Note: Descriptions are shown in the official language in which they were submitted.
~iel~ of the I~vention
The pxesent inYe~tion relates to the water transport9
and more particularly, to ice-ships.
-Lost advantageously~ the present invention can be
used for nuclear-powered ice-breakers. I
~ackgroun~ of the InvPrltio~
~ 'he sailing of ships in the seas oY the Arctic Ocean
is complicated by ice which covers the seas practically -the
yaar round.
'~he snow-co~ered and fresh ice f'reguently freezes to
ship hulls, icreasin~ -the ship resistance to motionc '~his
phenomenon acoompanies up to 25 per cent of the spip
travel time in ice r~gions 9 reducing the ship speed and,
hence 7 the efficiency oi` operation ol` ships on average,
by 50 to 55 per cen-t.
~ he ~rosti~g-up of' hulls of the ships shoul~ be avoid-
ed in order to il~prov0 their propulsive guality in ice.
~ nown in the prior art is a variety o~` ~ethods allo~-
i~g the f'rosting~u~ of ships to be reduced~ ~'hey include
heating of' the ship hull, hydraulic and pneumatic washi~g
the ship hull.
In order to decrease t~e ship ~'rosting~up by heating
the hull in the region o~ its contac-t v~i-th the ~rosen
ice 9 the heat OI` a heated working medium is supplied to
said region to mel-t the ice layer in the region o~ its
contact with the ship hull a~d to produce a water layer
between the ship hu11 an~ the ice, thus preventing the
ship ~rosting-up.
As the ship is advancing, said water layer is con-ti-
nuousl~ decreased by the overtakin~ water floYl, by variat-
ion in ice pressuIe on the ship hull~ etc .
To produce ~he required ~ater layer in the region of
contact between the ship hull and the ice and, hence, to
reduce the ship ~rosting-up high energy expe~ditures are
reguired.
~ hen the hydraulic uashing of the ship is used, water
is exhausted u~der pressure through openings in the ship
hull below the waterlineO ~his water moves to the surface
water layer, entrains the ~earest layers of the sea ~la-ter
and, thus, produces a fl~7 along the ship hull, prevent-
in~ the ice freezing thereto. Howe~er, the speed of ~l~v
of the water fed under pressure decreases as it moves away
*rom the openin~s. ri'his reduces ~he ~hickness of layer of
the sea water being lifted and, hence, decr~ases the effi-
ciency of the hydraulic washin~ ~ the ship hull.
Therefol-e, in order to provide a high speed of the
water flow it should be supplied at a high pressure. This
determines the substalltial ener~y expenditures re~uired to
produce the hydraulic flo~ and, in turn, requires pumps
o~ high capaci-ty and, hence~ of large size an~ weight.
To produce the pneu~tic flow, air is blown out
through openin~s in the ship hull, arranged below the wa-
terline, the bubbles li~tin~ -the sea water; the la-tter
wets in-tensively the contact region between the ship hull
and the ice~ melts the ice and, -thus, reduces the freez~
~4~
ing of the ice to the ship hull. This decIeases, in turn,
the ship hull Irosting-up.
hir bubbles are lifted to the surface ~later layer b~
the buoyncy forces at a constant velocity which does not
reguire a high pressure to be r,laintained. As a result sub-
stantial energy expenditures are not reguired to provide an
effective pneumatic flow along the ship.
~ L~Us~ at present the most promisin~ anti icing sys-
tems are pneumatic ones.
