JP6105775B2 - Ship resistance reducing device, manufacturing unit for manufacturing the same, and manufacturing method - Google Patents

Description

  The present invention relates to a marine resistance reduction device, a production unit for producing the device, and a production method.

  Generally, when a ship navigates, the ship receives resistance from air and wind as well as resistance from water and waves. Actually, the air resistance can deteriorate the fuel efficiency of the ship, reduce the maximum speed of the ship, and acts as a factor that reduces the maneuvering performance of the ship. In particular, in the case of a ship with a large wind pressure area such as a super large container ship, a cargo ship, etc., the main hull and cargo loading shape on the water surface is close to a rectangular parallelepiped, exposed to a high position from the water surface, The wind and the ship collide with the surface of the water, and the resistance caused by the green water that reaches the bow side is very large.

  For example, when a container ship has many cargoes or high structures in the upper deck, the fuel consumption rate is high due to air resistance during operation, and the container ship always operates with containers loaded. High fuel consumption due to air resistance.

  If a resistance reducing device such as an air spoiler or an air deflector is installed at such a bow, fuel efficiency can be improved by an aerodynamic design effect. As an example, Patent Document 1 discloses a technique for a marine air (or wind) deflector installed at a bow portion in order to reduce hull air resistance.

  Since such a resistance reduction device must withstand strong wind pressure, strength is very important. For this reason, a resistance reduction device in the form of a metal structure may be manufactured by metalworking and welding. However, in this case, the resistance reduction device can be easily manufactured. However, as the size of the device decreases, the weight increases and the work efficiency of transportation and installation work may be deteriorated.

  In order to solve such problems, composite materials can be used in the fabrication of resistance reduction devices. However, unlike conventional production methods such as one-piece molding using a die like a resistance reduction device for automobiles and warming and pressure molding methods such as aircraft production technology, it is a single structure made of composite material. It is very difficult to manufacture a marine resistance reduction device manufactured by integral molding.

  In addition, since the composite material is vulnerable to welding heat, it is not easy to manufacture a resistance reduction device or attach it to the hull through a welding operation. And, it is not realistic in terms of effectiveness compared to the cost to manufacture by a room temperature pressure molding method similar to the manufacture of a blade of a wind power generator.

US Registered Patent No. 4843997

  Embodiments of the present invention provide a marine resistance reduction device capable of reducing resistance caused by fluids such as ship air, wind, and green water, and improving fuel efficiency, a production unit and a production method for producing the same.

  In addition, a frame part installed on the bow deck of the ship and a lightweight panel so as to cover the space between the frame parts so as to reduce resistance due to the fluid acting on the cargo loaded on the ship, This is a marine resistance reduction device that can withstand the load of fluids such as bow air, wind, and green water without raising support pillars, and can reduce the fuel consumption of the marine vessel by reducing the weight. A production unit and a production method are provided.

  According to one aspect of the present invention, a plurality of frames that cover a space between the frame portions so as to reduce a resistance caused by a fluid acting on cargo loaded on the vessel; A marine resistance reduction device is provided.

  The frame portion includes a skeleton frame that is connected to a bowwork of the ship and supports a load.

  The frame part is supported by the frame frame, has a lattice shape, the panel frame to which the panel is coupled, the frame frame or the frame frame connected to the panel frame and forming an outline of the resistance reduction device, It further includes a diagonal frame connecting the center point of the lower frame of the outer frame and the end of the upper frame.

  The outer frame includes a lower frame made of a curve or straight line having a bow shape on the xy plane of the ship, and an upper frame made of a curve or straight line having a width smaller than the width of the lower frame on the xz plane of the ship. And a side frame made of a curve or a straight line connecting the end of the upper frame and the end of the lower frame.

  The side frame of the frame part and the frame frame are arranged so as to coincide with the extending direction of the bulwark structural material of the ship, and the upper surface of the bulwark upper plate of the ship is in surface contact with the bottom surface of the lower frame.

  The panels may have a plate shape and may be combined continuously with part of the end portions overlapping each other, or may be coupled to panel fastening grooves formed on the side of the panel frame of the frame portion.

  The upper end width and height of the resistance reducing device may be 50 to 80% with respect to the maximum loading height and the maximum loading width of the most advanced container on the bow side of the ship, respectively.

  The frame part is further provided with a lug and a scaffold.

  According to another aspect of the present invention, a frame portion installed on a bow deck of a ship; and a space between the frame portions is covered so as to reduce resistance caused by a fluid acting on cargo loaded on the ship. There is provided a marine resistance reduction device including: a plurality of panels; and an insertion frame in which a part of the panels is inserted for connection between the panels and the lower side is supported by the frame portion.

  The insertion frame includes an insertion groove into which an end portion side of the panel is inserted. A diameter of an insertion side of the insertion groove into which the panel is inserted is formed smaller than a thickness of the panel, and the panel is press-fitted. Is inserted into the insertion groove.

  The insertion groove may be formed such that the inner diameter increases toward the inner side and the inner diameter decreases at the end.

  One side of both insertion frames arranged on the upper part of the frame part may have an open shape in which the insertion groove is formed, and the other side may be arranged to face each other.

  Both insertion frames arranged on the upper part of the frame part can be welded together with a welding metal filled between the other sides of each other.

  An adhesive layer and a fiber layer above the adhesive layer may be formed on the outer surface of the panel inserted and fixed to the insertion frame.

