Multi-cavity unit and ship

Abstract

The utility model relates to a multi-cavity unit and a ship. The multi-cavity unit is used for supplying air to a hull of the ship. The multi-cavity unit includes: a substrate for attaching the multi-cavity unit to a hull; a first cavity comprising a first opening on the substrate and a first air inlet arranged to discharge air into the first cavity; a second cavity comprising a second opening on the substrate and a second air inlet arranged to discharge air into the second cavity.

Description

Technical Field

[0001] This disclosure relates to a multi-cavity unit. More specifically, this disclosure relates to a multi-cavity unit for supplying air lubrication to the hull of a ship, and a ship including the multi-cavity unit. Background Technology

[0002] In recent years, air lubrication technology has improved the fuel efficiency of ships, thereby reducing emissions in the shipping industry. When a ship is navigating in water, air lubrication lubricates the hull by creating an air layer between the hull and the water, thus reducing frictional resistance. EP3969358, filed by the applicant, describes an example of an air lubrication system. For example, air lubrication can be achieved by injecting air under hydrostatic pressure into at least one open cavity disposed on the surface of the ship's hull, thereby forming a substantially flat water-air interface at the cavity opening. As a result, Kelvin-Helmholtz mixing at the water-air interface causes a flow of air bubbles to be released from the rear of the cavity. The flow of air bubbles from all cavities forms a lubricating bubble layer, thereby reducing frictional resistance between the hull and the water. This cavity is stable and efficient, effectively reducing frictional resistance to the extent that the energy required to inject pressurized air into the cavity is sufficient. Studies have found that these air lubrication systems can reduce ship fuel consumption by up to 10%.

[0003] An exemplary air lubrication system involves welding individual air release units into holes cut into the hull of a vessel. The installation process includes individually welding each air release unit into the hole. Improving the installation efficiency of the air release units would be beneficial. Furthermore, improving the structural integrity and robustness of the air release units would also be beneficial. Utility Model Content

[0004] One or more aspects of the utility model of this application are set forth in the claims.

[0005] According to a first aspect, a multi-cavity unit for supplying air to the hull of a ship is provided. The multi-cavity unit includes a substrate for connecting the multi-cavity unit to the hull, a first cavity, and a second cavity, wherein the first cavity includes a first opening on the substrate and a first air inlet arranged to discharge air into the first cavity, and the second cavity includes a second opening on the substrate and a second air inlet arranged to discharge air into the second cavity.

[0006] In some embodiments, the multi-cavity unit further includes a brace. The brace is optionally arranged to support the multi-cavity unit. The brace is optionally arranged to integrate the multi-cavity unit into the hull. The brace is optionally arranged to isolate the first cavity from the second cavity. The brace is optionally disposed on a substrate.

[0007] In some implementations, the support extends parallel to the elongate direction of the first cavity.

[0008] In some implementations, the support is disposed between the first cavity and the second cavity.

[0009] In some embodiments, the multi-cavity unit further includes a girder. The girder is optionally arranged to engage with a support member. Further optionally, the girder may extend beyond the long axis extension of the support member. Further optionally, the support member may be shaped to project from the substrate, and the girder may include a concave insert for receiving a base.

[0010] In some embodiments, the support is arranged to intersect with the central long axis of the first cavity. Alternatively, the support may be arranged to bridge opposite ends of the first cavity.

[0011] In some embodiments, the support includes a reinforcing member. The reinforcing member may be a stringer of the hull. Optionally, the profile of the reinforcing member may be designed to align with the central long axis. Optionally and / or alternatively, the reinforcing member may be positioned to directly align with the central long axis. Further optionally, the reinforcing member may be a first reinforcing member, and a second reinforcing member parallel to the first reinforcing member may be designed to avoid the first cavity.

[0012] In some implementations, the first air inlet is offset relative to the central long axis of the first cavity.

[0013] In some embodiments, the first cavity may include a pair of adjacent first sidewalls, a first top wall, and a first downwardly sloping rear wall portion extending from the first top wall to the rear end of the first cavity. The pair of first sidewalls and the first downwardly sloping rear wall portion may define a first opening, and a first air inlet may be disposed in the first top wall.

[0014] In some embodiments, the second cavity may include a pair of adjacent second sidewalls, a second top wall, and a second downwardly sloping rear wall portion extending from the second top wall to the rear end of the second cavity. The pair of second sidewalls and the second downwardly sloping rear wall portion may define a second opening, and a second air inlet may be disposed in the second top wall.