In ice~ships~ -the anti-icin~ systems shoul~ provide:
- maximum flow along the ship hull in -the bovJ and
middle por~ions thereof where the ship ~rosting-up pro-
cess starts ~irst;
- maximum thickness of -the layer OI` sea ~ater washing
the ship hull an~ lifted b~ the air;
- minimum energy e~penditures to produce an ef~ec-
ti~e pneumatic ~low;
- reliability in service
~ nown in the prior art is an ice-ship comprisin~ a
hull with an anti-icing system incorporatin~ two ~ani-
~olds having openings used to blow out a steam air mix-
ture. ~ach ol` the mani-~olds is -formed by a shaped member
and a portion of the i~ternal surface OI' the hu115 to
which it is fastened, a is arrar~ged below the waterline
alon~ t~e ship hull~ Both m~nifolds are arranged sy~e$rical-
ly with respect to the fore-anà-a~$ line o~ the snip. The
mani~old ope~ings used to blow out the steam-air mixture
are made in the ship hull. The anti~ici~æ system also
comprises ~wo jet-type compressors uith pipelines to
supply the steam~air mixture to t~e manifolds, coupled to
the steam-generating piant of the ship through shu-t~-off
valves (US~R Au-thorls Certificate ~o.382544, published
in 1973)o
In the ice-ship mentioned hereinabove, the pneumatic
v~ashing of the hull is accomplishe~ by the steam-air mix-
ture whose steam bubbles condense as they are accendi~g
to the -iJater sur~ace. ~his does not allo~ a layer o~ flo~-
ing YJater of a su~ficient thickness -to be produced an~,
hence, reduces the efficienc~ of the pne~matic flow
and -the propulsive guality o~ the ~hip in ice.
To produce the steam-air mi~ture, the steam is taken
from the ship s-team-generating plant. High energy expendi-
tures aIe reguired to make up Ior the steam lost in said
plant,which reduces its capacity.
~ he je-t-type compressors installed in the ship con-
SUlQp substantial energy to provide the necessary pressure
of the stea~-air mixture. This also reduces the capacity o~
the ship st~am-generating plan-t.
FurtherlQore, the steam-air mi~ture is an aggresive
medium bringin~ about corrosion ~ the pipelines and ma-
ni~olds, reducing their reliability.
In the ice-ship discussed hereinabove, the an~i-icing
system doe~ not provide direct pneumatic washing of the
extremity o~ the ship since, thougk the openin~s th~sugh
- 5
which the steam-air mix*ure is blown ou-t, are also
arranged in the bow portion of the ship, nevertheless a
~oticeable drift o~ the ascending air bubbles towardæ
the stern takes place during the ship advancement. This
also r~duces the efXiciency of the pneumatic washing of
the ship hull and 9 hence, the propul~ive guality oX the
ship in ice.
'i'he disadvall-ta~es discussed hereinabo~e are partially
,eli~iinated in an ice-ship which is taken as a prototype
to the presen,t,invention. '~his ship comprises a hull,
tri~-~ing and heeling tanks ana an anti-icing system in-
corporating at least two air manifolds with openings for
blo~ing the air out, a centrifugal compressor with a die-
sel drive and a pipeline used to supply the air into -the
air mani~olds,
- '~he air manifolds are arranged along the ship hull
symmetrically with respect to the ~ore-and-aft line below
the waterlirLe at a depth ~` approximately 5G per cent of
the draught o~ the ship, and are fastened to the inter-
nal surface of the ship hull. '~he openings used to blow
out the air are made in the ship hull (US Pa~
tent No.3,580,204, patented in 1978).
~ he anti-icing systems o~ both the prototype ship and
the analogous ship do ~ot provide direct pneumatic ~low
along the bow extremity of the ship because of the drift
of air bubbles towards the ship ster~.
~ he air manifolds arran~ed insid~ the ~hip hull and
", ~
the openings for blowing the air out ~ade in the ship hull
force the air bubbles to li~t in the immediate vicinity
to the ship hull. ~his fail to provide a material thickness
of layer o~ the sea water liI~ted by the air/ not allowing,
in turn, to improve the e~iciency of the pneumatic fl~
alon~ the ship an~ her propulsive guality in ice.
FuI~hermore, the t~perature of the air dawnstream
from the compressor does not exceed the level determirled
by heating of the air in the course of compression in the
compressor, whereby the specific volume ol` the air blown
out, that is the buoyancy force aeterlliining the velocity
and the amount O-T` t~le sea water lifted at the available
capacity OI` the compressor, is minimum. ~r~his also does
not allow to improve the efficisncy of the pneu~atic ~10VJ
and, hence; -the propulsive quality of the ship in ice.
The openin~;s used to blo~ the air out made below
the wa-terline at a level OI' approxi~tely 50 per cent of
the draught of the ship, do not all~v to provide a flow
along the hull surface ~rom a depth down to 100 per cent
of the ship draught. ~his also diminishes the ef`ficiency
of t~e pneumatic fl~.
~ he use o~ the diesel engine as a compressor drive
leads to the necessity either to equip the ice-ship wi-th
an additional diesel plaut or to take the power off from
the propulsion-machinery plant of the ship.