  It further includes fastening means fastened so as to penetrate the panel or the insertion frame from one side to the other side of the frame part, and coupling the frame part and the panel or the insertion frame.

  The insertion frame and the frame portion may be integrally formed.

  The panel can be made of a composite material.

  According to still another aspect of the present invention, the step of inserting the panel into the insertion groove of the insertion frame supported by the frame portion; and fastening the fastening means so as to penetrate the frame portion and the insertion frame Joining the frame portion and the insertion frame; filling a gap between the insertion frames with a welding metal; and performing a welding operation using the welding metal to join the insertion frames to each other. And a method for manufacturing a marine resistance reducing device.

  The step of inserting the panel into the insertion groove of the insertion frame includes a step of forming an adhesive layer and a fiber layer above the adhesive layer on an outer surface of the panel inserted into the insertion groove.

  According to still another aspect of the present invention, the space between the frame portions is covered so as to reduce the resistance caused by the fluid acting on the cargo loaded on the vessel and the frame portion installed on the bow deck of the vessel. A marine resistance reduction device manufacturing unit for manufacturing a marine resistance reduction device including a plurality of panels, including a fuselage having a head and a fastening groove, wherein the panel and at least a part of the panel are lowered. A fastening member that is fastened through the panel and the frame part in a state where the frame part that supports the panel and connects the panels to each other is bonded; and is formed to extend from the pressure part. If a force is applied to the pressed part in a state where the coupling shaft including the pressed part and coupled to the hole penetrated by the pressure part is fastened to the fastening groove, the pressure part causes the flange to be pressed. The over arm portion pressurizing the handle portion in the locked state; Unit of marine resistance reducing device comprising a can be provided.

  The pressurizing portion is provided with a curved portion at a portion that pressurizes the frame portion.

  The panel further includes a hollow sealing member inserted into the through hole of the frame portion, and a first washer attached to the upper portion of the panel so as to correspond to the through hole, and the fastening member includes It can be inserted into the sealing member through one washer.

  And a second washer that is sequentially fastened to the fastening member inserted into the sealing member, a pressurizing spring, and a third washer. The handle portion is coupled to the fastening member, and a force is applied to the pressed portion. Is applied, the third washer is pressed so that the pressurization is performed by the pressurizing unit, and the force can be transmitted to the pressurizing spring.

  According to still another aspect of the present invention, (a) in a state where the panel and the frame portion are bonded, the fastening member is fastened so as to penetrate the panel and the frame portion; Coupling the handle portion to the fastening member; and (c) applying a force to the handle portion to pressurize and lock the frame portion by the pressurizing portion; A method may be provided.

  After the step (c), the method may further include a step of applying an adhesive to the gap between the panels, and the handle portion may be released from the fastening member after the adhesive is cured.

  The ship resistance reducing device, the manufacturing unit and the manufacturing method for manufacturing the same according to the embodiment of the present invention can reduce the resistance caused by the air, wind, and green water of the ship, and improve the fuel efficiency.

  In addition, instead of being supported by the pillars, the front part of the cargo loaded on the ship is blocked by tilting with a lattice-type frame part connected to the bulwark structural material on the bow side and a panel covering the space between the frame parts, Air resistance can be effectively reduced.

  Further, since the membrane-shaped panels are connected between the lattice-type frame portions, a considerable amount of weight saving effect can be brought about for the steel structure.

  In addition, while providing a frame frame connected to the bulwark structural material as a frame part, a panel frame supported by the frame frame, and a diagonal frame connected to the frame frame, the size of the panel frame is made as identical as possible. By minimizing the type of panel, there is an advantage that the panel can be easily manufactured and the mounting method can be facilitated.

  Also, in order to maximize the fuel efficiency by conducting experiments with the main shape dimensions that are the shape determining elements of the resistance reduction device corresponding to the width and height of the front part of the container that is the cargo loaded on the ship There is an advantage in that it is possible to provide the main geometric dimensions of the resistance reducing device.

  In addition, the frame portion is further provided with lugs and scaffolds, so that the resistance reduction device can be easily mounted and removed, and the accessibility of the user can be improved even during periodic inspections and partial repairs.

  In addition, the lower frame of the resistance reduction device can be fixed by welding, or the bulwark upper plate of the ship can be combined with bolts and nuts so that it can be assembled and disassembled, so that the resistance reduction device can be easily mounted or disassembled. it can.

  In addition, by forming a resistance reduction device by connecting the insertion frame with the panel inserted and fixed by the lower frame part, the hull air resistance is reduced, fuel economy is reduced, workability is improved, and lightweight strength A strong resistance reduction device can be manufactured.

  Further, the resistance reduction device manufacturing unit can be used to more firmly connect the panel and the frame, and the resistance reduction device can be easily and efficiently manufactured.

