KR101041991B1 - High speed boat for decreasing roll with planing line shape - Google Patents

Abstract

The present invention relates to a high speed boat having a slide line linear for reducing the lateral fluctuation, in a small high speed boat used for leisure; The high speed boat has a Fn _▽ value of 4.0 to 7.2, and the auxiliary fuselage is mounted in a symmetrical form around the stern around the bottom of the ship to form a hull having an M-shaped cross section at the stern as a whole. It provides a high speed boat having a slide line linear for.

According to the present invention, the auxiliary body such as a trim tab for longitudinal stability correction is unnecessary because the stern has a linear body equipped with an auxiliary fuselage capable of correcting the longitudinal stability. It is unnecessary, and it is possible to implement the step applied linearity more stably by avoiding the basic form of the existing high speed linear, and it can be expected to improve horizontal stability and boarding comfort by remarkably reducing lateral fluctuations at high speed.

In addition, by effectively attenuating the ship-derived harmonics at the stern, the crest of the rear Kelvin Wave can be significantly lowered, thereby allowing the ships to wave to the surrounding vessels in port operations and calm lake operations. By reducing the damage, it can be applied linearly to the domestic maritime conditions where the anchoring environment is poor.

 Rolling, sliding, linear, high speed boat, stern, auxiliary body, horizontal stability, boarding feeling

Description

HIGH SPEED BOAT FOR DECREASING ROLL WITH PLANING LINE SHAPE}

The present invention relates to a high speed boat having a slide line linear for reducing the lateral fluctuation, and more particularly, to the linear characteristics of the step applied high speed boat equipped with an auxiliary fuselage at the stern, and to the optimum bottom position, size and stern auxiliary fuselage. By establishing the alignment by analyzing the correlations of shape, position, and size, the lateral fluctuations generated during high-speed operation, which are the biggest disadvantages of the slide step applied to the bottom step, are significantly reduced, thereby improving structural horizontal stability and boarding feeling. Of course, the present invention relates to a high-speed boat having a slide line linearity for reducing lateral fluctuations that can be actively utilized as an inland water leisure boat.

In general, the linear form of a high speed boat has a flat bottom, which has an elevation angle with respect to a horizontal plane, and uses the dynamic pressure of water generated at high speed to lift the hull upwards to support the weight of the ship at almost the same pressure. It has the shape of the state.

The linear shape of the sliding state has various forms such as a V-type high speed boat in addition to the general round bottom high speed boat.

However, the linear shape of the hull is not only to reduce the stability of the ship and the feeling of boarding, but also to the hull due to the impact on the bottom of the ship, as well as the horizontal roll (Roll) that the hull swings left and right in the blue wave There is a problem that the safety in structural strength is significantly lowered.

In an effort to solve this problem, Bilge-Keel, Anti-rolling Tank, Gyro-Stabilizer, and Fin-Stabilizer have been proposed. Due to the extremely low anti-overturning effect or the increase in the weight of the hull, the economical deterioration or the high cost of installation and maintenance were required. Therefore, it was limited to be applied to a small leisure high speed boat.

In addition, interest and demand for marine leisure have increased rapidly due to the implementation of the 5-day workweek and the increase of national income. However, leisure type high speed boats, which are basic ships, are mostly imported due to problems of stability due to sideways and deterioration of boarding feeling. It is not only able to meet demand, but also a factor that causes loss of national economy due to foreign currency waste. Linear development is urgently required along with localization of leisure high speed boat.

For example, the current linear form of leisure boats adopts lift linearity by dynamic effects for the purpose of reducing resistance at high speed, or the ship's width (L / B) is compared to the length of the displacement vessel. It adopts a linear which is very small and prevents a sudden increase of the wave resistance.

In addition, a step applied linear type is used to change the shape of the bottom of the slide type to obtain better resistance performance and navigation performance. The linear stepped linear type has less resistance due to the submerged surface area than the integrated bottom type linear type. This results in a reduction in fuel efficiency and a reduction in fuel economy. The bottom step induces delamination of the fluid on the bottom, resulting in improved operational performance.

However, the biggest disadvantage of the conventional step linear is the problem of the lateral stability at high speed. This is the inherent shape of the step linear and its effect, and the hull is sensitive to the impact of small waves as the left and right receiving surfaces disappear toward the stern. This is because it tends to be severely heeled.

As a countermeasure, you can use large rudders and trim tabs that can be manipulated to change sensitively, but if these equipment are incorrectly fitted, the hull's transverse direction as well as its longitudinal stability are significantly reduced. It must be mounted with great care as it can be knocked down.

However, despite such measures, the above-described problem is still not solved with the step linear based on the existing deep 'V' linear.

The present invention was created in view of the above-mentioned problems in the prior art, and was created to solve this problem. The main challenge is to provide a leisure type high speed boat having a horizontal stability even at high speeds by developing a sliding type leisure boat linear that can significantly reduce the.

The present invention as a means for achieving the above object, in a small high-speed boat used for leisure; The high speed boat has a Fn _▽ value of 4.0 to 7.2, and the auxiliary hull is mounted in a symmetrical form around the stern around the bottom of the ship so as to form a hull having an M-shaped cross section at the stern as a whole. It provides a high speed boat having a slide line linear for.

To this end, the bottom surface of the hull is characterized in that at least two steps (Step) is formed from the bottom toward the auxiliary body around the bottom.

In addition, the step is characterized in that the spray strip (Spray Strip) form.

In addition, the cross-sectional shape of the hull is characterized in that the straight section type (Straight Section Type).

In addition, the hull is a deep V-shaped Hard Chine (Hard Chine) form, the auxiliary body is characterized in that the protruding to the left and right both sides from the stern step.

Furthermore, the hull's linear shape is the front chine shape, and the maximum width of the hull is located 60-65% of the battlefield from the fore end to promote the separation of waves even at high speed, thereby reducing the impact acceleration. There is this.

In addition, the draft portion of the hull linear has a shape having a bottom slope angle, and the outside inclination angle of the auxiliary fuselage of the bottom slope angle is 10-25 ° and the inside side is 10-15 °, and the bow is from the bow of the bottom slope angle of the hull. At 10% of the ship's length, it is 30-40 °, which reduces the impact load caused by waves during navigation and improves the steering performance due to the increase of ship area.