Thus, the anti-icing system o~ the protortypeice-
ship does not provide the eflicient pneumatic flow along
the hull anl, hence, does not pre~ent its frosting-up.
The ~`ros-tin~-up o~ the ship hull ca~ lead -to freezing o~
water in the -tri~ming and he~lir~ tanks7 reducing the eff-
iciency of the ship operation.
Summary of the Invention
It is a~ object o~ the present invention to increase
tne propulsive quality of the ship in ice.
A~other object o~ the present invention is to pro-
vide an ice-ship with reduced ener~J expenditures for the
pneumatic flow.
Still an other objec-t ol~ the present invention is to
improve efficiency o~ the ship s-team-enerating plant b~
utilization o~ the waste s-team.
~DI) )~
`;iitn these a~d other obàects in ~iew there is .
~e~ an ice-ship comprising a hull, t.rimming and heelin~
tanks and an an-ti-icin~ system incorpora-tin~ a compresso~
with a drive, at leas-t two air mani~olds with openin~s
used to blow the air out arran~ed below the waterline sy~m-
etrically with respect to -the fore and-aft line alon~ the
ship hull an~ connected with -the compressor by means of`
a~ air supply pipeline, wherein, in accor~ance ~vith the
present in~ention, -tLle air ~anifolds OL the anti-icin~
system are fastened to the external surYace o~` the ship
hull in the bildge portion thereo~7 while said openi~gs
used to blow the air out are made in the lower portion
o~` the air mani~old, the anti-icing sys~e~ being pro~ided
with two additional air i~ niIolds arran~ed along the ship
stempost below the waterli.~e, fastened to th0 ~hip
hull symmetrically with respect to the ste~post in the
immediate vicinity thereto, connected to the air suppl~
pipeliney and provided with ope~ings to blo~ the air out,
whose diameter increases as they approach the hull bottom~
a~ a-t least one air heater is arranged in air supply
pipeline.
~ he air manifolds arranged along -the ship hull on
the external surIace thereof anl -the openings arranged in
the lower por-tion of the air manifolds alluw to increase
-the thickness of -the sea water layer flowing along the ship
hull anl lifted by the air, by -the value equal to tne air
~anifold width, thus adding to the intensity of the pneu-
matic washing of the ship an~, hence, to her propulsive
quality in ice.
~ urthermore, the provision of the openings for ~lowing
out -the air in -the lower por-tion of the maniflods allows
to prévent their clogging with ice, im~ro~ ng the reliab-
ility o~ the compressor and the anti-icing system as a
whole.
~ he main~olds arranged in the bildge portio~ of-the
ship hull provide~ washing o~` the entire ship surfac~ be-
low the waterline, -that is 100 per cent of the draugh~,
thus, increasing the e~iciency ~f tLle pneumatic flo~.
The additional air manifolds arranged along the ship
stempost in the immediate~vioinity there~o provide ~sning
of the bow extremity ~ the ship hull where the fr~ing-
-up o~ the ship is~ as a rule, started, This also imp-
ro~es the propulsive quality o~ the ship in ice/
The provision o~ openings for blowin~ ou-t the air
in the additional manilolds, the diame-ter OI~ the openings
increasin~ as they approach the hull botto~ provides a
uniform air distribution among the openin~s.
~ he air heater provided in air supply pipeline
allows to increase the volumetric air flo~J rate while its
wei~ht ~lo~ rate is maintained constant and, thus~ to
additionally increase the thicXness o~ the lit-ted sea
water layer. ~hi~ increases ~`urther the inte.usity of the
pneuma-tic flow along the ship hull and hence, inlpro~es
the propulsive quality o, the ship in ice.
I1'ur-ther~ore, i-t is OI` _ar-ticular impor-tance to blow
out ~he heated air in case t~e air maniIolds are faste~ed
to the external sur-iace o~ ~he ship since the exterr~l
manifolds are cooled Iaster than the manifolds on the
internal surIace ol the ship an~ cold air is blown
out, it is probable -that their openings become frc~en.
This can lead to a decrease in the ef`~iciency o~`-the
pneumatic ~l~q.
It lS advisable to arrange the addi-tional air
manifolds o~` the anti-icing system on the internal sur~
`ace of the ship hull an~ to proYide their openin~s ~or
blowing the air out in the ship hull.
