EP2616330B1 - Ship comprising a ventilation device - Google Patents

Description

The invention relates to a ship with at least one cargo space and at least one ventilation device for ventilating the cargo space, which has at least one air inlet and at least one air outlet connected to the air inlet by means of a duct.

Furthermore, the invention relates to a ventilation device for a ship.

For ships, such as cargo ships, ventilation is a problem as they are usually loaded with cargo and provide little space for ventilation. This is problematic especially with a closed cargo hold. Since the hull of a ship should have as few openings as possible to prevent water from entering the ship, the ventilation is further complicated.

Nevertheless, ventilation of the cargo hold is often desirable and imperative, for example, when transporting dangerous goods. Traditional ships often have a plurality of vertically rising tubes extending from and extending from a hold to the deck.

In such a pipe arrangement, the entry of water through the ventilation through a problem. Conventional guided on deck ventilation pipes are often closed with a lid or the air inlet or outlet is angled to prevent the ingress of rainwater. Nevertheless, it is possible that with a flushing of the deck splash water enters the ventilation and so in the hold. Some ventilation systems have complicated valve constructions, which, however, are maintenance-intensive and prone to failure, in particular due to the saline seawater.

GB 2 007 819 A shows a ship according to the preamble of claim 1.

Object of the present invention is therefore to provide a ship with an improved ventilation device.

The present invention solves the problem in a ship of the type mentioned with the features of claim 1.

In a ship according to the invention, the air needed to ventilate a hold is directed through an air inlet into a ventilation duct. This channel has a portion which is located above the air inlet. Above is to be understood here that the section is arranged at an upright position of the ship substantially above the air inlet. So it is according to the invention for rainwater almost impossible to get through the ventilation device in the hold. This is also made considerably more difficult for splash water since it first has to pass through the section of the channel rising from the air inlet.

The channel can be any type of channel here. In particular, it is irrelevant whether the channel has the same cross-section in each section. Also, it is not limited to a cross-sectional geometry. If the ship has more than one of these ventilation devices, it is also according to the invention to design the corresponding channels differently. This is advantageous because the structural environmental conditions or even the ventilation tasks can vary within a ship.

A ventilation device preferably has a plurality of air inlets and a plurality of air outlets. For example, it is possible to take in air from two smaller air inlets into the sewer and discharge it through the air outlets at various points in the ship. Furthermore, it is preferred that the channel has an air inlet and a plurality of air outlets. In an alternative embodiment, the channel has only one air inlet and one air outlet.

According to a preferred embodiment, at least one air inlet is arranged in a lateral outer section of the ship.

According to a preferred embodiment, at least one air inlet is arranged in a lateral outer section of the ship.

As a result, in particular an efficient use of the deck surface is made possible. By not allowing the air inlets to pass through the deck, the cargo can be stowed more efficiently on the deck surface. It is advantageous to arrange the air inlet in a section as far away from the water surface as possible. The portion located above the air inlet is preferably located inside the vessel. Alternatively, the section located above the air inlet is arranged outside the ship. Outside means here that the channel runs over deck. In addition, the lateral arrangement of the entry of water, especially rainwater is considerably more difficult. It is not necessary to provide a lid or the like.

The channel is, for example screwed from the inside to the outer wall of the ship, welded or the like, extends through the ship's wall to the outside, or receives in another way access to ambient air. For this purpose, the ship's wall preferably has an opening. Preferably, the air inlet is additionally protected with a grid or similar device. Alternatively, it is also according to the invention that the outer wall forms the grid by a plurality of holes is introduced into the outer wall, so that the air can pass through the holes into the channel.

According to a further preferred embodiment, the air outlet (s) are arranged in a duct section of the duct, which extends from the section located above the air inlet from falling.

The manhole section is arranged so that the air used for ventilation reaches the appropriate hold. The shaft section runs essentially falling, advantageously substantially perpendicular. The manhole section is arranged, viewed from the air inlet, after the section arranged above the air inlet. So it is almost impossible that water enters the shaft section and through this in the hold. The shaft section does not have to be steadily falling in the mathematical sense. It is quite according to the invention the snake-shaped section, for example, S-shaped, or to lead in another way. It is also according to the invention that the channel has branches.

According to a further preferred embodiment, the manhole section is at least partially disposed in or adjacent to the at least one cargo space, and the one or more air outlets open into the at least one cargo space.

By extending the manhole section adjacent to the hold, space utilization in the hold is further enhanced. In doing so, the air outlets open into the cargo compartment and thus allow ventilation. Advantageously, the air outlets open flush with the load compartment. The mouth can be designed in various ways. Advantageously, the shaft section is guided laterally next to the loading space or in a ceiling of a loading space.