It is a use state figure showing the state where the resistance reduction device of the ship by the example of the present invention was applied to the ship. It is a perspective view which shows the flame | frame part and panel of the resistance reduction apparatus shown by FIG. It is a perspective view which shows the inner side shape of the resistance reduction apparatus shown by FIG. It is a perspective view which shows the green water load position of the resistance reduction apparatus shown by FIG. It is a graph which shows the interpretation result with respect to the stress shown by FIG. It is a figure which shows the main geometric dimensions which are the shape determination elements of the resistance reduction apparatus shown by FIG. It is a figure which shows the main geometric dimensions which are the shape determination elements of the resistance reduction apparatus shown by FIG. It is a figure which shows the main geometric dimensions which are the shape determination elements of the resistance reduction apparatus shown by FIG. It is an interpretation figure which shows the ratio of the air resistance which acts on a front part by the main shape dimensions of FIGS. It is a perspective view which shows the lug and scaffold of the flame | frame part shown by FIG. FIG. 3 is an exploded perspective view illustrating a connection method of the resistance reduction device illustrated in FIG. 1. It is sectional drawing which shows the coupling | bonding form between the frame part shown in FIG. 2, and a panel. It is sectional drawing which shows the coupling | bonding form between the frame part shown in FIG. 2, and a panel. It is sectional drawing which shows the form with which the flame | frame part shown in FIG. 2 and the panel were couple | bonded with the volt | bolt. It is sectional drawing which shows the form with which the insertion frame which fixes a panel to the upper part of the flame | frame part shown by FIG. 2 was provided. FIG. 16 is an enlarged cross-sectional view of a part of the insertion frame shown in FIG. 15 and a panel inserted and fixed thereto. FIG. 16 is a cross-sectional view showing that the end of the insertion frame and the panel shown in FIG. 15 are formed in an arrow tip shape. FIG. 16 is a cross-sectional view showing a form of an insertion frame into which the panel is inserted when the panel shown in FIG. 15 has a certain curvature. It is sectional drawing which shows the form with which the flame | frame part and panel shown by FIG. 2 were couple | bonded by the production unit of the resistance reduction apparatus. It is sectional drawing which shows the form with which the flame | frame part and panel shown by FIG. 2 were couple | bonded by the production unit of the resistance reduction apparatus. It is a disassembled perspective view of the manufacture unit of the resistance reduction apparatus shown by FIG. 19 and FIG. It is sectional drawing which shows the process in which a panel and a frame part are combined using the manufacture unit of the resistance reduction apparatus shown by FIG. It is sectional drawing which shows the process in which a panel and a frame part are combined using the manufacture unit of the resistance reduction apparatus shown by FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a use state diagram illustrating a state in which a ship resistance reduction device according to an embodiment of the present invention is applied to a ship.

  Referring to FIG. 1, a resistance reducing apparatus 100 according to an embodiment of the present invention may be installed on an upper deck of a ship 10. For example, the ship 10 includes a super large container ship, but is not limited thereto. The resistance reduction device 100 improves the fuel consumption of the ship 10 by preventing or reducing resistance caused by air, water (for example, green water) and wind during the navigation of the ship 10. Moreover, the maximum speed reduction of the ship 10 can be prevented, or the efficiency of the maneuvering performance of the ship 10 can be increased.

  The resistance reduction device 100 is provided so as to correspond to the bow shape of the ship 10 and can be formed in a shape that increases in width from the front to the rear. Here, the container 20 is loaded on the rear side so as to be separated from the installation position of the resistance reduction device 100 by a certain distance. The resistance reduction device 100 is appropriately disposed in a bow side space where the container 20 cannot be loaded, and can effectively reduce air resistance and the like and improve fuel efficiency without lowering the loading efficiency of the container 20.

  The ship resistance reduction apparatus 100 according to the embodiment of the present invention includes a bow-work structural member 11 protruding above an upper deck of the ship 10 and a frame of the frame portion 110 of the resistance reduction apparatus 100. The resistance reduction device 100 can be firmly coupled to the hull of the ship 10 by being connected so as to coincide with each other.

  The resistance reduction device 100 firmly connected in this way can withstand various loads such as air, wind, and green water without using a separate pillar, and does not sag due to the load itself. In addition, various ship preparation products can be installed and used in the inner space covered by the resistance reduction device 100.

  FIG. 2 is a perspective view showing a frame portion and a panel of the resistance reducing device shown in FIG. Referring to FIG. 2, the present embodiment covers a space between the frame part 110 and a frame part 110 arranged in a lattice shape on the deck of the bow of the ship and connected to the end of the bulwark structural material 11 of the bow. And a plurality of panels 120 forming the shape of the resistance reduction device 100. The plurality of panels 120 are arranged and coupled between the frame portions 110 to finish a space between the frame portions 110. The frame unit 110 includes a skeleton frame 111, panel frames 112 and 113, diagonal frames 114 and 115, and outer frames 116, 117, 118, and 119.

  The frame part 110 is connected to the ship's bow side bulwark, and more specifically, the framing frame 111 of the frame part 110 can be connected to the bulwark structural material 11, respectively, I-shaped, L-shaped, H-shaped It means a steel structure like a letter beam.

  Further, as a specific connecting method, the skeleton frame 111 is fixed by welding in a state where it matches the bulwark structural material 11 of the ship, or the skeleton frame 111 is fixed to the bulwark structure of the ship as shown in FIG. The lower frame 117 and the bulwark upper plate 12 which are laminated in a state of being in agreement with the material 11 can be combined with bolts and nuts so as to be disassembled and assembled.