In addition, the stern of the hull is a transom, and the hull portion of the transom, except for the auxiliary fuselage, is 60 to 70% of the maximum width so that rapids generated from the bottom can be quickly removed from the stern. It also has its characteristics.

According to the present invention, the auxiliary body such as a trim tab for longitudinal stability correction is unnecessary because the stern has a linear body equipped with an auxiliary fuselage capable of correcting the longitudinal stability. It is unnecessary, and it is possible to implement the step applied linearity more stably by avoiding the basic form of the existing high speed linear, and it can be expected to improve horizontal stability and boarding comfort by remarkably reducing lateral fluctuations at high speed.

In addition, by effectively attenuating the ship-derived harmonics at the stern, the crest of the rear Kelvin Wave can be significantly lowered, thereby allowing the ships to wave to the surrounding vessels in port operations and calm lake operations. By reducing the damage, it can be applied linearly to the domestic maritime conditions where the anchoring environment is poor.

Hereinafter, with reference to the accompanying drawings will be described in detail a preferred embodiment according to the present invention.

First, the hydrodynamic characteristics of the slide line for deriving the linear condition according to the present invention will be described.

The sliding line is a linear line designed to improve the resistance performance in the high speed region by floating the surface of the hull by the dynamic pressure between the hull and the water surface.

)가 높아짐에 따라 조파저항이 급격히 증가하게 되어 동역학적 효과(dynamic effect)에 의한 양력의 작용으로 저항을 감소시키는 선형을 채택하거나, 아니면 배수량형 선박을 길이에 비하여 선체의 폭을 아주 작게, 즉 선형을 아주 날씬하게 하여 조파저항의 급격한 증가를 방지하는 선형을 채택해야 한다.At this time, the displacement type vessels in which the hull is supported by buoyancy are fast equipment (

), The sowing resistance rapidly increases with the increase of), and adopts linear to reduce the resistance by the effect of lift due to the dynamic effect, or the width of the hull is very small, It is necessary to adopt a linear which makes the linear very slim and prevents a sudden increase in the harmonic resistance.

In addition, the vessels to be speeded up by such a dynamic effect, such as the traditional sliding type ships, hydrofoil craft, air expansion (RIB) and air flotation (ACV) and the like may be a representative example.

In particular, the resistance of displacement type ship is dominated by Lp / ▽ ^1/3 , which is the main factor, but the resistance of the high speed slide is Ap which is the relationship between the position of center of gravity (L _CG ), the developed floor area and the stationary drainage volume. Dominated by ^2/3 and many other variables.

The major variables that greatly affect the main performance of the slide line are as follows.

○ Length-width ratio (Lp / B)

○ Size-Weight Ratio (Ap / ▽ ^2/3 )

○ Distance from the center of Ap to L _CG

○ Change of angle of inclination along the length

○ Longitudinal curvature of the Buttock line, separated by B / 4 from the centerline

○ Shape of Chine

○ Cross section shape

In addition, there are submerged surface areas and trim angles, which means that frictional resistance changes with submerged surface area and wave resistance varies with trim angle, so the minimum resistance in water is considered when operating performance is considered in the design of such high speed vessels. The linear corrections should be made by reviewing the selected linearity and characteristics.

In addition, cross-sectional shapes are almost similar and resistance values tend to be similar among linear lines having similar sizes and speed ranges, but linear lines having different sizes and speed ranges have different methods of predicting resistance by linear characteristics and speed. shall.

On the other hand, the sliding line has a resistance of at least two types of resistance (Viscous drag) and induced drag (Induced drag) as illustrated in FIG.

In this case, the viscous resistance refers to the friction of water passing under the hull, and the important thing is that the viscous force is below the slide line because the pressure of the water at the bottom of the ship is operated at a trim angle, which is the angle to the object, whether it is fluid or fluid. Viscous drag, as a pushing force towards, is applied wherever there is passing water under the hull.

However, the inductive resistance depends on the distribution of hydrostatic and hydrodynamic forces, hydrodynamic forces are greater than static forces at high speeds, and hydrodynamic forces are concentrated near the hull's contact with water. Resistance is concentrated at this location.

In addition, if a sliding leisure boat is designed to gain hydrodynamic lift, the submerged appendage avoids the hull and dramatically reduces the viscous resistance, especially at low pressure sections. It is preferable to attach it.

Here, the hydrodynamic forces acting on the slide line are not the same all over the bottom but are very diverse and widely distributed.

If the water pressure is measured at the bottom along the Buttock Line, as shown in Fig. 2, it can be seen that the largest pressure is applied immediately after the water in contact with the hull and along the Buttock Line. As you move, the pressure drops significantly and becomes very low in the stern transom.

Then, the step shape in the step application linear will be described in more detail.

Step-applied linear is a sharp, sharp edge, like a normal sliding linear transom, behind the initial hull surface in the floating state, so that it forms a step with a sharp, sharp edge that is distributed across the bottom in the transverse direction. It is linear with the method of removing the subsequent reception surface.

This step-applied linear has been used for a long time with the advantage of having good motion performance at high speed. The advantage is that it divides the receiving surface into several smaller sections and has a wider width for each section. It was to have.

Therefore, the frictional resistance is also reduced because the efficient receiving surface with multiple width devices increases the lift and thereby reduces the overall receiving surface.

Such multiple lifting points have an effect of fixing the position of the lifting support point even at high speed, thereby improving longitudinal driving stability.

However, when the step portion is not in communication with the air, the suction pressure is increased around the step, which acts as a serious resistance element, so that the end of the step extends out of the water surface during picking and driving to secure it. This should lower the suction pressure inside the step.

In particular, if there is no air supply, the backflow that occurs behind the step can lead to an extreme increase in resistance, which can drop the ship speed momentarily and place it in a dangerous situation, and if the air supply is blocked only at one side of the hull, the hull will rotate steeply. In order to avoid this problem, the air supply should be made by inlet above the draft line or through a tube.