The additional manifolds fastened to the internal
~ur~ace o-f the ship hull are advisable for ships operat
ing under particularl~ heavy ice conditions when string
ent require~en~s are pla2ed upon the reliabilit~ o~ the
hull s~ructures.
Acc~rding another embodimen~ o~ the presen-t inven-
tio~, the additiorlal air manifolds oY` the anti-icing sgs-
tem are fastened to tLle external surface o~ the ship Lull
while the openings used to blow the air out face the
ship hull bottom.
~ astenin~ oi the additional manifolds to the exter-
nal surface OI` the ship hull is advisable ~or transport
ships an~ operating ice-breakers.
According to one ol the embcdimen~s o~ the present
in~ention the air heater OI the anti-ici~ systema in-
stalled in the air supply pipeline is arranged a-t ~he
compressor inlet.
Such an arranOement or~ the air heater is advisable
for ice-shi~s opera-ting at an ambient air tempera-ture
from 0C al~ bel~v, since the heatin~ o~` the air in the
compressor receiving cha~nel reduces -the probability o~
ice formation on inlet compressor compo~ents, thus imp-
ro~ing the reliability of the compressar as a whole.
In accordance ~-th another embo~ime~t of the present
in~ention, the air heater o~ the anti-icing system, in-
stall2d in the air supply pipeline is arranged at the
compres~or outlet.
Such an arrangeme~t o~ the air heater is advisable
for ice-ships opexatinO at an aulbient air temperature
from 0C to ~10C, that is when there is no probability
o~ ice formation on inle~ compressor compone~-tsO
In accordance wi-th still another embodiment oY the
present invention one the air heaters o~ the an-ti~icing
system, installed in the air suppl~ pipeline is arranged
a-t the compressor inlet, while the o-ther~ at the compres-
sor outletO
The arrangement of the air heaters at -the compressor
inle~ ani outlet is advisable f`or ice-ships op~rating at
an ambient air temperature from -50C to *10C.
In accordance with th.e presen-t inven-tion it is a~-
visable that tne drive of the anti icinæ~ system compressor
be embodie~ as a steam turbine coupled, as to -the was-te
steam, ~-th the heater of ~he air supplied in-to the air
~nanifolds
The compressor drive made as the steam turbine all-
ows to use the steam available i~ the main steam-power
plant of the ship~ 'rhis reduces the economic and energe-
tic expenditures ~`or the pneumatic washing associate~
~vith installation of` a sel~-contained co~pressor drive.
Furthermore, the use o~ the steam -turbine as a
compressor drive allows to utilize the heat of the waste
s-team, enhancing -the ef~iciency o~ the main ship s-team-
generating plant.
In accor~ance with one of the embodiment 8 0~` the
present invention the steam turbine of the anti-icing
system is additionally coupled, as to the waste steam,
- 12 -
with the trimming arld heeling tanks.
The couplinO f the s-team turbine with -the tri~mi~g
anl heelin~ tanks allo~s to heat the v~ater in said
tanks, preventing its freezing. This improves the re-
liability of tri~ming and heeling of the shlp.
Furthermore, the heatin~ of the ~7ater in -the -trimm~
ing and heeling tanks allows to elevate the ship hull
temperature~ This der~li~ishes, in turn,-the frostinO-up
of the ship hull ar~, hence~ improves i-ts propulsive qua-
lity in ice.
Cther and further objects and advan-ta~es o~ the in-
vention YJill be ~e-tter unders-tood ~rom the follo~ing de-
scription taken in conjunction wi-th tL~e accompanyin~
drawinOs illustrating preferred eLLIbodirneNts of the inven-
-tion, wherein:
Brief Description of the ~rawings
Figo1 is a diagramatic top vie~7 of ~e ice-ship in
accordance with the present invention;
Fi~.2 is the same as in ~ig.1, si~e view;
Fig~3 is a cross-sectional vie~ of one embodiment
of the air l~anifol1;
Fig.4 is a c~oss sectional vie~J of another embodi-
~ent OI` the air .manifo ld;
~ ig.5 is a diaOra~tic side view of another embodi-
ment of ~he ice~ship;
Fig.6 is a diagrama-tic side vie~ of s-till an other
embodi~e~t of the ice-ship;
Fig~'7 is -the same as in E'ig.6~ -top view,
Fig.8 is the same as in Fig.5~ top view.