  The panel frames 112 and 113 are supported by the frame frame 111, and a plurality of panel frames 112 and 113 may be provided so that the horizontal direction and the vertical direction intersect to form a lattice shape. The panel frames 112 and 113 have a panel fastening groove into which the panel 120 is fitted or filled with an adhesive, a weld metal, or the like, or a large number of panel fastening holes for fastening rivets or bolts. Have one. The panel fastening grooves or panel fastening holes of the panel frames 112 and 113 may be sealed by sealing after the panel 120 is installed. At this time, the panel 120 may be connected to or coupled to the frame unit 110 with a fastener including any one of an adhesive, a rivet, and a bolt.

  The diagonal frames 114 and 115 are composed of curves or straight lines connecting the center point of the lower frame 117 and the end of the upper frame 116. A space between both the diagonal frames 114 and 115 and the upper frame 116 is formed in an inclined flat plate shape, and fluid resistance such as air and wind can be reduced.

  The outer frames 116, 117, 118, and 119 are connected to the frame frame 111 or the panel frames 112 and 113, and are responsible for forming the outer shell of the resistance reducing device 100. The outer frames 116, 117, 118, and 119 include a lower frame 117 that is a curve or a straight line having a bow shape on the xy plane of the ship, and a curve or a width that is smaller than the width of the lower frame 117 on the xz plane of the ship. It includes an upper frame 116 made of a straight line, and side frames 118 and 119 made of a curve or a straight line connecting the end of the upper frame 116 and the end of the lower frame 117.

  The panel frames 112 and 113, the diagonal frames 114 and 115, and the outer frames 116, 117, 118, and 119 as described above are connected to the skeleton frame 111 to form the frame portion 110, which is a ship hull structure. It can be firmly installed on the hull through a certain bulwark structural member 11 and bulwark upper plate. In particular, the main load is distributed to the hull side through the skeleton frame 111, the bulwark structural member 11, and the bulwark upper plate, so that the panel 120 can be firmly supported by various loads applied to the ship.

  The shape of the panel 120 includes not only a square and a triangle but also other polygonal shapes. Further, the panel 120 may have a curved contour. The panel 120 includes a plate shape having a curvature or a flat plate shape. In addition, the panel 120 has a small panel structure that is continuously combined while a part of the end portions overlap each other, or a panel fastening groove formed on the side of the panel frames 112 and 113 is generally used. A large panel structure that can be coupled using a coupling method between a window and a window frame.

  The panel 120 may be made of a membrane-shaped thin film, steel, or a composite plate so that air, wind, water, and the like can be blocked. The composite material is a combination of two or more materials, and has excellent characteristics that cannot be obtained as a single material. The composite material includes, for example, a glass fiber reinforced polymer composite material. Accordingly, the resistance reduction device 100 can be manufactured with a light weight, and has durability that can withstand strong air resistance and weathering. The material of the panel 120 can be selected from a panel product group having a material excellent in waterproofness and light weight.

  FIG. 3 is a perspective view showing an inner shape of the resistance reducing device shown in FIG. Referring to FIG. 3, each panel 120 is supported by a frame part 110 having a frame frame 111 extending from the bulwark structural material 11, so that an upper frame in the form of a beam can be used without using a separate pillar. No dripping occurs at 116. In addition, since the panel 120 is a material that is relatively lighter than the frame part 110, the resistance of the resistance reduction device 100 can be reduced, and the fuel efficiency of the ship can be improved.

  FIG. 4 is a perspective view showing a green water load position of the resistance reduction device shown in FIG. 1, and FIG. 5 is a graph showing an interpretation result for the stress shown in FIG.

  Referring to FIG. 4, the resistance reduction device 100 indicates the arrangement of green water loads determined by a classification rule [eg, German GL Classification Association]. At this time, an arrow shape 30 or a point shape 31 is It can be understood that it shows the Grywort load.

  As a result, referring to FIG. 5, when the stress analysis result of the resistance reduction device of this embodiment is viewed, the maximum stress is 271 MPa, the allowable stress 294.9 MPa is satisfied, and the deformation amount of the frame portion is about 50 mm at the maximum. Therefore, it can be interpreted that it is not necessary to apply a pillar to the resistance reduction device.

  The main shape and size of the resistance reducing device 100 that can maximize fuel efficiency while minimizing the hull resistance is determined by the container loaded on the ship. Here, the container 20 means a cargo in a state where a plurality of individual container boxes are stacked in both the vertical direction and the vertical direction.

  6-8 is a figure which shows the main geometric dimensions which are the shape determination elements of the resistance reduction apparatus shown by FIG.

  Referring to FIGS. 6 to 8, it is understood that the most advanced vessel 20 on the bow side of the ship 10 has a maximum loading height h and a maximum loading width l and is a reference value in the following description of the main shape dimensions. Can be done.

  The main dimensions for the resistance reduction device 100 are the distance a between the most advanced container 20 and the resistance reduction device 100, the height H of the resistance reduction device, which is a ratio to the maximum loading height h, and the maximum loading width l. It may be defined as the resistance reduction device upper end width L (eg, the length of the upper frame) which is a ratio. Here, the point b is the center point of the lower frame, c is the end of the lower frame, and d1 and d2 indicate the end of the upper frame.

  FIG. 9 is an interpretation drawing showing the ratio of the air resistance acting on the front portion according to the main shape dimensions of FIGS.

  Referring to FIG. 9, the air resistance ratio% acting on the front portion of the most advanced container may appear differently depending on the main shape dimensions (eg, L, H) of the resistance reducing device.

