Variable air resistance reduction apparatus and vessel equipped therewith

Abstract

A variable air resistance reduction device and a vessel equipped with the same are disclosed. A variable air resistance reduction device installed on a vessel according to one embodiment of the present invention comprises: an extendable part installed on the bow deck of the vessel; and a fixed part fixedly installed on the extendable part and having a streamlined air guide surface formed toward the bow side, wherein the degree of extension of the extendable part in the vertical direction is adjusted according to a control signal to vary the height of the fixed part.

Description

Technology Field

[0001] The present invention relates to a variable air resistance reduction device and a ship equipped with the same. Background Technology

[0002] Ships in operation experience air resistance due to factors such as wind. This air resistance leads to a decrease in fuel efficiency. Therefore, reducing air resistance is a critical factor in terms of fuel economy. Recently, continuous efforts have been made to reduce air resistance even on vessels such as oil tankers and gas carriers, where the protrusions on the upper part of the bow deck are not high.

[0003] Meanwhile, container ships are representative vessels that are significantly affected by air resistance because containers are stacked high on the upper deck. For this reason, a technology is being applied to improve fuel efficiency by installing a structure as shown in Fig. 1 on the upper deck of the bow to reduce air resistance.

[0004] FIG. 1 is a diagram showing air resistance points on a ship depending on whether an air resistance reduction device is installed. (a) is a container ship without an air resistance reduction device installed, and (b) is a container ship with an air resistance reduction device installed.

[0005] In the case where an air resistance reduction device is not installed, the cargo (20) on the deck of the ship (10) receives the airflow resulting from the ship's operation, and a large area of ​​stagnation pressure (indicated in red) is generated on the container box at the very front. On the other hand, when an air resistance reduction device (30) is installed, the air resistance reduction device (30) has a structure that allows the airflow to flow left and right, so it can be confirmed that the air resistance affecting the cargo (20) on the deck behind it is reduced.

[0006] In order to maximize the efficiency of the air resistance reduction device (30), the height of the air resistance reduction device (30) is made equal to the cargo loaded on the deck or the protrusion on the deck as shown in Fig. 1 (b), thereby relieving or eliminating the stagnation pressure on the front of the container box.

[0007] However, container ships have the characteristic of frequently loading and unloading at multiple terminals. Therefore, unlike other vessels, the area subject to air resistance varies depending on the loading condition of the container ship, and this becomes a major factor in reducing the efficiency of air resistance reduction devices.

[0008] Figure 2 is a diagram showing the case where the height of the air resistance reduction device is higher and lower than the cargo (container).

[0009] Figure 2(a) shows a case where the height of the air resistance reduction device (30) is higher than the loaded cargo (container) (20), indicating that fuel efficiency performance may actually be worsened due to vortices, etc. (see A).

[0010] Figure 2(b) is the opposite case to (a), where the height of the air resistance reduction device (30) is lower than the loaded cargo (container) (20), causing a blockage in the airflow (see B), which is a factor that reduces fuel efficiency.

[0011] The matters described in the technical background section of this invention are for the purpose of understanding the background of the invention and cannot be concluded as prior art already known to a person with ordinary knowledge in the field to which this technology belongs. Prior art literature

[0012] Korean Published Patent No. 10-2016-0009451 (Published Jan. 26, 2016) - Ship having a function to reduce bow friction resistance The problem to be solved

[0013] The present invention is intended to provide a variable air resistance reduction device whose height is adjusted according to the cargo loading condition, and a ship equipped with the same.

[0014] The present invention aims to provide a variable air resistance reduction device capable of reducing fuel consumption and reducing the amount of carbon dioxide generated from fuel combustion by reducing air resistance during operation, and a vessel equipped with the same.

[0015] Problems to be solved other than those of the present invention will be easily understood through the following description. means of solving the problem

[0016] According to one aspect of the present invention, a variable air resistance reduction device installed on a ship comprises: an extendable member installed on the bow deck of the ship; and a fixed member fixedly installed on the extendable member and having a streamlined air guide surface formed toward the bow side, wherein the degree of extension of the extendable member in the vertical direction is adjusted according to a control signal to vary the height of the fixed member.

[0017] The above-mentioned expansion section may include a structure corresponding to the shape of the bow deck, having a multi-stage structure, an outer plate section capable of vertical deployment; and a driving section disposed within the outer plate section and vertically deploying the outer plate section according to the control signal.

[0018] The above outer panel section may include a plurality of outer panels and may have a structure in which a second locking projection formed on the outer upper circumference of the rear outer panel engages with a first locking projection formed on the inner lower circumference of the front outer panel.