In this regard, FIGS. 3A and 3B show changes in the bottom submerged surface area of the slide line having two steps, and FIG. 4 compares the bottom submerged surface area of the slide line with or without step application.

As described above, the stepping linear has the advantages as described above, but the high speed is achieved by the step position, the angle of attack, the bottom inclination angle of each step portion, and the number, shape, and subtle changes of the strokes. It is difficult to have good performance without sufficient performance prediction and verification because the shape of motion can be changed dramatically.

In addition, since the stepping linear is based on high-speed operation, it is very sensitive to subtle changes in the hull shape, and it appears as a large and sudden change in driving conditions. It doesn't look good in proportion to its performance.

In addition, this part should be considered more carefully as it is sensitively related to various design variables such as engine size, weight, power, and crew weight of the propeller.

In addition, the most difficult part of the stepping linear is the lift splitting in each step part.

The lift value of each part at high speed changes drastically even with slight trim changes, so that the navigational shape of the ship can be changed drastically.

In addition, when the effective elevation angle in each step part differs, it is almost impossible to estimate the change amount.

The best way to solve this problem is to minimize the conditions where the required horsepower, allowable maneuver, etc. can be changed at all times in the finished condition with good performance after performance evaluation.

It may also be effective to maintain the proper receiving surface at the main required speed of the intended ship.

Considering these points, the main notes for a more complete linear design are as follows.

Drive Outdrive trim: Propulsion, such as outboard motors or stern-drives, have the ability to adjust the direction of the thrust on their own. You should judge whether or not it is possible.

When the propulsion itself is in the uncontrollable range, additional equipment such as a stern trim tab should be fitted to ensure stability.

범위 Speed range: Step-applied linears have good kinematic performance but suddenly have bad kinematic performance at certain speed ranges. This can find many bad operating characteristics of the boat and solve the problems in this speed band. Find action.

It can be seen that the dolphin (porpoising) occurs at a certain speed due to the bad performance that occurs mainly.

㉰ Rapid turning: When the hull is turning, the outside of the step, which is in communication with the outside air, comes into contact with the surface of the water, resulting in suction pressure due to the sudden blockage of air.

In this situation, the speed decreases to one side and rotates with a small turning radius.

In most cases, this is a spin-out phenomenon where the swimmer gets stuck in the water and the stern turns instantaneously in the direction of rotation.

In addition, if it is severe, it may lead to a big accident such as a rollover, so it should be considered in the design situation. However, this situation is greatly affected by the driver's skills.

In addition, information on the existing boats related to many considerations is required, but the shape of the air inlet part is one that can avoid the situation that the air is blocked in the driving state unless the air is forcibly injected for a special purpose. To this end, it is desirable to have a height sufficient to extend out of the surface even when selected, and some designs may have a barrier shape to prevent the waves from blocking the air flow into the step during operation.

In addition, looking at the movement characteristics of the ship as a consideration in the linear design for reducing the lateral fluctuation of the high speed boat according to the present invention.

Hull motion due to waves is defined as translational and rotational movements about the X-Y-Z Cartesian coordinate system fixed to the ship.

In other words, the translational movements for the XYZ Cartesian coordinates are called surge, sway, and heave, respectively, and the rotational movements for each coordinate axis are roll, pitch, and bow. This is called yawing, as shown in FIG.

By the six degree of freedom movement of the hull, the local speed acts on people, instruments, cargo, etc. at any position of the ship, and according to the acceleration level, passenger comfort, crew's working ability, operation condition of the cargo, Safety will be affected.

In addition, the ship is a six-degree freedom movement to ride the wave, depending on the change in the position of the wavefront and the specific part of the hull, the wave overflows on the deck by the direction of incidence of the wave as shown in Figure 6 (deck flooding), the bottom of the hull This can be exposed (bottom exposure) and the impact force acts upon encountering the wavefront as the exposed part is obtained, which is called slamming.

Whereas the six-degree-of-freedom movement is defined irrespective of the position of the ship, the movements of local speed, deck flooding, bottom exposure, slamming, etc., which vary according to the position on the ship, are called local movements.

end. Rotational movement

1) Rolling: Rotational movement around the longitudinal centerline of the ship (the longitudinal axis) and generally the strongest, with the greatest impact.

2) Pitching: Rotational movement around the left and right axes (horizontal axis) of the longitudinal center of the ship.

3) Yawing: Rotational movement about the vertical axis of the ship's longitudinal center, which greatly affects the ship's course maintenance.

I. Translation

1) Heaving: Occurs when the ship moves vertically through the ship.

2) Swaying: The hull swings from side to side in parallel.

Surging: Occurs when the ship moves back and forth parallel to the peak.

These hull movements rarely occur alone when the ships operate in rough and irregular oceans, and several will occur simultaneously when the ship hits the blue.

For example, large rollings generally cause both pitching and hiving. Thus, their effects on the pears can be seen as a combined effect rather than due to specific components.

The movement of ships in these waves can reduce the speed of navigation, leading to increased power consumption and fuel consumption, and the athlete may overwrite the waves, causing damage to the structure, equipment, or deck cargo. In extreme cases, the hatch cover may be blown off and flooded into the dock.

In addition, damage to the bottom structure due to slamming and reduction of propulsion efficiency due to propeller racing occur. In addition, the acceleration in the vertical direction causes discomfort and seafaring of the crew and changes the course of the ship.

The following is a brief look at the characteristics of rolling, pitching, and hibernation, which are the most well-known researches.

end. Rowing

It is directly related to the ship's safety in relation to the lateral inclination and has the greatest influence on the feeling of boarding, causing the risk of cargo moving and increasing the operating cost.

In addition, it is found that the most common cause of the ship's course is due to severe rolling accompanied by a large inclination angle and acceleration, and furthermore, the course change caused by this causes severe pitching, which causes the navigation speed to fall.

The main countermeasures thereof include bilge keels, anti rolling tanks, and stabilizing fins mentioned in the prior art.