  At this time, as a result of the wind experiment using the 12000 TEU model, when considering only the front part of the container, when the upper end width L of the resistance reducing device is 50% and the height H of the resistance reducing device is 75%, The resistance ratio was 86.5%, and it was confirmed that the resistance to air resistance was the smallest. If the size is above a certain level, the expected effect is similar and the economic efficiency is inferior. That is, the air flow passing through the ship resistance reducing apparatus 100 flows to the side portion without hitting the front portion of the container 200.

  In addition, as a result of examining the fuel efficiency of the ship in consideration of the actual operation ratio (omnidirectional) of the ship, the fuel efficiency of the ship equipped with the resistance reduction device is highest when L = 75% and H = 75%. confirmed.

  Therefore, considering the interpretation result of FIG. 9 and the actual operation ratio, it can be determined that 50 to 80% of the L and H shape determining elements are appropriate for each reference value.

  FIG. 10 is a perspective view showing a lug and a scaffold of the frame part shown in FIG. Referring to FIG. 10, the frame unit 110 is provided with a lug 130 and a scaffold 140. A number of lugs 130 are provided on the upper surface of the skeleton frame 111 and / or the diagonal frames 114 and 115 which can be manufactured by a beam having an I-shaped cross section of the frame portion 110. Therefore, it is easy to mount and detach the resistance reduction device 100, and the user can easily approach the panel 120 side that needs to be inspected and partially repaired even during periodic inspection and partial repair. .

  FIG. 11 is an exploded perspective view illustrating a connection method of the resistance reduction device illustrated in FIG. 1. Referring to FIG. 11, the worker lifts the frame frame 111, the lower frame 117, the side frame 118, and the like, which are the frame portions for the resistance reduction device 100, using a crane or the like, and the ship's bulwark side. Transport to. Then, the frame frame 111 and the side frame 118 of the frame portion are arranged so as to coincide with the extending direction of the bulwark structural material 11. Next, after the upper surface of the bulwark upper plate 12 is aligned with the bottom surface of the lower frame 117 so as to be in close contact with each other, they can be connected so as to be disassembled by bolts and nuts. Here, as another example, contact portions between the lower frame 117 and the bulwark upper plate 12 may be fixed to each other by welding.

  12 and 13 are cross-sectional views showing a coupling form between the frame portion and the panel shown in FIG. FIG. 14 is a cross-sectional view showing a form in which the frame part and the panel shown in FIG. 2 are coupled by bolts.

  Referring to FIGS. 12 and 13, the panel 120 described above is provided in, for example, a plate shape having a curvature or a flat plate shape depending on the shape and arrangement position of the resistance reduction device 100. At this time, the frame unit 110 can support a part of the panel 120 on the lower side and connect the panels 120 to each other. That is, the frame part 110 can support a part of each panel 120 on the lower side in a state where the panels 120 are in close contact with each other in order to connect the panels 120 adjacent to each other.

  Further, the frame portion 110 is provided with a portion that is in close contact with the panel 120 in a planar shape. However, the present invention is not limited to this, and the frame portion 110 is provided so as to correspond to the shape of the panel 120. For example, the close contact portion of the frame part 110 is provided to have the same curvature as that of the plate-shaped panel 120 having a curvature.

  Further, the frame part 110 can be bonded to the lower part of the panel 120 with the adhesive 2 applied to the upper part. As yet another example, a sealing mat (not shown) may be attached to the upper portion of the frame portion 110, and the adhesive 2 may be applied to the upper portion of the sealing mat (not shown). . The sealing mat (not shown) is for preventing the inflow of fluid such as air. Such a frame part 110 is made of, for example, a metal material. Further, depending on the position of the frame part 110, the frame part 110 can abut not only the two panels 120 but also three or more panels 120. A gap formed between the panels 120 connected by the frame part 110 can be filled with the adhesive 4.

  Referring to FIG. 14, the bolt 9 can be fastened so as to pass through the frame part 110 and the panel 120 in a state where the frame part 110 and the panel 120 are bonded by the adhesive 2, thereby further strengthening the coupling. . Here, the bolts 9 include stud bolts (Stud Bolts), and in this case, there is a case where a work outside the hull that is tightened with nuts is required. In another example, fastening means such as a rivet may be used instead of the bolt 9.

  15 is a cross-sectional view showing a form in which an insertion frame for fixing the panel is provided on the upper part of the frame part shown in FIG. FIG. 16 is an enlarged cross-sectional view of the insertion frame shown in FIG. 15 and a part of the panel inserted and fixed thereto. FIG. 17 is a cross-sectional view illustrating that the end of the insertion frame and panel shown in FIG. 15 is formed in an arrow tip shape. 18 is a cross-sectional view illustrating the form of an insertion frame into which the panel is inserted when the panel shown in FIG. 15 has a certain curvature.

  Referring to FIGS. 15 to 18, an insertion frame 330 for fixing the panel 120 to the upper part of the frame part 110 is provided. At this time, the frame unit 110 supports the insertion frame 330 on the lower side and connects the insertion frames 330 to each other. The frame part 110 can be adhered to the lower part of the insertion frame 330 with the adhesive 2 applied to the upper part. As yet another example, the frame part 110 and the insertion frame 330 may be provided in an integrated form.

  The insertion frame 330 forms an insertion groove H into which the panel 120 is inserted. Here, the insertion groove H is provided in such a shape that the inner diameter is constantly increased toward the inner side of the insertion frame 330 so that the end side of the panel 120 is inserted and fixed, and the inner diameter is narrowed at the end. At this time, as shown in FIG. 17, the end of the panel 120 is provided in an arrow tip shape similarly to the end of the insertion groove H.