[0019] The above drive unit is a hydraulic lift structure, and the drive unit may include a cylinder fixed to either the lower end of the fixed unit or the bow deck; and a piston having its end fixed to the other of the lower end of the fixed unit or the bow deck and reciprocating in an up-and-down direction by the cylinder.

[0020] The above drive unit includes a plurality of scissor-type lifts installed by being connected vertically, wherein each of the scissor-type lifts may include a first arm and a second arm that intersect each other and rotate around an intersecting axis, and a pivot disposed on the intersecting axis.

[0021] It may further include a control unit that generates and outputs the control signal so that the upper end of the fixed part has a height corresponding to the height of cargo loaded on the deck of the ship or the height of the superstructure.

[0022] The above-mentioned cargo or the above-mentioned superstructure further includes a sensor that senses air stagnation pressure, wherein the control unit can generate and output a control signal to stop the operation of the expansion unit at the point where the sensing value of the sensor becomes minimum during the process of adjusting the degree of expansion of the expansion unit.

[0023] Other aspects, features, and advantages other than those described above will become clear from the following drawings, claims, and detailed description of the invention. Effects of the invention

[0024] According to an embodiment of the present invention, the height is adjusted according to the cargo loading condition.

[0025] In addition, it has the effect of reducing fuel consumption by lowering air resistance during operation and reducing the amount of carbon dioxide generated from fuel combustion.

[0026] The effects obtainable from the present invention are not limited to those mentioned above, and other unmentioned effects will be clearly understood by those skilled in the art from the description below. Brief explanation of the drawing

[0027] FIG. 1 is a diagram showing air resistance points on a ship depending on whether an air resistance reduction device is installed. FIG. 2 is a drawing showing cases where the height of the air resistance reduction device is higher and lower than the cargo (container). FIG. 3 is a drawing showing the bow portion of a ship to which a variable air resistance reduction device according to one embodiment of the present invention is applied. FIG. 4 is a drawing showing the outer panel structure of the expansion section of a variable air resistance reduction device. FIG. 5 is a configuration diagram of an air resistance reduction device with an extendable part applied according to an embodiment of the present invention. FIG. 6 is a configuration diagram of an air resistance reduction device with an extendable section applied according to another embodiment of the present invention. Specific details for implementing the invention

[0028] The present invention is capable of various modifications and may have various embodiments, and specific embodiments are illustrated in the drawings and described in detail in the detailed description. However, this is not intended to limit the invention to specific embodiments, and it should be understood that the invention includes all modifications, equivalents, and substitutions that fall within the spirit and scope of the invention.

[0029] FIG. 3 is a drawing showing the bow portion of a ship to which a variable air resistance reduction device according to one embodiment of the present invention is applied, and FIG. 4 is a drawing showing the outer plate structure of the expandable portion of the variable air resistance reduction device.

[0030] A variable air resistance reduction device (100) according to one embodiment of the present invention is installed in the bow portion of a ship (10) and may have a variable structure in which the height is adjusted according to the situation. It may have a height corresponding to the height of cargo (containers) loaded on the rear deck of the ship, so that the air resistance affecting the ship (10) can be reduced by preventing the occurrence of vortices or air stagnation at the rear of the air resistance reduction device.

[0031] The vessel (10) on which the variable air resistance reduction device (100) according to the present embodiment is installed may include not only a cargo ship (container ship) that transports cargo, but also a liquefied natural gas-floating production storage offloading (LNG-FPSO) equipped with a superstructure protruding on the deck, a floating storage offloading (FSU), a floating offshore structure, a drillship, etc.

[0032] The variable air resistance reduction device (100) according to the present embodiment may include a fixed part (110) and an extendable part (120).

[0033] The fixed part (110) is installed on the expandable part (120) and is a structure that maintains its shape and height.

[0034] The fixed part (110) may have a streamlined air guide surface (112) formed toward the bow side. By not accepting the air proceeding toward the ship (10) as is, but instead allowing it to flow smoothly toward the stern side through the streamlined surface, stagnation pressure can be reduced.

[0035] Additionally, the fixed part (110) may be formed as a three-dimensional object having a left-right symmetrical structure. Guide grooves may be formed on the air guide surfaces corresponding to the left and right sides to direct the flow of air proceeding toward the ship (10) to the port and starboard sides.

[0036] The extendable part (120) is a part that extends in the up and down direction according to a control signal from a control unit (not shown). A fixed part (110) is mounted on the extendable part (120), and the height of the fixed part (110), particularly the uppermost height of the fixed part (110), can be adjusted according to the degree of extension of the extendable part (120).