Detailed Description OI the Invention
Re~erring llOW -to the accompanyin~ drawin~s and
namely to Fig o1~ the ice-ship comprises a hull 1 accommo-
dating two tri~ming tanks 2, two heelin~ tanks 3, a main
ship steam-power plant 4 incorporatin~ a throttling de-
vice 5 and a deaerator 6~ anl a~ an-ti-icing sys-tem in-
cluding a compressor 7 ~hth a drive made in the ~orm o~
a steam turbine 8, two air r,anifolds 5 with openings 10
to blow the air out 9 arranged bel~/-the waterline (~)
symmetrically with respect to the Iore-and-a~t line along
the hull 1 of the ship, -two air li~nifolds 11 ~th open-
ings 12 used to blow out the air 5 arranged along a stem-
post 13 of` the hull 1 ~ -the ship, a pipeline 14 wQth
taps 15 used to supply th~ air in-t~ the air ~ai~folds 9,
11 from the compressor 7, and an air heater 16.
'~he compressor 7 OI' the anti-icing system is made as
a~ axial~ one, bu-t other types o~ the compressor 1
may be also used.
'~he s-team turbine 8 which is used as a drive o~' the
compressor 7 o~ the anti-icing system in ice-ships in
which main power plant is a steam power one, allows to
use the steam energy o~` the main ship s-team power plant
4 to provide tne pneuma-tic ~low along -the hull 1 o~' the
ship.
'~he s~eam turbine 8 is connecte~ in parallel with
- 14 -
the throttling device 5 of the main ship s-team power
pla~t 4.
Re~erring now to Fig~2 3 the air ~anifolds 9 are
forMed by shaped members ~astened stiffly to the external
surface o~ the hull 1 o~ the ship in her bildge porti,on 17,
and by the hull 1.
The length o~ the air manifolds 9 is approximately
two thirds of the length of the hul'l 1 o~ the ship.
r~he air I~nifolds may be of trian~le or semioval
shape in cross-section (Fig.3 anl 43.
~ he shape o~ the cross-sec-tion ~L' -the air manifold 9
is chosen dependin~ upon the purpose o~' the ice-ship.
So, ~'or example, ~or ice-breakers operatin~ under
bea~y ice condi-tions it is advisable to employ the alr
manifolds 9 (I1`ig.4) ha~in~ the semioval cross-section,
providing a higher stre~gth a.nd a better stream- line
form~
For transport ice-ships operatin~ under easier ice
conditions, even frequently in clear water, it is advisab-
le to use the air mani~old5 9 (h`ig.3) having triangle
cross-section, which is less stronO ~ but simpler in ma-
nu~`acture . In transport ships~ the air ~anif'olls 9 may
serve -the function ot` passive ship stabilizers -'bildge
keels.
~ ne width o~' the air manifolds 9 chosen from the
condition o~ optimal hydraulic resis-tances and the uni-
f orm ai r distribution.
- 15 -
The air manifolds 9 (Fig.1, Fi~.2)~etheopenings 10
used to blcw the air, out arral~ed alo~ the entire len~th
o~ tlle air ~anifoJd ~ in the lo~Jer portion thereof~ '~he
openin~s 10 face a bo-t-tom 1~ o~ the hull 1 o~' the ship.
This allows the clo~ginO 0~ the openin~s 10 ~.~th ice to
be avoided.
~ he diame-ters of the openings 10 are from 0.1 to.1.0
of t~e width (H) o~ the air ~ni~olds 9.
Ths spacin~ be-tween the openinOs 'l0 (.~i~.1) is ~rom
0.2 to 0.4 o~`-the ship draught. ;~his provides complete
washing of the entire hull 1 o~ the ship i~l the area OI'
the waterline (B~).
'l'he ai.r manif`olds 9 are coupled wit'- the co~llpressor 7
by the ~ir SL~PP1Y pipeline 14.
As shown i~ FiD~5~ iI t'ne ice-ship is provided with
ice boxes 19 which recei~e v~ater above the bildge por-
tion 17 o~ the hull 1, then -the air ~anifoJd ~ rounds the
ice bo~es 19.