The ship has a main deck and the channel is at least partially disposed above the main deck.

The main deck is located between the outer wall of the ship and the opening of the cargo hold.

If the channel is arranged at least partially above the main deck, then the section located above the air inlet is additionally further spaced from the air inlet than in an embodiment in which the section is guided below the main deck. This leads to a further increased security against water ingress into the canal.

Advantageously, a hatch coaming is arranged between the main deck and the hold so that the section located above the air inlet lies above the hatch cover or leads through it. A hatch hatch provides additional protection against water entering the hold. If the section arranged above the air inlet is arranged as described, it is further spaced from the air inlet and thus better protects against ingress of water.

Preferably, the manhole section then extends from the hatch veil to or in the loading space. The hatch hatch is not interrupted at any point and effectively protects against ingress of water.

According to a further preferred embodiment, the channel is substantially formed in accordance with an inverted U corresponding.

If the channel is formed in this way, the arcuate section of the U represents the section arranged above the air inlet. One leg of the U opens into the at least one air inlet while the other leg opens into the at least one air outlet. It is not necessary that the legs have the same length. It is even advantageous to provide different lengths, so that the arrangement of the air outlets or below the at least one air inlet is possible.

The shape is only essentially equivalent to a U. Alternatively, it is also designed similar to an inverted V or an inverted W. These forms are to be provided depending on the structural environmental conditions and ventilation tasks.

The channel is guided in an arcade over the main deck.

According to a further preferred embodiment, the ventilation device has means for conveying the air between the at least one air inlet and the at least one air outlet.

These means include, for example, fluid energy machines, in particular turbomachines, such as propellers, fans, turbines or pumps. By virtue of the ventilation device having these means, according to the invention it is possible to selectively convey air for venting the cargo space from the air inlet to the air outlet, or for venting the cargo space from the air outlet to the air inlet. Another advantage results from the fact that the volume flow, which is conveyed through the channel, is adjustable via the means for conveying. Thus, under certain circumstances, it is preferable to promote a small volume flow while, under other conditions, it is preferable to convey a large volume flow. It is also possible according to the invention to selectively use different channels for ventilation.

According to a further preferred embodiment, the ship has a plurality of air outlets and the means for conveying the air are adapted to each independently convey air to the air outlets.

This is advantageous if the ship has different holds. Thus, according to the invention, it becomes possible to store various types of cargo in the various holds, making it necessary to ventilate the holds separately. It is also according to the invention to provide different cargo spaces with different volume flows.

Preferably, the means for conveying the air on automatic actuators, which automatically provide ventilation or venting of the cargo space. The control of the ventilation device is then operated by the bridge, by a machine room or another control room. Alternatively, these means are provided with special timers, so that takes place at regular intervals ventilation.

According to a further preferred embodiment, the ventilation device has means for conditioning the air.

By treatment, it should be understood here that the air is, for example, influenced physically, chemically or physiologically in accordance with any requirements. This includes, for example: heating, cooling, drying, moistening, desalting, desulfurizing, filtering, purifying, oxygenating, enriching with other gases or substances, cleaning toxic, etc.

Alternatively, these means are automated to operate. The means then preferably have detection devices or the like. This is particularly advantageous if toxic substances are loaded in the hold and the air that is discharged from the hold must be cleaned accordingly.

According to a further preferred embodiment, the ventilation device has means for removing water from the shaft.

As a result, it is possible according to the invention to remove water which should enter the channel despite the section of the channel which is arranged above the air inlet. Such means include, for example, pumps or the like. It is also advantageous to arrange a drainage device for water below an air inlet, so that it can flow directly back into the sea. Alternatively, such a drainage device is arranged in or on the shaft section.

According to a further preferred embodiment, the channel and / or the air inlet and / or the air outlet are reversibly closed.

By the channel and / or the air inlet and / or air outlets are reversibly closed, several advantages are achieved. On the one hand it is possible to obstruct certain air inlet and / or air outlets against the passage of air. This is advantageous if the ship has several holds which are to be ventilated differently. On the other hand, a closure in case of any ingress of water, for example by a ship damage or by very high seas, is advantageous. Additionally or alternatively, the closure devices also have detection devices, so that the closure of the channel takes place automatically in the event of water ingress. If the high seas, which led to a water ingress subsided, it is possible to reopen the channels and / or air inlets and / or air outlets.