  In order to facilitate understanding, referring to FIG. 17, the diameter W1 on the inlet side of the insertion groove H into which the panel 120 is inserted is formed smaller than the thickness W2 of the panel 120, and the panel 120 is press-fitted. Thus, the panel 120 can be stably fixed by being inserted into the insertion groove H.

  15 and 16, one side of the insertion frame 330 has an open shape in which an insertion groove H is formed, and the other side of the insertion frame 330 faces the top of the frame part 110. Can be arranged to At this time, the insertion frame 330 disposed on the upper portion of the frame portion 110 so that the other sides face each other uses the welding metal 5 (for example, filler metal) filled in the gap between the other sides of the insertion frame 330. Can be joined together by a welding operation. As yet another example, the insertion frames 330 may be joined to each other by a method in which an adhesive is filled in a gap between the other sides of the insertion frame 330 and cured. Such an insertion frame 330 may be made of a metal material, for example.

  The panel 120 is provided in a form corresponding to the form of the insertion groove H of the insertion frame 330. At this time, the panel 120 includes at least one of a plate shape having a certain curvature and a flat plate shape.

  That is, as shown in FIGS. 15 to 17, when the panel 120 has a flat plate shape, the insertion groove H of the insertion frame 330 is constant without curvature so that the panel 120 having the flat plate shape is inserted. It can be formed into a form.

  As another example, as shown in FIG. 18, when the panel 120 has a plate shape with a certain curvature, the plate-shaped panel 120 having a curvature is inserted into the insertion groove H of the insertion frame 330. It can be formed in a form having a curvature corresponding to. The shape of the insertion groove H of the insertion frame 330 and the panel 120 is manufactured in advance and provided in a form that can be combined. In addition to the above-described forms, there are various forms depending on the form and arrangement position of the resistance reducing device 100. Can be pre-fabricated.

  Referring to FIGS. 15 and 16, both sides of the panel 120 are inserted and fixed in the insertion grooves H of the insertion frame 330 arranged to face each other on the upper part of the frame part 110. The resistance reduction device 100 is manufactured.

  At this time, for ease of understanding, referring to FIG. 17, the panel 120 is inserted in a state in which the adhesive layer 312 and the fiber layer 314 above the adhesive layer 312 are formed in a portion to be inserted into the insertion groove H. Can be inserted into the groove H. The adhesive layer 312 is made of, for example, a heat-resistant silicon material, and this is for preventing penetration of welding heat and moisture. The fiber layer 314 is provided with, for example, a glass fiber mat, which is to prevent welding heat from being transmitted to the panel 120 through the insertion frame 330. Thereby, when the metal 5 for welding is filled in the clearance gap between the other sides of the insertion frame 330, the damage of the panel 120 by welding operation can be prevented. This is very useful when the panel 120 made of composite material is to be assembled through a welding operation to produce the resistance reduction device 100.

  On the other hand, referring to FIGS. 15 to 18, the strength of the resistance reduction device 100 can be increased by coupling the insertion frame 330 into which the panel 120 is inserted and the frame part 110 to each other using fastening means. At this time, a hole penetrating the frame part 110 and the insertion frame 330 into which the panel 120 is inserted is formed using a drilling device such as a drill, and fastening means such as bolts and rivets are fastened to the holes. The panel 120 and the insertion frame 330 can be combined. When the frame part 110 and the panel 120 having holes that have been penetrated in advance are provided, the drilling operation may be omitted.

  For example, the bolt 6 is fastened so as to pass through the insertion frame 330 from the lower side to the upper side of the frame part 110, and the nut 7 is fastened to the bolt 6. Can be combined with each other. At this time, the bolt 6 includes a stud bolt.

  Hereinafter, the manufacturing process of the resistance reduction apparatus 100 will be described based on the contents of FIGS.

  First, the panel 120 is inserted into the insertion groove H of the insertion frame 330 provided in the upper part of the frame part 110.

  Next, the fastening means is fastened so as to penetrate the frame part 110 and the insertion frame 330 in which the panel 120 is inserted, and the frame part 110 and the insertion frame 330 are coupled.

  Next, the gap between the insertion frames 330 is filled with the welding metal 5. And welding work is performed using the metal 5 for welding, and the insertion frames 330 are joined. By repeating the above process, the resistance reduction device 100 can be efficiently manufactured without damaging the panel 120 provided with the composite material by the welding operation.

  FIGS. 19 and 20 are cross-sectional views showing a form in which the frame portion and the panel shown in FIG. 2 are combined by a fabrication unit of the resistance reduction device. FIG. 21 is an exploded perspective view of a production unit of the resistance reduction device shown in FIGS. 19 and 20.

  Referring to FIGS. 19 to 21, the panel 120 and the frame unit 110 are more firmly coupled by the resistance reduction device manufacturing unit 400 in a state where the panel 120 and the frame unit 110 are bonded.

  The resistance reduction device manufacturing unit 400 includes a fastening member 410, a handle portion 420, a sealing member 430, a first washer 441, a second washer 442, a pressure spring 450, and a third washer 443.