I. Pitching and Hiving

As a decisive factor in the maintenance of ship speed in relation to bow movement, especially the wave components near the intrinsic period of the ship's pitching and hiving and the pitching motion when the ship's motion approaches the resonance state, it causes excessive movement and acceleration. This not only causes the bow to cover the water (deck wettness), but also increases the possibility of slamming.

In addition, the above-mentioned propeller racing phenomenon occurs. Therefore, as a countermeasure, the linear, dimensional ratio, and weight distribution are distributed to reduce the inherent period of pitching, while improving the linearity (repairing the waterline at the front and rear ends of the ship) to minimize the ship's motion even near the resonance state. Efforts to increase the damping force by adopting the V-shaped cross-sectional shape are required.

In addition, additional measures to minimize deck overhang and slamming are to increase the freeboard and draft, and to design the deck as succinctly as possible, with appropriate flares that are neither too large nor too small.

In addition, it is possible to think of how to postpone the flat part of the bottom of the bow as far as possible by installing an appropriate water barrier so that the water drains out as soon as possible, and by providing a ballast tank of sufficient capacity, an appropriate stern draft to minimize propeller revolutions It is also important to give proper draft to reduce slamming and slamming.

These linear factors affect the ship's inshore performance, that is, the wave length increases in proportion to the square of the period. Therefore, it can be considered that the size of the ship changes relatively with the period.

Thus, no matter how large the ship is, if the wave length is infinite, the ship will move like fallen leaves and wavefronts floating on the water. This is because the part of the wave is subjected to positive pressure depending on the position of the wave and the waver on the hull, and the part of the waver is negatively pressured to cancel the wave load. In addition, when the wavelength is longer, the offset effect disappears, and when the wavelength is shortened, the offset effect is maximized.

As a result, even a ship of the same tonnage has a wider range of waves in which a longer ship has a canceling effect of a wave load than a ship of shorter length, which is advantageous in terms of resistance performance under the same sea conditions.

In addition, when the length is the same, the fat belly is more advantageous than the slim belly in terms of drag resistance, because the effect of increasing the mass is greater than the proportion of the wave load due to the fat fat linear.

In addition, if the draft is lowered, the relative motion and acceleration level decreases, but the probability of bottom exposure and slamming increases, and if the draft is increased to reduce the probability of slamming, the acceleration level should be taken.

Due to this linear change, the ship performance characteristics are changed, and the ship designer must derive the optimum linear combination within the limited range of the conflicting characteristics according to the purpose of ship construction.

end. Length draft (L / d) ratio

Increasing the length-draft (L / d) ratio generally means reducing the drainage-length ratio, which means that ships that adopt low Δ / (L / 100) ³ and high L / d will experience slamming. As long as the draft is not severely reduced, it can maintain a high velocity even on rough seas.

This is because the larger the L / d, the smaller the bow motion and the less the acceleration acceleration.

② If the freeboard is proportional to the length, the phenomenon that the athlete overwrites the water will also decrease with the increase of L / d.

③ If d becomes smaller, the draft will be exposed to water due to low draft, resulting in a high frequency of slamming.

I. Length-width (L / B) ratio

Changes in length-width (L / B) ratios do not have a significant effect on the hull motion response. Only as the L / B increases, the vertical acceleration of the athlete tends to increase slightly, and the longitudinal bending moment in the center tends to decrease.

All. Width-Draft (B / d) Ratio

Changes in width-to- draft (B / d) ratios do not significantly affect hull response. However, it affects the meta center height (GM), so the effect on the lateral fluctuation is large. This means that when the ship's width is small, the metacenter becomes small, and thus, the ship's rolling period becomes long, and thus, resonance resonance is less likely to occur, and acceleration is lowered at a given rolling amplitude.

However, the width should be carefully reduced because the appropriate center value should be determined within the range that satisfies the stability.

In view of these considerations, the slide line linearity for reducing the lateral fluctuation of the high speed boat according to the present invention is designed as follows.

In other words, through the survey of similar performance line data suitable for the 8.5m of the battlefield (LOA), the main dimensions are outlined, and the schematic diagram focuses on the high-speed performance, which is a characteristic of the step application linearity, while securing the lateral stability during high-speed Hangzhou. And hydrodynamic calculations were performed. The basic plan for conceptual design of the development target line is as follows.

 shape  Stern Auxiliary Body with Step Concept Linear Concept  Usage  Reduction of sideways movement at high speed  Good quality  FRP hull Speed  Approx. 50 knot (Trial Run Maximum Power), Approx. 45 knot (Sail Speed) Main body  About 600HP × 6000 RPM or more Win line  8 ~ 10 people  Applicable Law Ship Safety Act, FRP Ship Hull Structural Standards, Passive Relief Act
Water leisure safety law, other related laws and regulations

The high speed boat according to the present invention is designed with a deep V-type hard chine type as a basic concept for excellent high speed performance and convenience of shipbuilding, and in order to maximize the securing of running stability in Hangzhou. It projects from the left and right sides of the stern back to the left and right sides, modeling a small V-shaped hull auxiliary fuselage linear, and modifying and remodeling it to meet the initial planned drainage, main specifications and main requirements through hydrodynamic calculation. The work was repeated to construct a linear with good hydrostatic properties.

Estimation of fluid dynamics using slide curve calculations based on the plots created through these iterations, confirming that there is no problem in achieving the initial objectives, and if there is a problem, the first linear correction and procedure repetition, or change of center of gravity And the optimum linear design was completed by modifying design variables such as initial trim value change.

The optimal linearity equipped with the stern auxiliary body according to the linear design of the present invention is shown in FIG. 7 in the form of a 3D modeling schematic.

In addition, the cross-sectional shape applied to the general high-speed slide line has various forms such as straight to circular, but there are four basic types of straight, concave, convex, and inverted bell. In fact, the existing small craft can be classified into cross-sectional shapes, and the existing small high speed craft combines four basic shapes suited to the operating conditions rather than a single linear one.

Therefore, among the four cross-sectional shapes of straight, concave, convex, and inverted bell, in order to determine the cross-sectional shape of the transversely reduced high speed boat according to the present invention, the following cross-sectional characteristics are as follows. The pros and cons were compared and examined.