As closure devices, for example, flaps are preferably used, which are folded in front of the outlets. Alternatively, horizontal or vertical bulkheads are to be provided. In a further alternative, apertures are to be provided in the manner of an optical aperture or pivotable closure disks in the manner of a keyhole cover.

According to a further preferred embodiment, the channel has one or more accesses.

The accesses serve to carry out maintenance and / or repairs or the like on the ventilation device. The entrances have different sizes. Alternatively, all accesses are made essentially identical. The entrances can be very small, so that a human hand can go through, or be made larger, so that they correspond to manholes and allow an inspection of the canal. The entrances are advantageously watertight and airtight to close. Alternatively, they are designed hatches, doors or the like.

It is also advantageous to arrange the accesses adjacent to the means described above for conveying the air, for conditioning the air and for removing water from the channel. Thus, a maintenance and / or repair of these funds is much easier. It is also contemplated to provide access for each agent.

According to a further preferred embodiment, a conductor is arranged in or on the channel.

The conductor is arranged substantially along an axial direction of extension of the channel. In an alternative, it is arranged on a wall portion adjacent to the channel, so that even out of reach of a ground accesses are easily accessible.

Particularly advantageous is this embodiment of the invention, in which the conductor is arranged in the channel, in combination with access to the channel, which is designed as a manhole. So it is possible to use the channel as an emergency exit. The safety of the ship according to the invention is thereby advantageously influenced.

According to a further preferred embodiment, the boundaries of the channel are integrated into walls of the ship, so that the channel and an interior or exterior of the ship have common walls.

If the channel runs along a ship's wall, it is advantageous according to the invention to integrate the channel into the wall and not only to arrange it next to the wall. By then a ship's wall simultaneously forms a lateral boundary of the channel, material and weight is saved.

According to another preferred embodiment, the main deck of the ship has a substantially closed cover, which merges into the outer wall of the ship.

With such a cover, the incoming wind is better dissipated by the ship. This is particularly advantageous when the ship is designed as a sailing ship, for example with sail, Flettner or Magnus rotors. The cover closes flush with the cargo space opening and then goes arcuately into the ship's wall. All transitions advantageously have no edges or angular bulges in order not to negatively influence a flow. The cargo space opening is advantageously arranged so far above the main deck that people can move upright on the main deck.

According to a further preferred embodiment, the channel is arranged within the outer wall of the ship.

It is advantageous to guide the channel along the inside of the cover over the main deck. This achieves the greatest possible distance between the air inlet and the section arranged above the air inlet. Such an embodiment provides a great security against ingress of water and troublesome channel sections guided over a freight deck are avoided.

Additionally or alternatively, access openings are made in the channel, which is guided over the main deck, so that the channel is easily accessible from the main deck.

According to a further preferred embodiment, the ship is designed as a double-walled ship with an outer and an inner wall, and the section of the channel extending from the air inlet to the section located above the air inlet is arranged on the outer wall, and the shaft Section of the channel is arranged on the inner wall.

Most newer ships are double-walled. This significantly increases the safety of the ships. In such a construction, the portion of the channel extending from the air inlet to the portion located above the air inlet is preferably located on the outer wall. The manhole section preferably on the inner wall. This has the advantage in the event of a possible leakage of the outer hull wall that the shaft section is not damaged and that no water penetrates through the ventilation device into the cargo space. Furthermore, such an arrangement is advantageous, since this significantly facilitates the introduction of multiple air inlets and outlets.

According to the invention, the use of such a ventilation device in other ships. The use of a ventilation device described above is not only at Ships of the type mentioned advantageous, but also in other cargo ships, container ships and mixed cargo ships.

Fig. 1

ein erfindungsgemäßes Schiff in einer perspektivischen Ansicht;

Fig. 2

einen Querschnitt durch eine Ausführungsform des erfindungsgemäßen Schiffs;

Fig. 3

eine weitere Querschnittsdarstellung einer Ausführungsform eines erfindungsgemäßen Schiffs; und

Fig. 4

eine weitere Querschnittsdarstellung einer weiteren Ausführungsform eines erfindungsgemäßen Schiffs.

The invention is described below by means of embodiments with reference to the accompanying drawings. Show it:

Fig. 1

a ship according to the invention in a perspective view;

Fig. 2

a cross section through an embodiment of the ship according to the invention;

Fig. 3

a further cross-sectional view of an embodiment of a ship according to the invention; and

Fig. 4

a further cross-sectional view of another embodiment of a ship according to the invention.