[0015] According to a second aspect, a vessel is provided. The vessel includes a hull and a multi-cavity unit as described in the first aspect.

[0016] In some implementations, the hull includes a central flat bottom plate, and multi-cavity units are disposed on the central flat bottom plate. Attached Figure Description

[0017] The following will describe specific exemplary embodiments of this disclosure in detail by way of example only, with reference to the accompanying drawings, in which:

[0018] Figure 1 A plan view of an exemplary multi-cavity unit according to the present disclosure is shown;

[0019] Figure 2A A plan view of an exemplary multi-cavity unit according to the present disclosure is shown;

[0020] Figure 2B It shows Figure 2A Side view of the multi-cavity unit;

[0021] Figure 2C It shows Figure 2A Another side view of the multi-cavity unit;

[0022] Figure 2D It shows Figure 2A Another side view of the multi-cavity unit;

[0023] Figure 3A It shows that according to Figure 2A Axonometric view of a multi-cavity unit before the support is received into the beam-like member;

[0024] Figure 3B It shows that according to Figure 2A Axonometric view of a multi-cavity unit after the support member is received into a beam-like member;

[0025] Figure 4 A plan view of the cavity according to this disclosure is shown;

[0026] Figure 5 It shows Figure 4 Partial plan view of the embodiment of the cavity shown;

[0027] Figure 6A A plan view of the cavity according to this disclosure on the hull of a ship is shown;

[0028] Figure 6B A plan view of another cavity on the hull of a vessel according to this disclosure is shown;

[0029] Figure 7A An exemplary distribution of air release units on the bottom side of a ship's hull is shown;

[0030] Figure 7B An exemplary distribution of the hull's cross-section is shown; and

[0031] Figure 7C Another exemplary distribution of the hull cross section is shown.

[0032] In all the accompanying drawings, similar reference numerals are used for similar parts. Detailed Implementation

[0033] Figure 1 A multi-cavity unit 100 according to the present disclosure is shown. The multi-cavity unit 100 is arranged to supply air to the hull of a vessel for lubrication when the vessel is wading. The multi-cavity unit 100 can be considered as an air release unit. The multi-cavity unit can be part of an air lubrication system on the hull. The air lubrication system may include one or more multi-cavity units 100 and multiple single-cavity units. Using the multi-cavity unit 100 according to the present disclosure as part of an air lubrication system helps improve the efficiency of air release installation because multiple cavities can be installed as part of a single unit. Furthermore, the multi-cavity unit 100 according to the present disclosure can provide improved structural integrity and robustness.

[0034] The multi-cavity unit 100 includes a base plate 102. This base plate is arranged and adapted to attach the multi-cavity unit to the hull. The base plate 102 may be a flange. Therefore, the multi-cavity unit 100 can be constructed as an integral module that can be fitted into the bottom of the hull of a vessel. The multi-cavity unit 100 can be mounted to the hull of a vessel by welding the multi-cavity unit 100 to the interior of the hull or to the hull via the base plate 102 (e.g., welding it into a hole cut into the hull).

[0035] Figure 1 The multi-cavity unit 100 shown also includes a first cavity 104a and a second cavity 104b. Although only two cavities are shown in the figure, the multi-cavity unit 100 may contain more than two cavities. The first cavity 104a and the second cavity 104b respectively define corresponding first openings 106a and 106b on the substrate 102, and respectively include a first air inlet 108a and a second air inlet 108b. The openings 106a and 108b are recessed portions of the multi-cavity unit 100 from the substrate 102. The air inlets 108a and 108b are arranged to discharge air (which may be pressurized) into the cavities. Therefore, the air inlets 108a and 108b can be fluidly connected to a piping network of an air lubrication system.

[0036] Each of the first cavity 104a and the second cavity 104b may be constructed substantially identical to that described in EP3969358 filed in the name of the applicant, the entire contents of which are incorporated herein by reference. For example, each cavity 104a, 104b may be defined by corresponding pairs of sidewalls 150a, 150b and a top wall. As shown, the pairs of sidewalls 150a, 150b may intersect at a point at the anterior portions 152a, 152b of the cavities 104a, 104b. For example, the anterior portions 152a, 152b of the cavities may include a dagger-shaped nose. At least a portion of the pairs of sidewalls 150a, 150b may separate from each other as they extend from the anterior portions 152a, 152b to the (opposite) posterior portions 154a, 154b. The downwardly sloping rear wall portion extends from the top wall toward the rear ends 154a, 154b of the cavities 104a, 104b. As shown, in some examples, the paired sidewalls 150a, 150b can be supported on the substrate 102 by their lower edges. When welded to the hull of a ship, the corresponding paired sidewalls 150a, 150b define corresponding openings 106a, 106b that are substantially flush with the surface of the hull. Therefore, during operation, the openings 106a, 106b are substantially flush with the water surface, thus forming an air-water interface thereon.