Straight section type

Concave section type

Convex section type

Inverted bell type

Here, the linear cross-sectional shape and the convex cross-sectional shape can be seen to have the advantage of maintaining the comfortable boarding feeling of the crew and the distress because the impact relaxation effect according to the wave load, and the concave cross-sectional shape is advantageous in terms of speed improvement, It is disadvantageous in terms of kinetic performance, such as slamming.

In addition, it is suitable at 20-30 knots, but the impact load is high at higher speeds. In Japan, it has been operated at a speed below 20 knots in the range of 85-100 horsepower for a long time.

However, the leisure high speed boat according to the present invention has to maintain the operating ship speed of 45 knot or more, so when adopting the concave cross-sectional shape, the impact load is large, resulting in less boarding feeling than other cross-sectional shapes. to be.

However, the straight line and the convex concave cross-sectional shapes have a relatively small impact load at high speed, are suitable for high-speed linear, and have good turning performance (steering performance).

Accordingly, in the present invention, a straight cross-sectional shape is most preferable among four cross-sectional shapes of straight, concave, convex, and inverted bell.

In addition, the hull-sprayed spray strip improves navigation in coarse waves, reduces frictional resistance and bowing due to submerged surface area, reduces resistance by more than 10% depending on linearity, and directs water outward. Disperses energy horizontally and generates lift. At large angles (45 °), water splashes behind the hull; at small angles (15 °), water is directed outwards, dispersing the energy in a watertight manner. This is required because it reduces the area of contact.

In particular, because the present invention _▽ Fn value of 4.0 or more cross-sectional shapes are considered a straight cross-sectional shape and two spray rail, equal to a linear characteristic thereof in accordance with the following:

① The linear shape of the front car is used to promote the separation of waves at high speeds to reduce the acceleration of impact. The maximum car width should be 60% ~ 65% of the battlefield from the end of the bow.

② In case of pounding, spray rail should be installed to reduce impact load by using peeling from bottom and to improve movement performance such as side yaw and yaw. This causes a slight increase in resistance at low speeds, but it is known to reduce resistance by more than 10% at high speeds.

③ In order to reduce the impact load caused by waves during navigation and to improve the steering performance due to the increase of the ship's area, the draft sub-shaft has the shape of bottom bottom angle, and the angle of inclination of the auxiliary fuselage is 10-25 ° among the bottom slope angles. The side is preferably 10-15 °, and 30-40 ° at the position of 10% of the ship's length from the bottom of the hull.

④ In order to quickly remove the rapids generated from the bottom of the stern, the shape of the stern is transom, and it is desirable to make the hull part of the transom, except the auxiliary fuselage, about 60 ~ 70% of the maximum width. .

Here, the reason for limiting the conditions and characteristics of the present invention to the numerical values such as ①, ②, ③, ④ is that if the deviation from the numerical value in the corresponding linear line causes the dolphin phenomenon (Porpoising) at high speed to jump out of the water hull As a result, a slamming shock is repeatedly received, which places the ship and the crew in a very dangerous situation, and therefore must be limited to the above range.

The linear design of the high speed boat of the present invention according to these conditions and characteristics is as shown in FIG.

In other words, the linear shape of the high speed step applied leisure boat according to the present invention adopts a deep V-type multi chine so that it can be operated even at sea level of 2,5m or more, and for excellent performance in extreme sea conditions, Ultra High sheer bow type is preferred.

In addition, in order to reduce the resistance at high speed, the hull is floated by the dynamic pressure between the hull and the water surface and slides on the water surface, which is advantageous in the high speed range. Two spray strips are mounted on both sides for improvement, and the stern is a linear diagram with sufficient stern space to allow for the installation of the stern drive and the outboard air main engine.

In addition, the feasibility test was conducted through a review of shipbuilding engineering calculation. Shipbuilding engineering hydrostatic calculation and hydrodynamics characteristics such as displacement (Δ), subcenter position (KB) and submerged surface area It was reviewed using Savitsky's Planning formula and found to be fully feasible.

In order to support this, it was confirmed whether the object of the present invention was achieved through the actual work after the experiment through the model production.

Example 1

Embodiment 1 according to the present invention is a stern auxiliary body mounted linear (w / stern) having the same drainage for the development of the horizontal sway reduction linearity at high speed driving according to the presence or absence of a stern auxiliary body of a high-speed leisure boat sliding linear applied to the full length 8m bottom step The resistance and motion characteristics of two linear ships (w / o stern planing body) and a stern auxiliary body were compared and examined.

To this end, a real sea area model test was performed as shown in [Table 1].

division Test Items Test status Remarks Stern Auxiliary Fuselage Linear
(w / stern planing body) Resistance and fluctuation test Sea condition same
displacement Linear without stern auxiliary fuselage
(w / o stern planing body) Resistance and fluctuation test Sea condition

In this case, the test facility is a design ship speed of at least 45 knot or more for the lateral fluctuation reduction leisure boat at the time of high speed sliding according to the present invention, and a high speed linear test because the flow rate of the return tank is less than 15 knot of the real ship speed. In order to make this possible, the real sea area model test method was used to measure the test value by attaching a model ship to a tugboat at sea.

To this end, a model ship mounting jig was prepared to tow the ship from the tugboat, and the guide was able to adjust the up and down position to meet the test draft of each ship. The birds are not affected by the bow and side parts of the model ship at all, or they are designed to be arbitrarily adjusted by horizontal feed to minimize them.

Thus, the test was performed as shown in the example of FIGS. 10 and 11, and the following [reference photo] can be cited as the related data.

[Reference picture: Installation model of real area model test system]

Here, the test line used in the test according to Example 1 of the present invention was two high-speed leisure boat sliding model ships with or without a stern auxiliary body (see FIGS. 12A and B), and the scale of the corresponding ships The scale ratio was 1 / 8.82 in consideration of the full length of solid and model ships based on the lines, and the material of the model ships was taken into consideration the changes in model ship displacement, draft, etc. Made lightly as FRP and wood.

