplary embodiment can reduce the frictional resistance between the hull 110 and the seawater according to the friction reduction device 200, and significantly reduce the failure rate of the ship 100 caused thereby.

[0094] Reference Figure 17 and 18 The arrangement of gas nozzles in a ship according to another exemplary embodiment is described.

[0095] The ship 105 according to this exemplary embodiment differs from the exemplary embodiment described above in the arrangement of the gas nozzles.

[0096] The gas nozzles 240 can be divided into multiple groups. In other words, the gas nozzles 240 can be sequentially divided from the bow of the hull 110 into a first group of gas nozzles 241 and a second group of gas nozzles 242. The gas nozzles 241 and 242 are arranged symmetrically based on the keel of the hull 110. Furthermore, the distance between the pairs of gas nozzles 241 and 242 can gradually increase in the direction from the bow to the stern of the hull 110. In addition, the gas nozzles 241 constituting the first group are arranged so as not to overlap with the gas nozzles 241 arranged forward. However, the gas nozzles 243 constituting the second group can be arranged to partially overlap with the gas nozzles 241 constituting the first group.

[0097] The number of gas nozzles 241 and 242 may differ for each of the first and second groups. For example, the number of gas nozzles 241 constituting the first group may be greater than the number of gas nozzles 242 constituting the second group.

[0098] For each of the first and second groups, the maximum and minimum distances between the paired gas nozzles 241 and 242 can be different. For example, the minimum distance W0 between the gas nozzles 2411 in the first group is less than the minimum distance W4 between the gas nozzles 2421 in the second group. The maximum distance W3 between the gas nozzles 2412 in the first group can be greater than the minimum distance W4 between the gas nozzles 2421 in the second group, and can also be greater than the maximum distance W5 between the gas nozzles 2422 in the second group.

[0099] For each group, the distance from the gas nozzle at the foremost position to the gas nozzle at the rearmost position can be different. For example, in the hull direction, the length L1 from the gas nozzle 2411 at the foremost position of the first group to the gas nozzle 2414 at the rearmost position can be greater than the length L3 from the gas nozzle 2421 at the foremost position of the second group to the gas nozzle 2422 at the rearmost position.

[0100] The distance S2 between the gas nozzle 2412 located at the rearmost position in the first group and the gas nozzle 2421 located at the frontmost position in the second group can be quite large. For example, S2 can be less than L1, but greater than L1 / 2.

[0101] The distance L4 from the bisector or keel of the hull 110 to the outermost gas nozzle 2422 can be less than the distance L5 from the bisector or keel of the hull 110 to the sea tank 180. Preferably, L4 / L5 can be in the range of 0.5 to 0.7. More preferably, L4 / L5 can be in the range of 0.58 to 0.68.

[0102] Furthermore, the ratio (S3 / L) of the distance S3 from the outermost gas nozzle 2422 on the keel to the length L of the hull 110 is preferably 0.5 or less. Preferably, S3 / L is 0.48 or less.

[0103] The above conditions are effective in reducing the phenomenon that gas or air discharged from gas nozzles 241 and 242 flows into the sea tank 180. Therefore, the ship 105 according to this exemplary embodiment can reduce the frictional resistance between the hull 110 and the seawater according to the friction reduction device 200, and significantly reduce the failure rate of the ship 100 caused thereby.

[0104] [Type of gas nozzle]

[0105] Reference Figure 19 and 20 Describe the gas nozzle in detail.

[0106] The gas nozzle 240 includes a main body portion 242 and a bottom portion 244.

[0107] The main body 242 is connected to the auxiliary pipe 230. An inclined surface is formed on one side of the main body 242. The inclined surface may include multiple segments with different inclination angles. For example, the inclined surface may include a first inclined segment 2422 with a first inclination angle θ1 and a second inclined segment 2424 with a second inclination angle θ2. The first inclination angle θ1 may be greater than the second inclination angle θ2. For example, the first inclination angle θ1 may be greater than or equal to 10 degrees, and the second inclination angle θ2 may be less than 10 degrees. The length of the segment forming the first inclined segment 2422 on the inclined surface of the main body 242 may be greater than the length of the segment forming the second inclined segment 2424. Furthermore, the height Nh1 of the first inclined segment 2422 on the inclined surface of the main body 242 may be greater than the height Nh2 of the second inclined segment 2424. In this case, the flow of high-pressure air can be caused to be parallel to the surface of the hull, while increasing the flow rate of high-pressure air moving along the inclined surface of the main body 242.

[0108] A bottom portion 244 is formed below the main body portion 242. The bottom portion 244 is configured to generally close the opening of the main body portion 242. An outlet 2442 for injecting or discharging high-pressure air is formed in the bottom portion 244. In other words, the outlet 2442 is formed in the portion where the second inclined portion 2424 and the bottom portion 244 meet.