[0037] The degree of vertical extension of the extension part (120) can be adjusted so that the uppermost height of the fixed part (110) corresponds to (e.g., substantially the same as) the height of the cargo (container) or superstructure loaded on the rear deck.

[0038] Alternatively, if a sensor (not shown) for sensing air stagnation pressure is installed on cargo (container) or superstructure loaded on the rear deck, the control unit may control the operation of the expansion part (120) to stop at the point where the sensing value from the sensor becomes minimum during the process of adjusting the degree of expansion of the expansion part (120).

[0039] The expansion section (120) may be a horseshoe structure with the same shape as the ship's deck.

[0040] The expansion portion (120) may include an outer panel portion (125) and a driving portion (121).

[0041] The driving unit (121) is a structure that extends and retracts in the up and down direction while operating by a control signal.

[0042] The outer panel (125) is a structure having an empty space inside, and a driving unit (121) can be placed in the internal space.

[0043] Additionally, the outer panel (125) may have a structure that can be extended in the vertical direction according to the operation of the drive unit (121), that is, a structure that can be vertically unfolded. For example, the outer panel (125) may have a multi-stage structure that unfolds sequentially.

[0044] Referring to FIG. 4, an embodiment is shown in which the outer panel (125) is configured in a three-stage structure.

[0045] The outer panel (125) may include a first outer panel (125a), a second outer panel (125b), and a third outer panel (125c).

[0046] When the outer panel (125) is fully extended, the first outer panel (125a), second outer panel (125b), and third outer panel (125c) can be arranged in order from top to bottom.

[0047] A first catch (1251) is formed protrudingly around the inner lower circumference of the first outer plate (125a). A second-1 catch (1252-1) is formed protrudingly around the outer upper circumference of the second outer plate (125b). As the second outer plate (125b) descends due to its own weight, the second-1 catch (1252-1) may catch on the first catch (1251), thereby restricting further descent.

[0048] A second-2 stopper (1252-2) is formed protrudingly around the inner lower circumference of the second outer plate (125b). A third stopper (1253) is formed protrudingly around the outer upper circumference of the third outer plate (125c). As the third outer plate (125c) descends due to its own weight, the third stopper (1253) may catch on the second-2 stopper (1252-2), thereby restricting further descent.

[0049] Accordingly, the second outer plate (125b) is attached to the bottom of the first outer plate (125a), and the third outer plate (125c) is attached to the bottom of the second outer plate (125b), so that the surface of the outer plate section (125) can be expanded without each outer plate being separated.

[0050] Therefore, even when the first outer plate (125a) moves in the up and down direction by the internal drive unit (121), the surface of the outer plate (125) forms a continuous plane, and air flow can be guided along the outer surface to the port and starboard sides of the ship.

[0051] The expansion portion (120) can be expanded between a minimum height and a maximum height. The minimum height corresponds to the height of the first outer plate (125a) when the second outer plate (125b) and the third outer plate (125c) are both accommodated within the first outer plate (125a). The maximum height corresponds to the sum of the heights of the first outer plate (125a), the second outer plate (125b), and the third outer plate (125c) (excluding the portion overlapping by the catch) when the second outer plate (125b) and the third outer plate (125c) are both unfolded.

[0052] The operation of the driving unit (121) that causes the expansion unit (120) to expand according to a control signal will be explained in detail below with reference to the relevant drawings.

[0053] FIG. 5 is a configuration diagram of an air resistance reduction device having an expandable part applied according to one embodiment of the present invention.

[0054] According to one embodiment, the expansion portion (120) may include a driving portion (121a) of a hydraulic lift structure.

[0055] The driving unit (121a) may include a cylinder (1211) that regulates the supply hydraulic pressure by a control signal, and a piston (1212) that reciprocates in the up and down direction by the hydraulic pressure of the cylinder (1211).

[0056] The cylinder (1211) can be fixed inside the first outer plate (125a). The piston (1212) can be positioned to advance downward, i.e., toward the ship's deck.

[0057] When a control signal is input to increase the height of the fixed part (110), the cylinder (1211) operates to push the piston (1212) downward. In this case, the lower end of the piston (1212) is in contact with or fixed to the ship's deck, so that the cylinder (1211) can move upward relatively.

[0058] The first outer plate (125a) is raised by the rise of the cylinder (1211). During this process, when the first outer plate (125a) rises to the height of the second outer plate (125b), the second outer plate (125b) is caught on the first outer plate (125a) by the catch, and as it rises along the first outer plate (125a), the outer surface of the outer plate portion (125) can form a continuous plane.