In addition, the test ship range of the high speed leisure boat model ship with or without stern auxiliary fuselage is in the range of Froude number (Fn (▽)) 3.0∼7.2, which is a high speed range that can escape the test flow rate limit of the circulating tank in the laboratory. Was performed.

In addition, the high speed boat used in the real sea area model test is a sliding linear and designed to maintain sufficient stability, piercing, proper trim, and agile maneuverability when sailing.

In addition, as a linear feature, a straight body is adopted to reduce the impact load in the wave at high speed, and the impact load is reduced by peeling from the bottom and to improve the kinetic performance of sideways, longitudinals, etc. Two spray strip adducts were attached to the bottom of the ship's left and right strings, and the main specifications thereof are shown in Table 2 below.

The test was carried out as follows.

First, the guide line attached to the tugboat and the front of the athlete of the model ship were connected by a tug line to attach a load cell between the tug ropes, and then the yaw and the sway of the model ship. ), The resistance value of the model ship was measured according to the ship's speed. In addition, the agitation test fixed the gyro sensor at the longitudinal center (LCG) position and the longitudinal center (VCG) position of the model ship to measure the lateral fluctuation and driven swing angle of the model ship according to the ship's line speed. .

In addition, the guide attached to the tugboat and the foremost tugboat of the model ship were horizontally adjusted to fit the draft of the model ship.

In addition, to improve the accuracy of the test measurements, the moving position of the model ship was adjusted by horizontal feed to remove or minimize the effect of the bow wave generated from the towing ship on the bow and ship side parts of the model ship.

In addition, the upper part of each model ship was completely airtight using vinyl wrap in consideration of the air resistance of the upper part of the model ship repaired at sea, and the draft control of the model ship was fixed with tape so as not to shake during the model test by using a weight. The resistance test and the shaking test of two model ships were carried out according to whether or not the leisure boat was fitted with a stern auxiliary body.

The real sea area model test was carried out at ship speed according to Froude's similar law, and the analysis method follows the ITTC analysis method in 1978, but the two-dimensional method is applied.

Through this, by using a model line made of a constant scale ratio λ, the total resistance R _TM can be measured in the same speed range as the Froude number corresponding to the speed of the solid line and the Froude number of the model line, and the C _TM can be obtained therefrom.

These experimental results are as summarized in Table 3 below.

Item Test result  Linear coefficient of resistance / effective horsepower results without stern auxiliary body Table 1  Resistance Factor / Effective Horsepower Result for Stern Auxiliary Body Linear Table 2  Stern Auxiliary Body Linear Fn (▽) Corresponding Total Resistance Coefficient (Cts) Comparison Curve Table 3  Stern Auxiliary Body Linear Speed Response Total Resistance Coefficient Comparison Cts Table 4  Stern Auxiliary Body Linear Fn (▽) Corresponding Effective Horsepower (EHP) Comparison Curve Table 5  Comparison of effective horsepower (EHP) for linear ships Table 6  w / o Stern planing Linear roll angle curve (V ≒ 21 knot) Table 7  w / Stern Planing Linear Roll Angle Curve (V ≒ 21 knot) Table 8  w / o Stern planing Linear roll angle curve (V ≒ 31 knot) Table 9  w / Stern planing Linear roll angle curve (V ≒ 31 knot) Table 10  w / o Stern planing Linear roll angle curve (V ≒ 40 knot) Table 11  w / Stern planing Linear roll angle curve (V ≒ 40 knot) Table 12  w / o Stern planing Linear Roll angle curve (V ≒ 45 knot) Table 13  w / Stern planing Linear roll angle curve (V ≒ 45 knot) Table 14  w / o Stern planing Linear roll angle curve (V ≒ 52 knot) Table 15  w / Stern planing Linear roll angle curve (V ≒ 52 knot) Table 16  w / o Stern planing Linear pitch angle curve (V ≒ 21 knot) Table 17  w / Stern planing Linear pitch angle curve (V ≒ 21 knot) Table 18  w / o Stern planing Linear pitch angle curve (V ≒ 31 knot) Table 19  w / Stern planing Linear pitch angle curve (V ≒ 31 knot) Table 20  w / o Stern planing Linear pitch angle curve (V ≒ 40 knot) Table 21  w / Stern planing Linear pitch angle curve (V ≒ 40 knot) Table 22  w / o Stern planing Linear pitch angle curve (V ≒ 45 knot) Table 23  w / Stern planing Linear pitch angle curve (V ≒ 45 knot) Table 24  w / o Stern planing Linear pitch angle curve (V ≒ 52 knot) Table 25  w / Stern Planing Linear Pitch Angle Curve (V ≒ 52 knot) Table 26

Table 1.Resistant boat resistance test results without step stern body

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                          RESISTANCE PERFORMANCE

   ================================================== =================

                               ========== SHIP DIMENSIONS =========

 DESIGNER: RIMS SHIP MODEL

 SHIP NAME: High Speed Boat SCALE: 8.820

 SHIP TYPE: Stepped Hull Linear LPP (m): 8.820 1.0000

           (W / O Stern Planing) B (m): 3.260 0.3700

                                D (m): 1.100 0.1240

 DRAFT: FULL LWL (m): 6.885 0.7810 CB: 0.1790

    TF: 0.529 S (m2): 16.570 0.2130 CW: 0.4820

    TA: 0.529 SBK (m2): 0.000 0.0000 CM: 0.3120

                                AT (m2): 1.500 0.0193 CP: 0.5870

    Temp Density Kin.visc DIS (m3): 2.793 0.0041

    (deg) (kg / m3) (m2 / s) LPP / B: 2.706 2.706 LCB%: 56.25

  Test: 14.9 1026.13 0.1191 E-05 B / T: 6.163 6.163 LCF%: 56.24

  Sea: 15.0 1025.89 0.1188E-05

  Analysis method: Based on 1978 ITTC performance, 2 dimension method

    * Cts = Cfs + Cr + Ca + Caa

    * Model-Ship corr. line: 1957 ITTC

    * Air resistance: Caa = 0.001 * AT / S

    * Model-Ship corr. allo. : Ca = [105 * (ks / Lwl) ** (1/3) -0.64] * 0.001

    * Mean height of ship sur. rough .: ks = 150 * (10 ** (-6))