[0109] The gas nozzle 240, constructed as described above, can discharge high-pressure air introduced through the auxiliary pipe 230 in a manner substantially parallel to the hull surface (the flat portion of the hull bottom) via inclined portions 2422 and 2424 and outlet 2442. Therefore, according to this exemplary embodiment, the frictional resistance between the hull 110 surface and the seawater can be effectively reduced by the friction reduction device 200.

[0110] Next, other forms of gas nozzles will be described. For reference, in the following description, components identical to those in the exemplary embodiments described above are indicated by the same reference numerals, and detailed descriptions thereof are omitted. First, reference will be made to… Figure 5 Another form of gas nozzle is described.

[0111] The gas nozzle 2402 of this type differs from the above-described type in that it further incorporates, as shown in the example... Figure 21 The first protrusion 246 is shown. This first protrusion 246 is formed on the bottom portion 244. In other words, the first protrusion 246 can be formed to have a first height h1 from the bottom portion 244. The first height h1 of the first protrusion 246 can be substantially equal to the height Nh2 of the second inclined portion 2424. However, the height h1 of the first protrusion 246 is not necessarily equal to the height Nh2 of the second inclined portion 2424. For example, the height h1 of the first protrusion 246 can be lower than the height Nh2 of the second inclined portion 2424. The first protrusion 246 can have an inclined surface. In other words, a surface of the first protrusion 246 facing the second inclined portion 2424 can be formed as an inclined surface with a third inclination angle θ3. Here, the third inclination angle θ3 can be substantially the same as or similar to the second inclination angle θ2 of the second inclined portion 2424.

[0112] Since the gas nozzle 2402 formed as described above restricts the flow of high-pressure air through the second inclined portion 2424 and the second protrusion 246, the flow rate of high-pressure air can be further increased, and thus, the effective flow of high-pressure air discharged from the outlet 2442 can be elongated.

[0113] Reference Figure 22 Another form of gas nozzle is described.

[0114] The gas nozzle 2404 of this type differs from the above-described type in that it further incorporates, as shown in the example... Figure 6 The second protrusion 248 is shown. The second protrusion 248 is formed on the first protrusion 246. In other words, the second protrusion 248 can be formed to have a second height h2 from the top of the first protrusion 246. The second height h2 of the second protrusion 248 can be substantially equal to the height Nh1 of the first inclined portion 2422. However, the height h2 of the second protrusion 248 is not necessarily equal to the height Nh1 of the first inclined portion 2422. For example, the height h2 of the second protrusion 248 can be lower than the height Nh1 of the first inclined portion 2422. An inclined surface is formed on the second protrusion 248. In other words, a surface of the second protrusion 248 facing the first inclined portion 2422 can be formed as an inclined surface with a fourth inclination angle θ4. Here, the fourth inclination angle θ4 can be substantially the same as or similar to the first inclination angle θ1 of the first inclined portion 2422.

[0115] Since the gas nozzle 2404 formed above restricts and causes the flow of high-pressure air through multiple inclined portions 2422 and 2424 and multiple protrusions 246 and 248, the flow rate of high-pressure air can be further increased, and through this, the flow of high-pressure air can be maintained for a longer period of time.

[0116] Reference Figure 23 Another form of gas nozzle is described.

[0117] The gas nozzle 2408 of this type differs from the type described above in that the inclined surface of the main body 242 is constructed as follows: Figure 7 The curved portion is shown. In other words, the inclined surface can be constructed as a first curved portion 2422 having a first radius of curvature R1.

[0118] Reference Figure 24 Another form of gas nozzle is described.

[0119] The gas nozzle 2406 of this type differs from the type described above in that the inclined surface of the main body 242 includes, for example, Figure 8 The multiple curved portions 2422 and 2424 are shown. In other words, 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. Here, the first radius of curvature R1 may be smaller than the second radius of curvature R2.

[0120] Reference Figure 25 Another form of gas nozzle is described.

[0121] The gas nozzle 2406 of this type differs from the type described above in that the inclined surface of the main body 242 includes a curved portion 2422 and a straight portion 2424. In other words, 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 θ1.

[0122] [Air bubble inflow prevention structure for the hull]

[0123] Reference Figures 26 to 29 Describes a ship according to another exemplary embodiment.

[0124] The vessel 106 according to this exemplary embodiment includes a propulsion device necessary for operation. For example, the vessel 106 includes a propeller 120 operated by an internal combustion engine. The propeller 120 is disposed adjacent to the stern of the hull 110. Multiple propellers 120 may be provided. For example, propellers 120 may be disposed on both the left and right sides of the stern of the hull 110, thereby increasing the operating speed or operational capability of the vessel 106.