If` the ship is provided ~th the ice boxes 19 recei-
ving the .~ater in t~ie bildge por-tion 17 OI` -the hull.1
then three ~lOt interconnected air manifolds 9 (Fig-6,
Fig.7) are installed sy~metrically with respect to the
fore-and-aI't line, -the ice boxes 19 b'ei~ arranged there-
bet~een.
In the above mentioned elllbodime~t OI' the anti-icing
system, the air supply pipeline 14 is coi~nected ~th the
air l~nifolds 9 b~ means OI~ the taps 15.
1b
The air manifolds 11 arranged along the stempos-t 13
OI' the hull 1 o~ the ship are ormed by shaped members
fastened to the in-ternal surface of the hull 1 o~ the
ship symmetrically with respect to the stempost 1~ in the
l~media-te vicinity thereto, anl by -the surfaces OL` -the
hull 1 of the ship~
l~he air manifolds 11 have the sa~ne ~th and cross
section as the air manifol~s 9.
'rhe lenOth ot -the air manifolds 11 is equal to the
distance from the waterline (B~) to ~he bild~e portion 17.
The openings 12 used to blow -the air out from the
air ~aniiolds 11 are made in the hull 1 alon~ the en-tire
length OI` the air manifolds 11 anl have a spacin~ equal
to 0.1 to 0.3 OI` the ship draught.
'l'he diameters o~` the openings 12 increase as the
openings 12 apr~roach trle bottom 1~ ~r` -the hull 1 and range
~rom 0.04 to 1.0 of the width (H) o~ the air manifolds 11.
Such openings 12 allow the air to be uniformly dis-
tributed a~on~ -the openin~s arranged a~ a di~erent
de,th.
'~he air manifolds 11 fastened -to the internal sur-
~ace o~ -the hull 1 of the ship areadvi~able for the ships
operatin~ in particularly heavy ice condi-tions when
stringent requirements ~replaced upon ~he reliabili-ty o~
the hull structures.
The air ~anifolds 11 are connected with the pipe-
line 14 by means OI' the taps 15.
- 17 -
IQ the event it is necessary to install the air
manifold 11 in -the ships which are already in serv.ice,
while their cons~ruction features of the hulls 1 and the
dimensions of the ~raming o~ t~le stempost 13 do not allow
two air manifolds 11 to be positioned ~i-thout impairing
the ship s-treng-th, one air manifold 11 (not shown) is
installed. ~he openings 12 are Inade în this case in the
hull 1 on both sides wi-th respect to the stempost 13.
~ he air manifol~s 11 are connected with the air
slpply pipeline 14 by means of the taps 15.
In accordance wi-th the preserlt invention, -the air
maniYolds 11 (Fi~s 5~hr~! 8) can be fas-tened to the
ex-ternal sur~ace o-~ the hull 1 OI tile snip- This is ad-
visable for -transport ice-ships anl ice-breakers that
are already in ser~ice~
. In ~i~s.5 -through 8 and in Figs.1 through 4~ like
reference nu~erals refer to like parts OI the ice-ship.
The air manifolds_ 11 fastened to the external sur-
face o~ the hull 1 o~ the ship ha~e semioval cross-sec-
tlon fea-turi~ a higher streIl~-th.
A variety of el~bodiments are possible for -the air
mani~olds 11 ~astened to the external surface o~ the hull
1 of the shipr ~or example, Figs.5, 8 illustra-te the air
manifolds 11 fastened to the external surface of t~e
hull 1 of the ship9 -that are stiffly col~ec-ted to and
communicate with the air mani~`olds ~; an~ ~ve a common
air s~pply with t~e air manifold 9.
- 18 -
Figures 6~ 7 represent the embodiment of the ice-
ship havlng not interconnected air inani~'olds 9 a~1 11~
The air ma~ifolds 11 are connected with the pipe-
line 14 by means o-~' the taps 15.
In the air ~Lanifolds 11 -fastened to the ex-ter~al
surf'ace of the hull 1, the ope~in~s 12 ~'ace the bot-tom 18
of the hull 1 and have -the same diameters and spacin~ as
the openings 12 (r~'ig.1) irL the air manifolds 11 ~astened
-to the in-ternal surface or the hull 1.