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   VS PE CTS CR CFS CFM CTM RTM VM FN

 (Knot) (PS) (e-3) (e-3) (e-3) (e-3) (e-3) (N) (m / s)

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  21.7 122.56 7.617 3.013 2.221 3.888 6.901 10.662 3.760 1.358

  30.5 227.00 5.066 0.571 2.112 3.639 4.209 12.873 5.290 1.911

  39.9 333.22 3.322 -1.093 2.032 3.459 2.366 12.381 6.920 2.500

  45.0 422.86 2.955 -1.426 1.998 3.383 1.958 12.983 7.790 2.814

  52.3 591.83 2.629 -1.710 1.956 3.291 1.581 14.186 9.060 3.273

Table 2. Leisure Boat Resistance Test Results

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                          RESISTANCE PERFORMANCE

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                               ========== SHIP DIMENSIONS =========

 DESIGNER: RIMS SHIP MODEL

 SHIP NAME: High Speed Boat SCALE: 8.820

 SHIP TYPE: Stepped Hull Linear LPP (m): 8.820 1.0000

            (W / Stern Planing) B (m): 3.260 0.3700

                                D (m): 1.100 0.1240

 DRAFT: FULL LWL (m): 6.885 0.7810 CB: 0.1850

    TF: 0.534 S (m2): 16.700 0.2147 CW: 0.4820

    TA: 0.534 SBK (m2): 0.000 0.0000 CM: 0.3360

                                AT (m2): 1.500 0.0193 CP: 0.5510

  Temp Density Kin.visc DIS (m3): 2.793 0.0041

  (deg) (kg / m3) (m2 / s) LPP / B: 2.706 2.706 LCB%: 57.32

Test: 14.9 1026.13 0.1191 E-05 B / T: 6.163 6.163 LCF%: 57.31

Sea: 15.0 1025.89 0.1188E-05

 Analysis method: Based on 1978 ITTC performance, 2 dimension method

  * Cts = Cfs + Cr + Ca + Caa

  * Model-Ship corr. line: 1957 ITTC

  * Air resistance: Caa = 0.001 * AT / S

  * Model-Ship corr. allo. : Ca = [105 * (ks / Lwl) ** (1/3) -0.64] * 0.001

  * Mean height of ship sur. rough .: ks = 150 * (10 ** (-6))

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     VS PE CTS CR CFS CFM CTM RTM VM FN

   (Knot) (PS) (e-3) (e-3) (e-3) (e-3) (e-3) (N) (m / s)

 ================================================== =================

  21.0 124.72 8.547 3.931 2.233 3.916 7.847 11.390 3.630 1.311

  30.6 239.85 5.281 0.787 2.111 3.637 4.424 13.690 5.300 1.915

  39.8 348.09 3.473 -0.942 2.033 3.460 2.519 13.210 6.900 2.493

  44.8 424.97 3.015 -1.316 1.999 3.386 2.070 13.730 7.760 2.804

  51.6 535.32 2.464 -1.878 1.960 3.300 1.422 12.490 8.930 3.226

Table 3. Comparison curve of total resistance coefficient (Cts) for Fn (▽)

Table 4. Comparison curve of total resistance coefficient (Cts)

Table 5. Comparison of effective horsepower (EHP) for Fn (▽)

Table 6. Effective horsepower (EHP) comparison curve

Table 7. Linear Roll Angle Curve without Stern Auxiliary Body (V (21 kt)

Table 8. Roll angle curve of stern auxiliary body mounted linear (V ≒ 21 kt)

Table 9. Linear Roll Angle Curve without Stern Auxiliary Body (V ≒ 31 kt)

Table 10. Roll angle curve of stern auxiliary body mounted linear (V ≒ 31 kt)

Table 11. Linear Roll Angle Curve without Stern Auxiliary Body (V (40 kt)

Table 12.Roll angle curve of stern auxiliary body mounted linear (V ≒ 40 kt)

Table 13. Linear Roll Angle Curve without Stern Auxiliary Body (Vkt45 kt)

Table 14. Roll angle curve of stern auxiliary body mounted linear (V ≒ 45 kt)

Table 15. Linear Roll Angle Curve without Stern Auxiliary Body (V (52 kt)

Table 16. Roll angle curve of stern auxiliary body mounted linear (V ≒ 52 kt)

Table 17. Linear Pitch Angle Curve without Stern Auxiliary Body (V (21 kt)

Table 18. Pitch angle curve of stern auxiliary body mounted linear (V ≒ 21 kt)

Table 19. Linear Pitch Angle Curve without Stern Auxiliary Body (V (31 kt)

Table 20. Pitch angle curve of stern auxiliary body mounted linear (V ≒ 31 kt)

Table 21.Linear pitch angle curve without stern auxiliary body (V (40 kt)

Table 22. Pitch angle curve of stern auxiliary body mounted linear (V ≒ 40 kt)

Table 23. Linear Pitch Angle Curve without Stern Auxiliary Body (V ≒ 45 kt)

Table 24. Pitch angle curve of stern auxiliary body mounted linear (V ≒ 45 kt)

Table 25. Linear Pitch Angle Curve without Stern Auxiliary Body (V (52 kt)

Table 26. Pitch angle curve of stern auxiliary body mounted linear (V ≒ 52 kt)

As a result of the experiment, two model ships with or without stern planing body at the same displacement were investigated to compare and examine the effect of lateral sway reduction due to the installation of stern auxiliary fuselage of the stern high speed boat. A real sea area model test was performed to obtain the following results.

First, as a result of the resistance test, the overall resistance coefficient (Cts) curve of the linear (w / o stern planing body) and the stern planing body (w / stern planing body) without the stern auxiliary body at the same drainage Shows a slight increase in resistance up to Fn ▽ 6 compared to the w / o stern planing body linear (w / o stern planing body). In Esau, they have almost the same resistance value, but the resistance decreases as the speed increases.