[0125] The vessel 106 includes components for introducing seawater into the hull 110. For example, a sea tank 180 may be formed on the side of the hull 110. In other words, the sea tank 180 may allow seawater to flow in to cool an internal combustion engine or similar device located inside the hull 110.

[0126] The vessel 106 includes means for minimizing frictional resistance between the hull 110 and seawater or fresh water. For example, the vessel 106 includes a friction reduction device 200 configured to inject gas (or air) onto the bottom of the vessel 110, preferably onto a flat surface of the bottom.

[0127] The friction reduction device 200 is positioned adjacent to the bow of the hull 110. However, the location of the friction reduction device 200 is not limited to the bow side of the hull 110. For example... Figure 26 As shown, the friction reduction device 200 includes a compressor 210 and a gas nozzle 240. (As indicated...) Figure 26 As shown, compressor 210 is positioned adjacent to the bow of hull 110. Compressor 210 is preferably positioned above the load line of hull 110 to smoothly generate compressed air and achieve efficient operation.

[0128] A wing-shaped member 160 is formed on the hull 110 to prevent gas generated by the friction reduction device 200 from flowing into the sea tank 180. For example... Figure 1 As shown, the wing-shaped member 160 can be formed to extend from the bottom of the sea box 180 in the bow direction of the hull 110.

[0129] The wing-shaped member 160 can be formed to a considerably long length. For example, the length LC of the wing-shaped member 160 can be substantially equal to the distance from the sea tank 180 to the gas nozzle 240 closest to the sea tank 180. However, the length LC of the wing-shaped member 160 is not limited to the above dimensions.

[0130] The wing-shaped member 160 can be formed to have, for example, Figure 27 The curved shape is shown. For example, the wing member 160 may bend upward toward the bow of the hull 110. As another example, the wing member 160 may extend horizontally in the bow direction of the hull 110, and its end portion (the portion adjacent to the bow) may be bent upward.

[0131] The wing-shaped member 160 is configured to minimize the phenomenon that the gas generated by the friction reduction device 200 rises above the load line of the hull 110. For example, the wing-shaped member 160 may include, Figure 28 The downward-bending portion 162 is shown. A wing-like member 160 can protrude from the hull 110 to a considerable size. For example, the protrusion dimension h of the wing-like member 160 can be selected from a range of 50 to 1000 mm.

[0132] The wing-shaped member 160 formed in this way can concentrate the gas generated by the friction reduction device 200 below the load line of the hull 110, thereby maximizing the effect of reducing friction due to the gas passing through the friction reduction device 200.

[0133] like Figure 29 As shown, the friction reduction device 200 further includes a main pipe 220 and an auxiliary pipe 230. However, the components of the friction reduction device 200 are not limited to the above-described elements. For example, the friction reduction device 200 may further include valves respectively disposed in the main pipe 220 and the auxiliary pipe 230.

[0134] The main duct 220 is connected to the compressor 210 and causes the compressed air generated by the compressor 210 to flow in the stern direction. Multiple main ducts 220 may be provided. For example, the main duct 220 may include two ducts.

[0135] Auxiliary pipe 230 branches off from main pipe 220. For example... Figure 29 As shown, the auxiliary pipe 230 can branch off along the length of the main pipe 220, at predetermined intervals in the width direction, and subsequently extend in the bottom and stern directions. Figure 2As shown, the length of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction can be longer than that towards the stern. For example, the length of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction can be shorter than that of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction, and the length of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction can be shorter than that of the auxiliary pipe 230 branching from the main pipe 220 again in the line width direction. The inner diameter of the auxiliary pipe 230 is preferably smaller than the inner diameter of the main pipe 220 to prevent a decrease in gas injection pressure. Furthermore, the inner diameter of the auxiliary pipe 230 can be formed differently depending on the location where the auxiliary pipe 230 branches from the main pipe 220. For example, the inner diameter of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction can be larger than that of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction, and the inner diameter of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction can be larger than that of the auxiliary pipe 230 branching from the main pipe 220 again in the line width direction. However, if necessary, the inner diameter of all auxiliary pipes 230 can be made equal.

[0136] Gas nozzle 240 is connected to auxiliary conduit 230. Gas nozzle 240 is configured to inject compressed air supplied through auxiliary conduit 230 into the seawater. Preferably, gas nozzle 240 can inject compressed air such that the compressed air flows along the surface of hull 110 (specifically, the flat portion of the bottom surface). For this purpose, it is preferable that the final discharge direction of gas nozzle 240 is substantially parallel to the bottom surface of hull 110.

[0137] Reference Figure 30 and 31 Describe the arrangement of the gas nozzles in detail.