~ o~ever3 when the air mani~'olds 11 (Fi~ io.~)
are fastene~ to the e~ternal surlace of the null 1 and
are con.~ected. wi-th -the air -~nifolds c, ~the diameter o~'
lar_~er openinO 12 o~` each o~' tLle air ~anifolds 11 s~lould
be smaller than -the diame-ter or t-L-le opeaint; s 10 OI` the air
mani~'olds 9. ~'his provicLes a uniform distlibution of the
air al~lon~ tre op~nings 10, 12.
~ 1~L1e he..ter 1~ (~ig.1) OI` the air o, -the anti-icinO
sys-tem, installe~ in the aiI suppl~ pi~eline 14
is ma~e, for ~xa,n~le, as a heated pl~te--type se~arator, is
arran~ed at an inlet oL tile compressor 7 and is couple~
~.vith tile st~am tuI~bine ~ as to the .vaste steam. Lhis
provides ~loatinO o~' tLe tlea-teI 16 ~rith tL1e waste ste~L
o~ the tur~in~ 8, i.t?. tile ile~t of -t-le li~in ship Ste-L:L-
power ~lan-t 4 is utilized.
TLle use o~ the heater 1~ a-t tLLe inlet ol the co~.p-
ressor 7 is a~visable ~or ice-ships o)eratin~ at an air
te~eera-t~lre IrO~L 0C and below.
- 19 -
In accordance wi-th the presen~ invention~ other
ver~ions ~fethe arrangement of the heater 1~ ~ the air
in the pipeline 1,4 used to suppl~ the air to the air ma-
nifold~ 9, 11 are possible.
Shown in Fi~.7 i~ the ice-ship having tae hea-ter 16
arranged at an outle~ of the compressor 7. '~his is advi-
sable ~or ships operating at an air temperature from ~C
to -~10C.
In accorda~ce with ano-ther embodiment of the inven-
tion represented in ~'ig.8, the air heaters 16 o~ the
anti-icing system are arran~,ed at the inlet and at the
outlet OI the compressor 7. 'rhis is advisable for ice~
ships operatinO at an air -te~.^,perature from -50C to ~10C~
In accordance with still f.urther e~bodi~nent o~ tne
invention, it is advisable to co~nect the steam turbine 8
~Fig.8) with the tri ,rning tanks 2 and the hsaling -tanks ,~,
as to the ~arte steam. '~his preven-ts ~reezing of the
water therein.
'~he anti-icinO system of the ice-ship operates as
~ollo~,~ls .
The steam of the l~ain ship ,steam~power plant 4
.1) is supplied to the inlet branc~l ~ipe (not sho~)
of the steam turbi~e 8 rotatin~ -the coinpressor 7.
The waste steam of the s~e~n turbine ~ is ~ed ~or
utili~ation; for heating the air in the heater 16, for
heatin~ -the water in the tri~nin~ tanks 2 anl i~ the
heelinO tanks 3, and for heating -the ~ater in -t~e d~aera-
tor 6.
- ~0
Th~ ambie~t air pZ~9i~; through t~e air ~uppl,y line
14 a~d through tbs ~ir h~ater 1~ i9 suppliad i~to the
cnmprassor 7 at a tempar~tur~ hi~her t~a~ t~e aklaDspbs-
ric temperatuxe b~y 5 to L~C.
If the aix heater 16 i 9 ~ot in~tallad at the i~let
OI tha compr~ssor 7 (Fig~ 7~ 9 tl~e air i~ suppli~d into
the compr~s~or at an atmospherlc t~mperatllre.
I~ th~ cour~e OI air compre~iDn~ at th~ oll~let of
the compressor 7 (Fi~. ~1) it~ temperaturs beeome~ higher
than the t~mperaburc o~ air at the inlet o~ thfl compres
30r ? b~ 60 to 100Cg a~d tbe air pre~sure r~ise~ to 108
2.5 atm (ab~.
The compressed a ir i~ f~d by the cD~pressor 7 into
ths air suppl~ pipeli~e 14.
IX at the outleb oî tbe compre~sDr 7 (Fig . 7 ~ 8), is
installed th6 alr heater 16 tha oompre~sed air is
additio~ally beated by 5 t~ 40C before it e~ter~ thQ
pipsline 14. A~ a result, the volumetric flow rate o~
tbe alr is increased without irlcr3~se ln i t9 welght flow
rate .