This in Fig. 1 illustrated ship 1 according to the invention has four Magnus rotors 10 and a propeller 105 as a drive. Magnus rotors are also referred to as Flettner rotors or sail rotors. These are arranged in a rectangle substantially at the four corners of the cargo space. Further, the bridge 100 is disposed in a front portion of the ship. On the deck 101, which is closed with a cover 30, two cranes 103, 104 are arranged. The ship 1 has in this embodiment on the port side a plurality (here 19 pieces shown) ventilation devices 11 (only one provided with reference numerals). In a lateral outer portion 29 of the air inlet 21 is positioned.

The ship 1 has in the first embodiment ( Fig. 2 ) to a cargo space, which is divided into two superposed cargo spaces 5, 6. The holds 5, 6 are separated by a bottom plate 50 of the loading space 5. Depending on the design of this base plate 50 and other framework conditions, such as staircases or the like (not shown), the two cargo spaces 5, 6 are substantially airtight to each other. In this case, the air outlet 25 discharges into the loading space 6, the air outlet 27 accordingly into the loading space 5. The air outlets 25, 27 are connected to the air inlet 21 via the channel 13. The channel 13 is partially guided above the main deck 31. The channel 13 has three sections: a section 17 arranged above the air inlet 21, a section 15 which connects the air inlet 21 with the section 17 arranged above the air inlet 21, and a shaft section 19, which extends from the above the air inlet 21 arranged portion 17 from falling. As a result, the channel 13 is similar to an inverted U, wherein the one leg is designed to be substantially longer than the other leg.

In Fig. 2 For example, the air inlet 21 is located slightly below the main (main) deck 31. In the vicinity of this air inlet 21, an access 49 to the channel 13 is arranged. The channel 13 does not terminate directly below the air inlet 21, but is led down a little further. Below the air inlet 21, a pump 45 is disposed in the channel 13. By means of this pump, any type of water, which has passed through the air inlet 21 into the channel 13, for example, be removed. The channel 13 also has an access 51 in the shaft section 19. Through this access 51, the air outlets 25, 27 can be reached.

The opening of the loading space 5 is in this embodiment ( Fig. 2 ) surrounded by a hatch hull 33. The main deck 31 extends around the cargo space 5 between outer wall 2 and hatch 33. The channel 13 is guided to the upper edge of the hatch 33 and leads from there falling in the direction of the holds 5, 6. The main deck 31 and the loading space. 5 are covered with a cover 30. The channel 13 is arranged inside this cover. That is, it runs on the inside of the outer wall 2 or cover 30, to the hatch 33 and from there falling in the direction of holds 5, 6. The channel 13 spans the main deck 31 arcade-shaped.

The ship 1 is here ( Fig. 2-4 ) as a double-walled ship. It has an outer wall 2 and an inner wall 3. Between these walls, the ballast tank 4 is arranged, which serves to increase the stability of the ship 1 at sea. The section 15 is in each case arranged on the outer wall 2 ( Fig. 2 ), while the shaft portion 19 is disposed on the inner wall.

In the embodiment shown in FIG Fig. 3 is shown, the ship 1 three superimposed cargo spaces 5, 6, 7, which are separated by the bottom plates 50, 60 from each other. In addition, the ship 1 below the cover 30 on a weather deck 9, which is exposed when the cover 30 is open. This cover 30 helps to direct incoming wind to the Magnus rotors 10 (FIG. Fig. 1 ). The cover 30 goes into the outer wall 2 of the ship 1 over. The transition 32 is smooth and formed without edges or projections.

Also in this embodiment ( Fig. 3 ), the ventilation device 11 has a channel 13 which is U-shaped. The air inlet 21 is arranged here at the level of the main deck 31. This allows better access. Here ( Fig. 3 ) is only for the holds 6, 7 each an air outlet 23, 25 is provided. Thus, a ventilation device 11 supplies only the two holds 6, 7. For the uppermost hold 5 a separate ventilation device is provided (not shown). Alternatively, the cargo space 5 is vented via the weather deck (not shown). Such an embodiment of the invention is advantageous if in the holds different charge is loaded, which must not be connected via a ventilation device. Also in this embodiment ( Fig. 3 ), the ship 1 is double-walled with an inner wall 3 and an outer wall 2. The ballast tank 4 encloses the holds 5, 6, 7 from below and is arranged between the two walls 2, 3.