[0138] The gas nozzles 240 can be divided into multiple groups. In other words, the gas nozzles 240 can be sequentially divided from the bow of the hull 110 into a first group of gas nozzles 241, a second group of gas nozzles 242, and a third group of gas nozzles 243. The gas nozzles 241, 242, and 243 are arranged symmetrically based on the keel of the hull 110. Furthermore, the distance between pairs of gas nozzles 241 and 242 can gradually increase in the direction from the bow of the hull 110 toward the stern. In addition, the gas nozzles 241 and 242 constituting the first and second groups are arranged so as not to overlap with the gas nozzles 241 and 242 arranged forward (based on the front view of the hull 110). However, the gas nozzles 243 constituting the third group can be arranged to partially overlap with the gas nozzles 241 and 242 constituting the first or second group.

[0139] For each of the first to third groups, the number of gas nozzles 241, 242, and 243 can be different. For example, the number of gas nozzles 241 constituting the first group is less than the number of gas nozzles 242 constituting the second group, but greater than the number of gas nozzles 243 constituting the third group. Alternatively, the number of gas nozzles 242 constituting the second group can be greater than the number of gas nozzles 241 and 243 constituting the first and third groups.

[0140] For each of the first to third groups, the maximum distance between the paired gas nozzles 241, 242, and 243 can be different. For example, the maximum distance W1 between the gas nozzles 2414 in the first group can be less than the minimum distance W2 between the gas nozzles 2428 in the second group, and can be less than the minimum distance W4 between the gas nozzles 2431 in the third group. Furthermore, the maximum distance W5 between the gas nozzles 2432 in the third group can be greater than the minimum distance W2 between the gas nozzles 2428 in the second group, and can be less than the maximum distance W3 between the gas nozzles 2428 in the second group.

[0141] For each group, the distance from the foremost gas nozzle to the rearmost gas nozzle can be different. For example, the length L1 from the foremost gas nozzle 2411 to the rearmost gas nozzle 2414 in the hull direction can be less than the length L2 from the foremost gas nozzle 2421 to the rearmost gas nozzle 2428 in the hull direction, but greater than the length L3 from the foremost gas nozzle 2431 to the rearmost gas nozzle 2432 in the hull direction.

[0142] The distances between the rearmost gas nozzles in the front group and the distances between the frontmost gas nozzles in the rear group can be different. For example, the distance S1 between the rearmost gas nozzle 2414 in the first group and the frontmost gas nozzle 2421 in the second group can be smaller than the distance S2 between the rearmost gas nozzle 2428 in the second group and the frontmost gas nozzle 2431 in the third group. Furthermore, the distance between the rearmost gas nozzle in the front group and the frontmost gas nozzle in the rear group can be greater than the distance between the gas nozzles in each group.

[0143] The distance L4 from the bisector or keel of the hull 110 to the outermost gas nozzle 2428 can be less than the distance L5 from the bisector or keel of the hull 110 to the sea tank 180. Preferably, L4 / L5 can be in the range of 0.5 to 0.7. More preferably, L4 / L5 can be in the range of 0.58 to 0.68.

[0144] Furthermore, the ratio (S3 / L) of the distance S3 from the outermost gas nozzle 2428 on the keel to the length L of the hull 110 is preferably 0.5 or less. Preferably, S3 / L is 0.48 or less.

[0145] The above conditions are effective in reducing the phenomenon that gas or air discharged from gas nozzles 241, 242, and 243 flows into the sea tank 180. Therefore, the ship 106 according to this exemplary embodiment can reduce the frictional resistance between the hull 110 and the seawater according to the friction reduction device 200, and significantly reduce the failure rate of the ship 106 caused thereby.

[0146] (Based on the carrier structure of this disclosure)

[0147] Reference Figures 32 to 34 Describes a ship according to an exemplary embodiment.

[0148] The vessel 107 according to this exemplary embodiment includes propulsion devices necessary for operation. For example, the vessel 107 includes a propeller 120 operated by an internal combustion engine. The propeller 120 is arranged adjacent to the stern of the hull 110. Multiple propellers 120 may be provided. For example, propellers 120 may be respectively arranged on both the left and right sides of the stern of the hull 110, thereby increasing the operating speed or operational capability of the vessel 107.

[0149] The vessel 107 includes components for transporting liquefied materials. For example, multiple liquefied material storage tanks 430 may be formed at intervals within the hull 110. The vessel 107 includes components for isolating or protecting the liquefied material storage tanks 430. For example, dikes 440 may be formed on one or both sides of the liquefied material storage tanks 430. Heating devices 460 may be installed in the dikes 440 to maintain the dikes 440 at a predetermined temperature.

[0150] The vessel 107 includes means for minimizing frictional resistance between the hull 110 and seawater or fresh water. For example, the vessel 107 includes a friction reduction device 200 configured to inject gas (or air) onto the bottom of the vessel 110, preferably onto a flat surface of the bottom.