[0037] In use, the openings 106a and 106b of cavities 104a and 104b form a substantially smooth air-water interface at which Kelvin-Helmholtz mixing occurs. Due to this Kelvin-Helmholtz mixing, bubbles are generated at the air-water interface, which then flow from cavities 104a and 104b to the downstream portion of the hull. Specifically, the downwardly sloping aft wall portion is arranged to guide the air and water within the cavities in a smooth flow pattern to the downstream portion of the hull. As the bubbles flow from cavities 104a and 104b to the downstream portion of the hull, a continuous layer of bubbles is formed on the hull and between the hull and the water, thereby reducing frictional drag between the hull and the water. In some examples, it has been found that reducing this frictional drag can reduce ship fuel consumption by at least 10%.

[0038] In some examples, the multi-cavity unit 100 may include one or more support members 110, 112a, 112b. Support members 110, 112a, 112b can facilitate easier integration of the multi-cavity unit 100 into the hull of a vessel, especially when the support members constitute reinforcements of the vessel, for example. Furthermore, support members 110, 112a, 112b can isolate each cavity 104a, 104b of the multi-cavity unit from each other (while still allowing multiple cavities to be supported on the base plate 102). Isolating the cavities in this way can mitigate the impact of damage to one cavity on another, thereby improving safety. Support members 110, 112a, 112b can also serve to reinforce or support the multi-cavity unit 100, thereby improving the structural integrity and stability of the multi-cavity unit 100. As shown, any or all of the support members 110, 112a, 112b may extend parallel to the long axis of at least one of the cavities 104a, 104b. The direction of the major axis is the direction between the front ends 152a and 152b and the rear ends 154a and 154b of cavities 104a and 104b.

[0039] As shown in the figure, at least one of the support members 110 can be disposed between the first cavity 104a and the second cavity 104b. The distance between the support member 110 and the first cavity 104a and the second cavity 104b can be equal. For example, the support member 110 can be located midway between the first cavity 104a and the second cavity 104b. Alternatively, at least one of the support members 112a and 112b can be configured to intersect with the long axis of one of the cavities 104a and 104b. In other words, at least one of the support members 112a and 112b can be disposed along the long axis of one of the cavities 104a and 104b.

[0040] Figures 2A to 2D An exemplary multi-cavity unit 100 is shown, with a support member 110 disposed between a first cavity 104a and a second cavity 104b shown in more detail. As shown, the multi-cavity unit 100 also includes a girder 202 to provide support for the multi-cavity unit. For example, the girder 202 can be arranged to be fixed to the support member, for example, by welding. The girder 202 is arranged to engage with the support member 110. For example, as... Figures 3A to 3B As shown, the support member 110 may have a shape that protrudes from the base plate 102. In this case, the truss 202 may include a concave insert shaped to mate with the protrusion. Thus, the concave insert of the truss 202 may be arranged to receive the support member. In some examples, the support member 110 or the concave insert of the truss 202 may be connected by a root gap in either component before welding.

[0041] In some examples, truss 202 may be a rigid beam. The truss may be part of or a structure of the ship's hull to which the multi-cavity unit 100 is fixed. Thus, the truss may be a longitudinal beam or stiffener of the hull (e.g., a longitudinal stiffener). As shown, the truss may extend beyond the long axis extension of the support 110 (e.g., the length of the support parallel to the long axis of one or more cavities).

[0042] Figure 4 A first cavity 104a is shown, in which a support member 112a is disposed. The support member 112a can be arranged to fit against the central long axis of the first cavity, such as... Figure 4 As shown. Although Figure 4 Not shown, but the second cavity 104b may be correspondingly provided with a second support. In these examples, the support may be referred to as a reinforcement and may be formed by (e.g., longitudinal) longitudinal beams in the hull of the ship.