~ he compre~ed air at a temperature Df 110 to 180Ct
a pressure of 108 to 2.5 abm (ab~ and in the amount Df
10 to 30 m3/~ l~ 9upplled tbrougb ~e pip~liue 14 ~Flg. 1)
i~to th~ sir ma~ifold~ 9 arranged. alon~3 the hull 1 o* the
~hip a~d thxougb th~ taps 15~ into th~ air ma~i~old~ 11
arx~nged a t the ~tempo~t 13 of the ~blp,.
I~ tbe embodlme~ts illu~trat~d i~ ~g~O 5 through 8,
--21_
the air is supplied into the air manifolds 9, 11 from
the pipeline 14 through -the -taps 15.
'rhe air distributed uniformly among the openin~s 10,
12 is blo~ out overboard ~hrough the openings 10, 12 o-f
-the air mani~olds 9, 11~ respectivel~, bel~q the water-
line, e~bracing -the e~tire surYace OI the ship ~'rom the
s-tempost 13 to the stern.
Air bubbles ascend to the water surface, generating
a s-txong, upward Ylow of` -the sea water at the hull 1 ~`or
the en-tire draught OI -the ship.
The deep sea water itselI` has a temperature higher
than -the temperature of the suxface wa-ter, while the deep
sea ~ater heated by the hot air bubbles ar~ liI`-ted to -the
sur~ace all the more wets an~ melts the ice in the co~-
-tact region with the ship, thus pre~enting sticking ~
ice an~ snow to the hull 1 andg hence, preventin~ the
Yrosting-up of -the ship. h~urthermore, the ~riction bet-
ween the ice and the hull 1 o~ the ship is reduced.
The thickness of the deep sea water layer bein~
ted is maximum since the air bubbles ascend no-t in
the immediate vicinity to the hull 1 as the proro-type,
but at a dist~lce equal to the width OI` the air mani-
Yolds 9, 11. Further~ore~ the air heated in tha air
heater 16 has a higher ~olume-tric flow ra-te. '~he ~aximum
t"iGkness of the layer OI' sea water washing intensi~ely
tàe hull 1 of the ship allows the propulsive quali-ty o~
~he ship in ice to be i~proved~
- 22 -
Thus~ in the proposed ice-ship the hull 1 is comp-
letely washed and maximura thickness o~ the saa water
layer being lifted is pro~ided, This allows the propul-
sive qualitJ of the ship in ice -to be ma-terially irnpro-
ved.
iU As it was mentioned hereinabove, in -the ~ 4}~
ice-ship the anti-icing s~stem provides for the utiliza-
tion o~ the waste ste~a o~ the steam turbine 8.
So~ when the steam turbine 8 is connected with the
air heater the latter is heated by the was-te steam. This
provides for ~inimum energy expendit~res for heatin~ .
air I`or pneuma-tic flow washin~ the hull 1 o~ the ship~
I~. the steam turbine 8 (Fig.8) is connected with the
trimmirl~ tanks 2 an~ tne heelin~ ta~s 3, -the ~Jater in
said ta~ks is heated by the waste steam o~' the steam
turbine 8. ~his prevents freezing oY -the water, improves
the e~`ficie~c~ o~ the trimming and t~le heeling of the
ship and, hence, i~aproves the ef`Iicienc~ of ship opera-
tion in heavy ice.
Furthermore~ the heated water in said ta~ks 2 t in-
creases somewhat the telaperature OI the hull 1 of the
ship. This also reduces, ~l~ostin~-up o~` the ship and,
hence, improves her propulsive guality in ice.
The connection of -the steam turbine 8 (Figs~1, 7, 8)
in parallel with the throttle 5 allows to use the waste
steam OI ~he stea~ ~urbine 8 for heati~g the water in
the deareator 6. The live steam of the ~ain ship steam
power plant 4 is used for hea-ting the water in the dearea-
tor 6 only when maximum power of the main ship steampower
plant 4 is developed.
Thus, the utilization of the waste steam of the
steam turbine ~ increases the efficiency of the main ship
steampower plant 4 and reduces the energy expenditures for
the pneumatic flow along the ship.
The construc-tion of the ice-ship with the anti-
icing system opens -the way to improve her propulsive quality
in ice, to reduce the energy expenditures for producing
the pneumatic flow along the ship hull and to enhance the
efficiency of the main ship steampower plant.
- 24 -