[0151] The friction reduction device 200 is positioned adjacent to the bow of the hull 110. However, the location of the friction reduction device 200 is not limited to the bow side of the hull 110. The friction reduction device 200 includes a compressor 210, a main pipe 220, an auxiliary pipe 230, and a gas nozzle 240. However, the components of the friction reduction device 200 are not limited to the above-mentioned elements. For example, the friction reduction device 200 may further include valves respectively disposed in the main pipe 220 and the auxiliary pipe 230.

[0152] like Figure 32 As shown, the compressor 210 is positioned adjacent to the bow of the hull 110. Furthermore, the compressor 210 is preferably positioned above the load line of the hull 110 to smoothly generate compressed air and achieve efficient operation.

[0153] The main duct 220 is connected to the compressor 210, causing the compressed air generated by the compressor 210 to flow in the stern direction. Furthermore, the main duct 220... Figure 2 and Figure 3 The compressed air flowing through the main pipe 220 is cooled by a dike 440, which is provided by the liquefied material storage tank 430, to prevent overheating of the compressed air generated by the compressor 210. Therefore, the compressed air flowing through the main pipe 220 can be cooled to 93°C or lower, preferably 80°C or lower, and discharged through the gas nozzle 240. Cooling of the compressed air through the main pipe 220 can suppress or reduce damage to the coatings (corrosive and antifouling coatings) of pipes 220 and 230 caused by overheated air.

[0154] Auxiliary pipe 230 branches off from main pipe 220. For example... Figure 2 As shown, the auxiliary pipe 230 may branch at predetermined intervals along the length of the main pipe 220 and subsequently extend in the stern direction. Figure 2 As shown, the length of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction can be longer than that towards the stern. For example, the length of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction can be shorter than that of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction, and the length of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction can be shorter than that of the auxiliary pipe 230 branching from the main pipe 220 again in the line width direction. The inner diameter of the auxiliary pipe 230 is preferably smaller than the inner diameter of the main pipe 220 to prevent a decrease in gas injection pressure. Furthermore, the inner diameter of the auxiliary pipe 230 can be formed differently depending on the location where the auxiliary pipe 230 branches from the main pipe 220. For example, the inner diameter of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction can be larger than that of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction, and the inner diameter of the auxiliary pipe 230 branching from the main pipe 220 in the line width direction can be larger than that of the auxiliary pipe 230 branching from the main pipe 220 again in the line width direction. However, if necessary, the inner diameter of all auxiliary pipes 230 can be made equal.

[0155] Gas nozzle 240 is connected to auxiliary conduit 230. Gas nozzle 240 is configured to inject compressed air or compressed gas supplied through auxiliary conduit 230 into the seawater. Preferably, gas nozzle 240 can inject compressed air such that the compressed air flows along the bottom surface of hull 110. For this purpose, it is preferable that the final discharge direction of gas nozzle 240 is substantially parallel to the bottom surface of hull 110.

[0156] In the vessel 107 constructed as described above, damage to the pipeline caused by the high-temperature, high-pressure air generated by the friction reduction device 200 is minimized as it passes through the cofferdam 440 and is cooled. Furthermore, in the vessel 107 according to this exemplary embodiment, since the cofferdam 440 is heated by the compressed air from the friction reduction device 200, the power consumption required for heating the cofferdam 440 can be reduced. Therefore, the vessel according to this exemplary embodiment can reduce construction costs and improve operational efficiency.

[0157] Next, we will refer to Figure 35 and 36 This describes a vessel according to another exemplary embodiment. For reference, in the following description, the same components as in the above exemplary embodiments are indicated by the same reference numerals as in the above exemplary embodiments, and detailed descriptions thereof are omitted.

[0158] like Figure 35 As shown, the vessel 108 according to this exemplary embodiment includes a propeller 120 disposed at the stern of the hull 110, a plurality of liquefied material storage tanks 430 formed in the hull 110, and a cofferdam 440. Furthermore, the vessel 108 includes a friction reduction device 200.

[0159] The vessel 108 according to this exemplary embodiment may differ from the exemplary embodiment described above in that, for example Figure 36 As shown, a portion of the compressed air flowing through the main pipe 220 is selectively supplied to the cofferdam 440.

[0160] In other words, a heat exchange pipe 470 branching to the cofferdam 440 is formed in the main pipe 220. The heat exchange pipe 470 returns to the main pipe 220 after passing through a significant portion of the cofferdam 440. Multiple finned members 472 are formed in the heat exchange pipe 470 to improve heat dissipation efficiency. Multiple valves 510 and 520 are disposed in the heat exchange pipe 470. Therefore, high-temperature, high-pressure air flowing through the main pipe 220 can only be supplied to the cofferdam 440 when valves 510 and 520 are open. Preferably, valves 510 and 520 are open when the temperature of the cofferdam 440 is below a preset temperature, and closed when the temperature of the cofferdam 440 is above the preset temperature.