  The fastening member 410 includes a head 412 and a body 414 in which a fastening groove H having a concave shape formed by being bent at least once on the outer surface is formed. As described above, the fastening member 410 is bonded to the plurality of panels 120 constituting the shape of the resistance reduction device 100 and the frame part 110 that connects the panels 120 to each other and supports at least a part of the panel 120 on the lower side. In this state, the panel 120 and the frame part 110 are penetrated and fastened. Such a fastening member 410 includes, for example, a rivet.

  The handle part 420 includes a pressure part 422 and a pressed part 424 extended from the pressure part 422. The pressurizing part 422 is formed with a through-hole, and the handle part 420 can be coupled to the fastening member 410 by a method of fastening the coupling shaft 426 coupled to the hole to the fastening groove H described above. it can. Here, since the fastening groove H is formed in the body 414 so as to be bent at least once, the coupling shaft 426 is fastened to or released from the fastening groove H. Since the coupling or uncoupling of these is easily performed, an efficient and productive operation is performed.

  The pressurizing part 422 is provided in an open shape having a width W2 larger than the body 414 width W1 of the fastening member 410, and the fastening member 410 and the handle part 420 are easily fastened. The pressurizing unit 422 is provided with a portion that pressurizes the frame unit 110 in a curved shape. Moreover, the terminal part 422a on one side of the pressurizing part 422 is provided in a planar shape. This is to prevent the locking state from being easily released by the pressure unit 422 when the frame unit 110 and the panel 120 are coupled.

  When a force is applied in a state where the handle portion 420 and the fastening member 410 are coupled, the pressed portion 424 causes the pressing portion 422 to be in a locked state while pressing the frame portion 110.

  The sealing member 430 is inserted into the through-holes of the panel 120 and the frame part 110 and provided in a hollow shape. For example, the sealing member 430 may be implemented by rubber or metal. The sealing member 430 prevents inflow of a fluid such as air and allows the panel 120 and the frame part 110 to be more firmly coupled by the fastening member 410.

  The first washer 441 is attached to the upper part of the panel 120 so as to correspond to the through-holes of the panel 120 and the frame part 110.

  The second washer 442, the pressure spring 450, and the third washer 443 are sequentially fastened to the fastening member 410 inserted in the sealing member 430, respectively. At this time, after the handle portion 420 is coupled to the fastening member 410, if a force is applied to the pressed portion 424, the pressing portion 422 presses the third washer 443 and transmits the force to the pressing spring 450. Based on the above, pressure is applied to the frame part 110.

  Hereinafter, a process of manufacturing the resistance reduction device 100 using the resistance reduction device manufacturing unit 400 will be described with reference to FIGS.

  22 and 23 are cross-sectional views illustrating a process of joining the panel and the frame portion using the resistance reduction device manufacturing unit of FIG.

  Referring to FIG. 22, first, the fastening member 410 is fastened so as to penetrate the panel 120 and the frame part 110 in a state where the panel 120 and the frame part 110 are bonded by the adhesive 2. At this time, the fastening member 410 can fasten the panel 120 and the frame part 110 in the vertical direction. In this process, the hollow sealing member 430 is inserted into the through hole between the panel 120 and the frame part 110, the first washer 441 is attached to the upper part of the panel 120 so as to correspond to the through hole, and then the fastening member 410 is attached to the first member 410. This is performed in the process of inserting the sealing member 430 through the one washer 441. At this time, the sealing member 430 serves to prevent inflow of fluid such as air. The through holes of the panel 120 and the frame part 110 may be manufactured in advance so as to coincide with each other, or may be formed by a drilling device such as a drill with the panel 120 and the frame part 110 bonded.

  Next, the handle portion 420 is coupled to the fastening member 410. At this time, in this process, the second washer 442, the pressure spring 450, and the third washer 443 are sequentially fastened and fastened to the fastening member 410 inserted into the sealing member 430, respectively, and are positioned below the frame part 110. This is performed in the process of coupling the coupling shaft 426 to the pressure portion 422 and fastening it to the fastening groove H.

  Next, referring to FIG. 23, a force is applied to the pressed part 424 to pressurize the frame part 110 by the pressurizing part 422. At this time, the handle portion 420 is locked. Thereby, the panel 120 and the frame part 110 can be strongly coupled.

  Thereafter, the gap between the panels 120 can be filled with the adhesive 4. At this time, after the filled adhesive 4 is cured, the handle portion 420 is released from the fastening member 410, and the third washer 443, the pressure spring 450, and the second washer 442 are sequentially released from the fastening member 410. May be. At this time, the handle portion 420 can be conveniently released from the fastening member 410 by a method in which the connecting shaft 426 is simply released from the fastening groove H. However, this process is not necessarily performed, and as described above, the handle 420 may be maintained in a locked state. As described above, the resistance reduction device 100 can be effectively manufactured while repeating the above-described process.

  In the foregoing, a specific embodiment has been illustrated and described. However, the present invention is not limited to the above-described embodiments, and those having ordinary knowledge in the technical field to which the present invention belongs can be used without departing from the spirit of the technical idea of the invention described in the following claims. Any number of changes can be implemented.