[0059] The cylinder (1211) and the piston (1212) may be arranged in opposite ways. That is, the cylinder (1211) may be fixed on the ship's deck, and the end of the piston (1212) may be fixed inside the first outer plate (125a).

[0060] FIG. 6 is a configuration diagram of an air resistance reduction device with an expandable section applied according to another embodiment of the present invention.

[0061] According to another embodiment, the expansion portion (120) may include a driving portion (121b) of a scissor-type lift structure.

[0062] Scissor lifts (1221) can be installed by connecting multiple units vertically. Multiple scissor lifts (1221) can be arranged in pairs facing each other.

[0063] Each scissor-type lift (1221) may include a first arm and a second arm that intersect each other and rotate around an intersecting axis, and a pivot positioned on the intersecting axis.

[0064] The uppermost scissor lift (1221) is connected to the upper end of the expansion section (120) (i.e., the interior of the first outer plate (125a)) (or the lower end of the fixed section (110)), and the lowermost scissor lift (1221) can be connected to the lower end of the expansion section (120) (or the ship deck).

[0065] The connection points at the top and bottom of the extension part (120) may include a first connecting hinge part and a second connecting hinge part that allow the first arm and the second arm to rotate.

[0066] One or more of the first connecting hinge portion and the second connecting hinge portion may be formed to be slidable in the horizontal direction.

[0067] When one or more of the first connecting hinge part and the second connecting hinge part slide in a horizontal direction by a control signal, the scissor-type lift (1221) is folded or unfolded so that the degree of extension of the extension part (120) can be adjusted.

[0068] According to the variable air resistance reduction device (100) including the expansion section according to the embodiments, compared to the conventional fixed air resistance reduction device, the height of the fixed section can be adjusted through the operation of the driving section, so that the ship (10) can always have optimal fuel efficiency regardless of the cargo loading condition.

[0069] Although the present invention has been described above with reference to embodiments thereof, those skilled in the art will understand that various modifications and changes can be made to the present invention without departing from the spirit and scope of the invention as described in the following claims. Explanation of the symbols

[0070] 10: Ship 20: Cargo 30: Air resistance reduction device 100: Variable drag reduction device 110: Fixed part 112: Air guide surface 120: New section 121: Drive unit 125: External Sales Department 125a, 125b, 125c: External panels 121a: Drive unit of a hydraulic lift structure 1211: Cylinder 1212: Piston 121b: Drive unit of scissor-type lift structure 1221: Scissor Lift

Claims

Claim 1 A variable air resistance reduction device installed on a ship, comprising: an extendable part installed on the bow deck of the ship; and a fixed part fixedly installed on the extendable part and having a streamlined air guide surface formed toward the bow side, wherein the degree of extension of the extendable part in the vertical direction is adjusted according to a control signal to vary the height of the fixed part. Claim 2 A variable air resistance reduction device according to claim 1, wherein the expansion portion comprises a structure corresponding to the shape of the bow deck, having a multi-stage structure and a vertically deployable outer plate portion; and a driving portion disposed within the outer plate portion and vertically deploying the outer plate portion according to the control signal. Claim 3 A variable air resistance reduction device according to paragraph 2, wherein the outer panel portion comprises a plurality of outer panels and has a structure in which a second hook formed on the outer upper circumference of the rear outer panel engages with a first hook formed on the inner lower circumference of the front outer panel. Claim 4 A variable air resistance reduction device according to paragraph 2, wherein the driving unit is a hydraulic lift structure, and the driving unit comprises: a cylinder fixed to either the lower end of the fixed unit or the bow deck; and a piston having its end fixed to the other end of the lower end of the fixed unit or the bow deck and reciprocating in an up-and-down direction by the cylinder. Claim 5 A variable air resistance reduction device according to paragraph 2, wherein the driving unit comprises a plurality of scissor-type lifts connected vertically, and each of the scissor-type lifts comprises a first arm and a second arm that intersect each other and rotate around an intersecting axis, and a pivot disposed on the intersecting axis. Claim 6 A variable air resistance reduction device according to claim 1, further comprising a control unit that generates and outputs a control signal such that the upper end of the fixed part has a height corresponding to the height of cargo loaded on the deck of the ship or the height of the superstructure. Claim 7 A variable air resistance reduction device according to claim 6, further comprising a sensor installed on the cargo or the superstructure and sensing air stagnation pressure, wherein the control unit generates and outputs a control signal to stop the operation of the expansion unit at the point where the sensing value of the sensor is minimized during the process of adjusting the degree of expansion of the expansion unit.

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