[0161] In the vessel 108 constructed as described above, the power consumption for maintaining the temperature of the cofferdam 440 can be significantly reduced because the temperature of the cofferdam 440 is selectively regulated by the high-temperature, high-pressure air generated by the friction reduction device 200.

[0162] Next, we will refer to Figure 37 and 38 This describes a vessel according to another exemplary embodiment. For reference, in the following description, the same components as in the above exemplary embodiments are indicated by the same reference numerals as in the above exemplary embodiments, and detailed descriptions thereof are omitted.

[0163] like Figure 37 As shown, the vessel 109 according to this exemplary embodiment includes a propeller 120 disposed at the stern of the hull 110, a plurality of liquefied material storage tanks 430 formed in the hull 110, and a cofferdam 440. Furthermore, the vessel 108 also includes a ballast water tank 570 and a friction reduction device 200.

[0164] like Figure 38 As shown, the ship 109 according to this exemplary embodiment differs from the exemplary embodiment described above in that the high-temperature, high-pressure air flowing through the main pipe 220 passes through at least one of the cofferdam 440 and the ballast water tank 570. For this purpose, a first heat exchange pipe 470 branching to the cofferdam 440 and a second heat exchange pipe 480 branching to the ballast water tank 570 are formed in the main pipe 220. One or more valves 510, 520, 530, and 340 for controlling the airflow are provided in the first heat exchange pipe 470 and the second heat exchange pipe 480.

[0165] In the vessel 109 constructed as described above, the high-temperature, high-pressure air discharged from the friction reduction device 200 can pass through the cofferdam 440, the ballast tank 570, or both. For example, in the supercooled state of the cofferdam 440, the first valves 510 and 520 can be opened and the second valves 530 and 340 can be closed, causing the high-temperature air discharged from the friction reduction device 200 to be supplied to the cofferdam 440. Conversely, when the temperature of the cofferdam 440 corresponds to a preset reference value, the first valves 510 and 520 can be closed and the second valves 530 and 340 can be opened, causing the air discharged from the friction reduction device 200 to be supplied to the ballast tank 570.

[0166] Therefore, in the vessel 109 according to this exemplary embodiment, the cofferdam 440 can be prevented from being overcooled by high-temperature and high-pressure air, and damage to the pipeline due to high-temperature and high-pressure air can be significantly reduced.

[0167] Reference Figure 39 Describes a ship according to another exemplary embodiment.

[0168] The ship 109 according to this exemplary embodiment differs from the exemplary embodiment described above in the arrangement of the cofferdam 440 and the ballast water tank 570.

[0169] In this exemplary embodiment, the cofferdam 440 can be positioned as close as possible to the ballast tank 570. For example, the cofferdam 440 can be positioned in close contact with the ballast tank 570. This configuration allows the cofferdam 440 to be cooled or heated by seawater stored in the ballast tank 570.

[0170] Individually, the main pipe 220 can be arranged to pass through the ballast water tank 570. In addition, the heat exchange pipe 470 branching from the main pipe 220 can be arranged to pass through the cofferdam 440.

[0171] In a vessel with the above-described structure, the heating or cooling of the cofferdam 440 can be suppressed by the ballast water tank 570, the main pipeline 220, and the heat exchange pipeline 470.

[0172] (Hydraulic circuit of the friction reduction device)

[0173] The friction reduction device 200 of the aforementioned vessels 100, 101, 102, 103, 104, 105, 106, 108 and 109 may include a unique hydraulic circuit.

[0174] First, refer to Figure 40 The construction of an embodiment of the friction reduction device 200 is described.

[0175] The friction reduction device 200 includes a compressor 210, a main pipe 220, an auxiliary pipe 230, and a gas nozzle 240. Furthermore, the friction reduction device 200 also includes a bypass pipe 206 and valves 710, 720, 730, 740, and 760 to prevent overload of the compressor 210 and seawater inflow.

[0176] Multiple compressors 210 may be provided. For example, the friction reduction device 200 according to this exemplary embodiment may include three compressors 210. The three compressors 210 are connected in parallel via a first connecting pipe 202. The first connecting pipe 202 is connected in series with the main pipe 220 via a second connecting pipe 204. Therefore, in the friction reduction device 200 according to this exemplary embodiment, even if one compressor 210 fails or malfunctions, the remaining compressors 210 can supply compressed air (or compressed gas) at a constant pressure and constant flow rate to the gas nozzle 240. For reference, in this exemplary embodiment, the three compressors 210 are shown connected in parallel, but two or four or more compressors 210 may be connected in parallel as needed.