[0043] like Figure 4 As shown, the support member 112a can be arranged to bridge the two opposite ends of the cavity 104a. That is, the support member 112a can extend from the front end of the cavity 104a to the rear end of the cavity 104a. As shown, the support member 112a can extend along the long axis of the cavity 104a.

[0044] In some embodiments of the multi-cavity unit 100 according to this disclosure, the air inlet 108a in the cavity 104a provided with the support member 112a may be offset from the central long axis of the cavity 104a, such as Figure 5 As shown in the figure, the air inlet 108a can be laterally offset from the long axis.

[0045] Figures 6A to 6B Cavity 104a on the hull is depicted. As shown, the hull may include a web composed of longitudinal stiffeners 602 and transverse stiffeners 604. Stiffeners are reinforcing members on the hull of a ship, used to enhance the strength of the hull. Longitudinal stiffeners extend substantially from bow to stern (relative to the hull) and may be configured to resist longitudinal loads. Transverse stiffeners extend substantially perpendicular to the longitudinal stiffeners and may be configured to resist transverse loads. In some embodiments described herein, the support may be a longitudinal stiffener of the hull.

[0046] In some implementations (e.g., as Figure 6A As shown in the diagram regarding the reinforcement 602', the outline of the reinforcement can be designed to fit against the central long axis of the cavity 104a. For example, the reinforcement can be offset from or otherwise shaped to the outside of the cavity, such that when in contact with the cavity 104a, the reinforcement is positioned to intersect the cavity 104a along the central long axis of the cavity 104a.

[0047] In some implementations (e.g., as Figure 6A As shown regarding reinforcement 602'', the reinforcement can be positioned to be fully fitted with the central long axis. If the profile of the reinforcement does not need to be designed to fit with the central long axis or is otherwise offset to fit with the central long axis, then the reinforcement can be considered to be fully fitted with the central long axis. In these embodiments, reinforcement 602'' can be considered a first reinforcement, and the profile of at least one second reinforcement can be designed to avoid the first cavity (e.g., as shown in the diagram). Figure 6B (As shown in the diagram regarding reinforcement 602''). The second reinforcement may be adjacent to the first reinforcement (e.g., it may be a reinforcement parallel to the first reinforcement).

[0048] Figure 6A and Figure 6B The illustration shows a single cavity 104a on the substrate. However, it should be understood that... Figure 6A and Figure 6B The cavity 104a shown may be a cavity in the multi-cavity unit 100, as otherwise described herein. Therefore, when the multi-cavity unit 100 is integrated into the hull, the profiles of one or more reinforcements may respectively align with the central long axis of a corresponding cavity in the multi-cavity unit 100. Similarly, when the multi-cavity unit 100 is integrated into the hull, the profiles of one or more reinforcements may be positioned to fully align with the central long axis of a corresponding cavity in the multi-cavity unit 100. In some embodiments, the profile of one reinforcement may be designed to align with the central long axis of one cavity in the multi-cavity unit 100, while the profile of another reinforcement may be designed to fully align with the central long axis of another cavity in the multi-cavity unit 100.

[0049] Figure 7A A hull 700 of a vessel is shown, on which a multi-cavity unit 100 according to the present disclosure may be provided. As shown, an air lubrication system installed on the vessel may include air release units 702 distributed on the underside of the hull 700. The air release units 702 may be distributed across the entire width of the hull 700. For example, multiple air release units 702 may be distributed in a V-shape relative to the centerline of the hull 700 in the forward half of the hull 700. When distributed in a V-shape, the air release units 702 gradually move away from the centerline from the bow of the hull 700 along the aft direction of the hull 700. However, in other examples, multiple air release units 702 may be distributed in any other suitable distribution form, such as in a W-shape, U-shape, or any other regular or irregular form. As shown, the air release units closest to the centerline of the hull 700 and / or the bow of the hull 700 may be multi-cavity devices 100.

[0050] Figure 7B and Figure 7C An example cross-section of a ship's hull is shown. These two examples could be... Figure 7A An example cross-section of the vessel 700 is shown. As illustrated, the hull 700 may include a central flat bottom plate 704 and two adjacent laterally inclined portions 706. Figure 7B As shown, the multi-cavity unit 100 can be mounted on the central flat base plate 704, while the air release unit 702 can be mounted on the laterally inclined portion 706. Figure 7C As shown, the central flat base plate 704 can be wider, in which case some or all of the air release units 702 can be disposed on the central flat base plate 704.