2 Adhesive 5 Metal for welding 6 Bolt 7 Nut 9 Bolt 10 Ship 11 Bull work structure 12 Bull work upper plate 20 Container 100 Resistance reduction device 110 Frame portion 111 Frame frame 112 Panel frame 113 Panel frame 114 Diagonal frame 115 Diagonal frame 116 Outer frame / upper frame 117 Outer frame / lower frame 118 Outer frame / side frame 119 Outer frame / side frame 120 Panel 130 Lug 140 Scaffold 312 Adhesive layer 314 Fiber layer 330 Insertion frame 400 Production unit 410 Fastening member 412 Head 414 Body 420 Handle part 422 Pressurizing part 423 Pressed part 424a Terminal part 426 Bonding shaft 430 Sealing member 441 First washer 442 Second washer 443 Third washer 450 Pulling a Interval b Point d1 Terminal d2 Terminal h Maximum loading height H Height of resistance reduction device / insertion groove / fastening groove L Upper end width W1 Width W2 Width

Claims (17)

A frame installed on the bow deck of the ship;
A plurality of panels covering a space between the frame parts so as to reduce a resistance caused by a fluid acting on the cargo loaded on the ship;
An insertion frame in which a part of the panel is inserted for connection between the panels and the lower side is supported by the frame part;
Ship resistance reduction device. The insertion frame includes an insertion groove into which an end side of the panel is inserted,
The diameter of the inlet side of the insertion groove into which the panel is inserted is formed smaller than the thickness of the panel, and the panel is inserted into the insertion groove in a press-fit manner. The resistance reduction apparatus for ships described.   The marine resistance reducing device according to claim 2, wherein the insertion groove is formed such that the inner diameter increases toward an inner side and the inner diameter decreases at a terminal end. One side of the insertion frame disposed respectively on both upper sides of the frame portion, the insertion groove is opened shape is formed, the other side, characterized in that it is arranged so as to face each other The marine resistance reducing device according to claim 2.   5. The ship resistance reducing device according to claim 4, wherein the both-side insertion frames disposed on the upper portion of the frame portion are welded and joined by a welding metal filled between the other sides. .   The marine resistance reduction device according to claim 1, wherein an adhesive layer and a fiber layer above the adhesive layer are formed on an outer surface of the panel inserted and fixed to the insertion frame.   The fastening part further includes a fastening unit fastened to penetrate the panel or the insertion frame from one side to the other side of the frame part, and coupling the frame part to the panel or the insertion frame. The marine resistance reducing device according to 1.   The marine resistance reducing device according to claim 1, wherein the insertion frame and the frame portion are integrally formed.   The marine resistance reduction device according to claim 1, wherein the panel is made of a composite material. In the manufacturing method of the resistance reduction apparatus for ships of Claim 4 ,
Inserting the panel into an insertion groove of the insertion frame supported by the frame portion;
Fastening the fastening means so as to penetrate the frame part and the insertion frame, and coupling the frame part and the insertion frame;
Filling a gap between the insertion frames respectively disposed on both upper sides of the frame portion with a welding metal;
Performing a welding operation using the welding metal, and joining the insertion frames to each other.
A method of manufacturing a resistance reducing device for ships.   The step of inserting the panel into the insertion groove of the insertion frame includes a step of forming an adhesive layer and a fiber layer above the adhesive layer on an outer surface of the panel inserted into the insertion groove. Item 11. A method for manufacturing a marine resistance reducing device according to Item 10. Ship resistance reduction including a frame part installed on the bow deck of the ship and a plurality of panels covering a space between the frame parts so as to reduce resistance due to fluid acting on the cargo loaded on the ship In the manufacturing unit of the ship resistance reduction device for manufacturing the device,
Including a body having a head and a fastening groove, and supporting the panel and at least a part of the panel at a lower side, and the frame and the frame unit being bonded to each other, A fastening member to be fastened through;
The pressurizing portion includes a pressurizing portion and a pressed portion extended from the pressurizing portion, and the coupling shaft coupled to the hole penetrated through the pressurizing portion is fastened to the fastening groove. A handle portion that pressurizes the frame portion by the pressurizing portion to be locked when a force is applied;
A manufacturing unit for marine resistance reduction devices.   The manufacturing unit of the marine resistance reduction device according to claim 12, wherein the pressurizing portion is provided with a curved surface in a portion where the frame portion is pressed.   The panel further includes a hollow sealing member inserted into the through hole of the frame portion, and a first washer attached to the upper portion of the panel so as to correspond to the through hole, and the fastening member includes The manufacturing unit of a marine resistance reducing device according to claim 12, wherein the unit is inserted into the sealing member through one washer. A second washer, a pressure spring, and a third washer that are sequentially fastened to the fastening member inserted into the sealing member;
When the handle portion is coupled to the fastening member and a force is applied to the pressed portion, the third washer is pressed so that the pressing is performed by the pressing portion, and a force is applied to the pressing spring. The manufacturing unit of the marine resistance reduction device according to claim 14, wherein the unit is a transmission unit. In the manufacturing method of the resistance reduction apparatus for ships using the manufacturing unit of the resistance reduction apparatus of Claim 12,
(A) fastening the fastening member so as to penetrate the panel and the frame portion in a state where the panel and the frame portion are bonded;
(B) coupling the handle portion to the fastening member;
(C) applying a force to the handle portion and pressurizing and locking the frame portion by the pressurizing portion;
A method of manufacturing a resistance reducing device for ships.   After the step (c), the method further includes a step of applying an adhesive to the gap between the panels, and after the adhesive is cured, the handle portion is released from the fastening member. The manufacturing method of the resistance reduction apparatus for ships of Claim 16.

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