[0177] Valves 720, 730, and 760 are installed on bypass pipe 206, main pipe 220, and auxiliary pipe 230. The corresponding valves 720, 730, and 760 can be connected to the controller of the friction reduction device 200 to open and close bypass pipe 206, main pipe 220, and auxiliary pipe 230 according to control signals. For example, when the friction reduction device 200 is operating, valves 720, 730, and 760 can operate to open main pipe 220 and auxiliary pipe 230 and close bypass pipe 206. Conversely, when the friction reduction device 200 is operating, valves 710, 720, 730, and 760 can operate to close main pipe 220 and auxiliary pipe 230 and open bypass pipe 206.

[0178] The independent valve 740 is further mounted on the auxiliary pipe 230 or the gas nozzle 240. For example, a check valve 740 capable of preventing seawater from flowing in can be mounted on the auxiliary pipe 230.

[0179] The valve control method for the friction reduction device 200 constructed as described above will now be described. The friction reduction device 200 can operate according to the operating state of the ship 100. For example, the friction reduction device 200 can stop when the ship 100 is anchored and operate when the ship 100 is running.

[0180] During the operation of vessel 100, friction reduction device 200 controls valves 710, 720, 730, 740, and 760, causing compressed air generated by compressor 210 to be smoothly discharged through gas nozzle 240. In other words, when vessel 100 is detected to be in operation, friction reduction device 200 operates compressor 210 and opens all valves 710, 720, 730, and 740. However, friction reduction device 200 closes valve 760 to prevent compressed air from compressor 210 from leaking through bypass pipe 206.

[0181] When the vessel 100 is anchored, the friction reduction device 200 controls valves 710, 720, 730, 740, and 760 to prevent the compressor 210 from overloading. More specifically, when the vessel 100 is detected to be anchored or its operating speed is less than a set reference value, the friction reduction device 200 stops the compressor 210. However, when the compressor 210 suddenly stops, seawater may flow in through the gas nozzle 240, auxiliary pipe 230, and main pipe 220, and therefore, the friction reduction device 200 sequentially closes valves 740, 730, 720, and 710 before stopping the compressor 210. Preferably, the friction reduction device 200 can sequentially close valves 740, 730, 720, and 710 while continuously maintaining the internal pressure of the auxiliary pipe 230 and the main pipe 220 by continuously operating the compressor 210. When the inflow of seawater through auxiliary pipe 230 and main pipe 220 is blocked, the friction reduction device 200 opens valve 760 of bypass pipe 206, preventing the pressure in compressor 210 from rising. For example, when the internal pressure of compressor 210 exceeds a set upper limit, the friction reduction device 200 can open valve 760 of bypass pipe 206. Subsequently, when the internal pressure of compressor 210 drops below the set upper limit, the friction reduction device 200 can stop compressor 210 and close valve 760.

[0182] In the ship 100 constructed as described above, the efficiency of the friction reduction device 200 can be improved because the seawater flowing through the friction reduction device 200 passes through the bypass pipe 206 and multiple valves, and the overload phenomenon of the compressor 210 is suppressed.

[0183] Reference Figure 41 Describe the construction of a ship according to another exemplary embodiment.

[0184] The vessel 100 according to this exemplary embodiment may differ from the above exemplary embodiment in that it further provides, as shown in the example described above. Figure 41 The pressure measuring device 410 shown.

[0185] A pressure measuring device 410 is disposed in the main pipe 220. Preferably, the pressure measuring device 410 is disposed at the rear end of the main pipe 220. However, the location of the pressure measuring device 410 is not limited to the rear end of the main pipe 220. For example, the pressure measuring device 410 can be disposed at any location in the main pipe 220 within the range in which the air pressure supplied through the main pipe 220 can be measured. In another example, multiple pressure measuring devices 410 can be disposed separately in auxiliary pipes 230.

[0186] The pressure measuring device 410 can measure the air pressure supplied to the main pipeline 220 via the compressor 210. In addition, when the measured air pressure in the main pipeline 220 exceeds the set lower or upper limit, the pressure measuring device 410 can send a control signal to start or stop the operation of the compressor 210.

[0187] This disclosure is not limited to the exemplary embodiments described above, and those skilled in the art can make various modifications and practices to this disclosure without departing from the key technical concepts described in the appended claims. For example, unless explicitly indicated otherwise, the various features described in the exemplary embodiments can be applied in combination with other exemplary embodiments.

Claims

1. A vessel comprising: Ballast water tank, wherein the ballast water tank is disposed in the hull; as well as A friction reduction device, which is disposed in the hull and injects gas to the outside of the hull. The friction reduction device includes a gas nozzle that injects gas to reduce the frictional resistance between the hull and the seawater. The gas nozzle includes: The main body portion, the main body portion having an inclined surface or a curved portion; and The bottom portion, which is connected to the main body portion, has an outlet for injecting gas. Wherein, at least one of the main pipe and auxiliary pipe of the friction reduction device is configured such that the high-temperature gas generated by the friction reduction device passes through the ballast water tank.