[0051] It should be understood that certain terms used in the foregoing description are for convenience and not for limitation. Unless otherwise stated, the terms "a," "an," and "the" should be understood as "at least one." The term "comprising" should be understood as "including but not limited to," therefore, a system or method comprising a particular feature or step may include not only the listed features or steps, but also features or steps not listed. Similarly, terms such as "above," "below," "front," "rear," "right," "left," "top," "bottom," "side," "clockwise," and "counterclockwise" are used only for convenience in interpreting the drawings and should not be construed as limiting.

[0052] The above description is intended to be illustrative and not restrictive. Many other embodiments will be apparent to those skilled in the art upon reading and understanding the above description. Although this disclosure has been described with reference to specific exemplary embodiments, it should be recognized that this disclosure is not limited to the described embodiments, but can be practiced with modifications and variations within the spirit and scope of the appended claims. Therefore, the specification and drawings should be regarded as illustrative and not restrictive.

Claims

1. A multi-cavity unit for supplying air to the hull of a ship, characterized in that, The multi-cavity unit includes: A substrate for attaching the multi-cavity unit to the hull; A first cavity, the first cavity including a first opening located on the substrate and a first air inlet arranged to discharge air into the first cavity; and The second cavity includes a second opening located on the substrate and a second air inlet arranged to discharge air into the second cavity.

2. The multi-cavity unit according to claim 1, characterized in that, The multi-cavity unit also includes a support member.

3. The multi-cavity unit according to claim 2, characterized in that, The support is arranged to integrate the multi-cavity unit into the hull.

4. The multi-cavity unit according to claim 2 or 3, characterized in that, The support is arranged to isolate the first cavity from the second cavity.

5. The multi-cavity unit according to claim 2 or 3, characterized in that, The support member is arranged to support the multi-cavity unit.

6. The multi-cavity unit according to claim 2 or 3, characterized in that, The support extends parallel to the long axis of the first cavity.

7. The multi-cavity unit according to claim 2 or 3, characterized in that, The support member is disposed between the first cavity and the second cavity.

8. The multi-cavity unit according to claim 2 or 3, characterized in that, The multi-cavity unit also includes a truss arranged to engage with the support member.

9. The multi-cavity unit according to claim 8, characterized in that, The truss extends beyond the long axis of the support member.

10. The multi-cavity unit according to claim 8, characterized in that, The support member is shaped to protrude from the substrate, and the truss includes a concave insert arranged to receive the support member.

11. The multi-cavity unit according to claim 2 or 3, characterized in that, The support is arranged to fit against the central long axis of the first cavity.

12. The multi-cavity unit according to claim 11, characterized in that, The support is arranged to bridge the opposite end of the first cavity.

13. The multi-cavity unit according to claim 11, characterized in that, The support component includes a reinforcing component.

14. The multi-cavity unit according to claim 13, characterized in that, The reinforcing member is the longitudinal beam of the hull.

15. The multi-cavity unit according to claim 13, characterized in that, The outline of the reinforcing member is designed to fit the central long axis.

16. The multi-cavity unit according to claim 13, characterized in that, The reinforcing member is positioned to directly fit against the central long axis.

17. The multi-cavity unit according to claim 16, characterized in that, The reinforcing member is a first reinforcing member, and wherein the profile of a second reinforcing member adjacent to the first reinforcing member is designed to avoid the first cavity.

18. The multi-cavity unit according to claim 11, characterized in that, The first air inlet is offset relative to the central long axis of the first cavity.

19. The multi-cavity unit according to claim 2 or 3, characterized in that: The first cavity includes: The first sidewalls that are in contact with each other; The first top wall; and A first downwardly sloping rear wall portion extending from the first top wall to the rear end of the first cavity. The paired first sidewall and the first downwardly sloping rear wall portion define the first opening, and the first air inlet is disposed in the first top wall; and The second cavity includes: Pairs of adjacent second sidewalls; The second top wall; and The second downwardly sloping rear wall portion extending from the second top wall to the rear end of the second cavity. The paired second sidewall and the second downwardly sloping rear wall portion define the second opening, and the second air inlet is disposed in the second top wall.

20. A ship, characterized in that, The vessels include: Hull; and The multi-cavity unit according to any one of claims 1 to 19.

21. The ship according to claim 20, characterized in that, The hull includes a central flat bottom plate, and the multi-cavity unit is disposed on the central flat bottom plate.

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