Fig. 4 shows a further embodiment. The shape and arrangement of the ventilation device 11 is substantially similar to that of the previous embodiments in the Figures 2 and 3 , In this embodiment, the ship 1 four superposed cargo spaces 5, 6, 7, 8, which are separated from each other by the bottom plates 50, 60, 70. The ventilation device 11 has an air inlet 21 and for the top three cargo space an air outlet 23, 25, 27. The lowermost cargo space 8 can be aerated and vented via a further ventilation device (not shown). Fans 35, 37, 39, 41 are arranged in a throughflow section of the air inlets and outlets. They serve to create a flow in the channel 13. In addition, in the section 17 above the air inlet 21, a fan 42 is arranged, which further supports the generation of the flow. In addition to the fan 42, a heating element 43 is arranged. This serves to heat the channel 13 by flowing air. This is advantageous if the temperature of the outside air is low, but the charge in the holds 5, 6, 7 is to be transported, for example, at room temperature.

The air inlet 21 is in the embodiment in Fig. 4 provided with a louver grid 46. This protects the channel 13 from water ingress, in particular spray water. If it should come to a water entry, for example, by high seas, this flows through the drain 47 again from the channel 13 into the sea. The louver grid 46 can also serve to close the air inlet 41 by the lamellae are folded in front of them.

Further, in the channel 13 ( Fig. 4 ) three approaches 49, 51, 53 arranged. The accesses 49 and 51 are thereby reachable from the main deck 31, access 53 correspondingly from the loading space 7. In addition, a conductor 55 is disposed within the channel 13. So the channel can also be used as an emergency exit. For this purpose, it is advantageous at least to perform the accesses 51, 53 as manholes.

Claims (14)

1. A ship (1) comprising
   an outer wall (2),
   at least one hold (5, 6, 7, 8) having an opening, and
   at least one ventilation apparatus (11) for ventilation of the hold, which has at least one air inlet (21) and at least one air outlet (23, 25, 27) connected to the air inlet by means of a passage (13),
   wherein the passage (13) has at least one portion (17) arranged above the air inlet (21),
   characterised in that the ship (1) has a main deck (31) and the passage (13) is arranged at least partially above the main deck (31),
   wherein the main deck (31) is arranged between the outer wall 92) and the opening of the hold (5,6, 7, 8), and
   wherein the passage (13) is arranged in an arcade shape over the main deck (31).
2. A ship according to claim 1 characterised in that at least one air inlet (21) is arranged in a lateral outer portion (29) of the ship (1).
3. A ship according to one of the preceding claims characterised in that the air outlet or outlets (23, 25, 27) are arranged in a shaft portion (19) of the passage (13), which extends in a falling configuration from the portion (17) arranged above the air inlet (21).
4. A ship according to claim 3 characterised in that the shaft portion (19) is arranged at least partially in or adjoining the at least one hold (5, 6, 7, 8) and the air outlet or outlets (23, 25, 27) open into the at least one hold (5, 6, 7, 8).
5. A ship according to one of the preceding claims characterised in that the ventilation apparatus (11) has means for conveying the air (35, 37, 39, 41, 42) between the at least one air inlet (21) and the at least one air outlet (23, 25, 27).
6. A ship according to claim 5 having a plurality of air outlets (23, 25, 27) characterised in that the means for conveying the air (35, 37, 39, 41, 42) are adapted to respectively independently convey air to the air outlets (23, 25, 27).
7. A ship according to one of the preceding claims characterised in that the passage (13) and/or the air inlet (21) and/or the air outlet (23, 25, 27) are reversibly closable.
8. A ship according to one of the preceding claims characterised in that the passage (13) has one or more accesses (49, 51, 53).
9. A ship according to one of the preceding claims characterised in that the main deck (31) of the ship (1) has a substantially closed cover (30) which goes into an outside wall (2) of the ship (1).
10. A ship according to claim 9 characterised in that the passage (13) is arranged within the outside wall (2) of the ship.
11. A ship according to one of the preceding claims characterised in that a hatch coaming (33) is arranged between the main deck (31) and the hold (5, 6, 7, 8) so that the portion arranged above the air inlet (21) is over the coaming (33) or is passed through same.
12. A ship according to claim 11 characterised in that the shaft portion then extends from the hatch coaming (33) into or beside the hold (31).
13. A ship according to one of the preceding claims
    wherein the passage is substantially of a configuration corresponding to an inverted U, V or W, wherein
    the arcuate portion of the U, V or W represents the portion arranged above the air inlet (21),
    one limb of the U, V or W goes into the at least one air inlet (21) while the other limb goes into the at least one air outlet (23, 25, 27).
14. A ship according to claim 12
    wherein the two limbs are of different lengths so that the at least one air outlet (23, 25, 27) is arranged beneath the at least one air inlet (21).

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