In addition, the effective horsepower (EHP) of the target ship is between 20knot (Fn ▽ = 3.0) and 40knot (Fn ▽ = 5.5) of ship speed (w / stern planing body) without linear (w / o stern planing body). ) The required horsepower increase rate was about 1.7 ~ 5.0% compared to the linear type, but the two linear lines showed almost the same horsepower near the design speed of 45knot (Fn ▽ = 6.2) and the design speed of 45knot (about Fn ▽ = 6.2) From the beginning, the horsepower reduction rate continued to increase at high speeds, but the horsepower reduction rate was around 11% near 52knot (about Fn ▽ = 7.2).

In general, when the stepped step is installed on the bottom of the high speed slide type, the receiving surface (submerged surface area) decreases due to the cavitation of the bottom part due to the inflow of air in the high speed running state, and the speed increases due to the decrease in frictional resistance. At the speed of 20knot ~ 40knot, the overall surface area and the required horsepower increase compared to the linear without the stern auxiliary body. The stern auxiliaries installed to reduce lateral fluctuations seemed to reduce the required horsepower due to the reduction of frictional resistance and wave resistance by reducing the receiving surface (submerged surface area) by maintaining the optimum bow and running trim angles.

Next, the results of the analysis of the angular swing angle curves based on the time history measured for the linear verification of the lateral wave reduction-development development line were compared with the test ranges of 20 knot to 55 knot compared to the linear ones without the stern auxiliary body. In the inside, the lateral swing angle tends to decrease markedly, indicating that the lateral swing reduction motion characteristics are very good compared to the linear one without the stern auxiliary body.

In addition, the result of the follow-up angle test result of the two times the same amount of the follow-up rotation angle showed that the stern auxiliary body mounted linear response of the stern auxiliary body was approximately 5 ° at the test ship 20knot ~ 55knot. Without linearity, it was confirmed that the response of the swinging motion of the stern auxiliary body was about 10 ° or more.

This is because the high speed step applied sliding linear type loses the left and right receiving surfaces at the stern end as it goes to the stern during high speed driving, but the response of the sway movement decreases accordingly. The -hull basic shape, which effectively attenuates the ship-derived harmonics at the stern, significantly lowers the crest of the trailing edge.

[Example 2]

In Example 2, after confirming the feasibility of the high-speed boat according to the present invention through the model test of Example 1 described above, a solid line was manufactured to check whether the present invention achieves its objective while actually operating.

In this case, the hull length is 8.82m, the width of the line is 2.68m, the depth of the line is 1.10m, the filling draft is 0.53245m, the light water drainage is abt 2.0 ton, the material is FRP. It was the same as that of invention.

The completed tense line is as shown in the photographs shown in FIGS. 13, 14, and 15.

Thus, the completed prototype was tested for a high speed step-applied leisure boat equipped with a stern auxiliary fuselage at offshore Gyeongsangnam-do Samcheonpo Port (sea water temperature 14.50 ℃, seawater specific gravity 1.024, digging height 1.0m).

At this time, the maximum horsepower was 600HP, the cycle speed was 6,250 rpm, the main engine (engine) was two.

The test results, selection test, speed test, shaking test, stationary test, turning test, and vibration measurement showed close to the experimental values of the model ship described above, and the desired target values were sufficiently achieved.

Through this, it was confirmed that the high-speed boat for leisure excellent in lateral fluctuation reduction ability according to the present invention can be designed, manufactured and produced.

1 is a conceptual view showing a load acting on the bottom of a typical slide line,

Figure 2 is an explanatory view showing the pressure distribution according to the Butock Line (Buttock Line) of a typical slide line,

Figure 3a, b is a conceptual diagram showing a change in the submerged surface area of the twin stepped linear bottom,

4 is a conceptual diagram showing a linear bottom submerged surface area with or without step application,

5 and 6 is a conceptual diagram for explaining the hull motion characteristics of the ship,

7 to 9b is an exemplary view of a slide line linear and a high speed boat to which it is applied to reduce the lateral shaking according to the present invention,

10 to 12b are exemplary views and photographs showing a test apparatus and a model line of a model ship manufactured according to the present invention;

13 to 15 is a photograph of the solid line produced in accordance with the present invention.

♧ description of the symbols for the main parts of the drawing ♧

100 ... auxiliary body 110 ... spray strip

Claims (8)

In a small high speed boat used for leisure; The high speed boat has a Fn _▽ value of 4.0 to 7.2, and the auxiliary hull is mounted in a form symmetrically around the stern around the bottom of the ship so that the hull is configured to have an M-shaped cross section at the stern as a whole. High speed boat with slide line linear for. The method of claim 1, further comprising: At least two steps on the bottom surface of the hull from the bottom toward the auxiliary body from the bottom (step) characterized in that the high speed boat having a sliding line linear for lateral fluctuation reduction. The method of claim 2; The high speed boat having a slide line linear for reducing lateral fluctuation, characterized in that the step is in the form of a spray strip (Spray Strip). The method of claim 1, further comprising: Cross section of the hull is a straight section (Straight Section Type) characterized in that the high speed boat having a slide line linear for reducing lateral fluctuation. The method of claim 1, further comprising: The hull is a deep V-shaped hard chin (Hard Chine) form, the auxiliary body is a high speed boat having a sliding line linear for lateral fluctuations, characterized in that the protruding to the left and right both sides from the stern step. The method of claim 1, further comprising: The hull linear is a front car shape, the maximum width of the car is configured to be positioned 60-65% rear of the battlefield from the fore end of the high speed boat having a sliding line linear for lateral fluctuation reduction. The method of claim 1, further comprising: The lower part of the draft of the hull has the shape of bottom bottom inclination, and the outward inclination angle of the auxiliary fuselage of the bottom inclination angle is 10-25 ° and the inner side is 10-15 °, and the ship length from the bow of the bottom inclination angle of the hull. A high speed boat having a slide line linear shape for reducing lateral fluctuation, characterized in that it is composed of 30-40 ° at a position of 10%. The method of claim 7; The stern of the hull is a transom (transom), the hull portion of the transom, except for the auxiliary body is configured to be 60 to 70% of the maximum width of the high speed boat having a sliding line linear for lateral fluctuation reduction .

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