2. The ship according to claim 1, characterized in that, The ballast water tank includes: A first ballast water tank is disposed on the bow side of the hull and is formed in the height direction of the hull; and The second ballast water tank is disposed on the bottom side of the hull and is formed in the length direction of the hull.

3. The ship according to claim 2, characterized in that, The main pipeline is configured to pass through the first ballast water tank.

4. The ship according to claim 2, characterized in that, The first ballast water tank is provided in multiple ways, and The main pipeline is provided in multiple parts, each passing through one of the first ballast water tanks.

5. The ship according to claim 2, characterized in that, The auxiliary pipeline is configured to connect the main pipeline and the gas nozzle via the second ballast water tank.

6. The ship according to claim 1, characterized in that, The inclined surface is configured to have different gradients along its length.

7. The ship according to claim 1, characterized in that, The inclined surface includes: The first inclined portion having a first gradient; and The second inclined portion with a second gradient.

8. The ship according to claim 7, characterized in that, The height of the first inclined portion is greater than the height of the second inclined portion.

9. The ship according to claim 1, characterized in that, The curved portion includes: A first curved portion having a first radius of curvature; and The second curved portion having a second radius of curvature.

10. The ship according to claim 1, characterized in that, The friction reduction device includes a plurality of gas nozzles arranged symmetrically based on the keel of the hull. The plurality of gas nozzles sequentially include, from the bow side of the hull: a first group of gas nozzles; a second group of gas nozzles; and a third group of gas nozzles. The maximum distance W1 between the first group of gas nozzles is less than the minimum distance W2 between the second group of gas nozzles and the minimum distance W4 between the third group of gas nozzles, and The maximum distance W5 between the third group of gas nozzles is greater than the minimum distance W2 between the second group of gas nozzles, but less than the maximum distance W3 between the second group of gas nozzles.

11. The ship according to claim 10, characterized in that, The third group of gas nozzles is arranged to partially overlap with the first group of gas nozzles or the second group of gas nozzles when viewed from the stern of the hull.

12. The ship according to claim 10, characterized in that, The distance L1 from the foremost gas nozzle to the rearmost gas nozzle constituting the first group of gas nozzles is less than the distance L2 from the foremost gas nozzle to the rearmost gas nozzle constituting the second group of gas nozzles, and greater than the distance L3 from the foremost gas nozzle to the rearmost gas nozzle constituting the third group of gas nozzles.

13. The ship according to claim 10, characterized in that, Sea tanks are formed on the side surface of the hull.

14. The ship according to claim 13, characterized in that, The distance L4 from the keel of the hull to the outermost gas nozzle among the plurality of gas nozzles is less than the distance L5 from the keel to the sea tank.

15. The ship according to claim 13, characterized in that, The ratio L4 / L5 of the distance L4 from the keel of the hull to the outermost gas nozzle among the plurality of gas nozzles to the distance L5 from the keel to the sea tank is 0.5 to 0.

7.

16. The ship according to claim 13, characterized in that, The ratio S3 of the distance S3 from the outermost gas nozzle of the keel of the hull to the sea tank to the length L of the hull is 0.5 or less.

17. The ship according to claim 13, characterized in that, Also includes: A wing-shaped member is formed on the hull and extends from the lower part of the sea tank toward the bow of the hull, so that the gas generated by the friction reduction device does not flow into the sea tank.

18. The ship according to claim 17, characterized in that, The wing-shaped member bends upward toward the bow of the hull.

19. The ship according to claim 17, characterized in that, The wing-shaped member includes a downwardly bent portion.

20. The ship according to claim 1, characterized in that, The friction reduction device includes: A compressor is installed in the hull; A gas nozzle is disposed on the hull and sprays gas to reduce the frictional resistance between the hull and the seawater. The main pipe and auxiliary pipe connecting the compressor and the gas nozzle; A bypass pipe connected to the compressor; and A controller that operates the opening and closing of the main pipeline, the auxiliary pipeline, and the bypass pipeline according to control signals.

21. The ship according to claim 20, characterized in that, The controller is configured to open the valve of the bypass pipeline when the internal pressure of the compressor exceeds a set upper limit.

22. The ship according to claim 20, characterized in that, The controller is configured to close the valve of the bypass pipeline when the internal pressure of the compressor is lower than a set upper limit.

23. The ship according to claim 1, characterized in that, Also includes: Storage tanks for storing liquefied materials within the hull; as well as A dike was formed on one side of the storage tank. The friction reduction device is configured to heat the cofferdam.

24. The ship according to claim 23, characterized in that, The main pipeline is configured to pass through the cofferdam.

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