KR102164667B1 - Ship with W-type bottom area - Google Patents

Abstract

The present invention relates to a ship having a ship bottom part in a bent shape and, more specifically, to a ship having a ship bottom part in a bent shape, which includes: a ship main body; and an additional member provided on the ship bottom part of the ship main body to be bent, wherein the additional member includes: a first member formed on a lower portion at the center of the ship main body in a V-shape; and second members formed on both sides of the first member in the V-shape, thereby minimizing a tilting phenomenon of the ship main body by the second members when the ship sails.

Description

Ship with W-type bottom area

The present invention relates to a ship having a bottom of a bent shape, and more particularly, by bending and attaching an inverted triangular aluminum additional member in a basic slide type, reducing the rolling of the fishing boat to further secure work stability, and It relates to a ship having a bottom portion of a bent shape to improve stability.

In general, the term'ship (vessel)' is a collective term for water transportation that carries people or goods and runs on water. Such'ships' can be classified in various ways according to need, but according to the purpose of use, which is a general classification standard, they are classified into commercial ships, military ports, fishing ships, leisure ships, and special purpose ships. Above), small ships (30~50ft), etc., depending on the speed, they can be classified into super fast ships (40 knots), rapid ships, high speed ships (25 knots or more), and general ships.

On the other hand, in recent years, interest in marine leisure activities is rapidly increasing thanks to the improvement of the quality of life and the implementation of a five-day work week system according to the increase in national income. Even taking into account the global trend, if the national income is more than $30,000, leisure patterns change from land leisure activities to marine leisure activities. In the case of Korea, where three sides are sea, the rapid development of marine leisure is expected in the near future. .

Accordingly, it is expected that the frequency of use of various types of ships will increase, and as the frequency of use of ships increases, there is a rising awareness of safety accidents in which the ship is flooded due to severe inclination to one side when the ship is turning. Actually.

Such a conventional ship divides an indoor space into a partition wall for various purposes such as a machine room, a pump room, a cabin and a warehouse. In addition, each indoor space is designed so that airtightness is maintained with each other by the partitioned walls, and the flow of toxic gas due to fire is blocked.

However, in such a conventional ship, when the ship makes a sudden turn to the left or right, the center of gravity of the ship is sharply shifted to the left or right, so that the cargoes loaded on the ship are shifted to the left or right, and the weight of the cargo is increased toward the center of gravity. Due to the more concentrated, there is a problem that a situation may occur that threatens the safety of passengers as the ship cannot stably turn.

To solve this problem, the Republic of Korea Utility Model Registration No. 20-0385705 has a first frame having an inner space, an inner space that is larger than the first frame, and positioning the first frame inside the space, and a predetermined value outside the first frame. A second frame coupled to the first frame via a first rotation device formed at a position and connected to a predetermined portion of the hull via a second rotation device formed outside the second frame, under the first frame It is attached and made in a hemispherical shape and includes a central weight member for maintaining a balance, and the first frame and the second frame are characterized in that the shaking of the hull in a direction at right angles to each other is reduced. Thus, a cabin structure for preventing the shaking of ships that maximizes enjoyable sea and ship excursions is disclosed. However, the weight of the ship increases, and a lot of space on the ship is required, and in the case of a ship doing offshore work such as a seaweed work ship, if the center of gravity of the ship is shaken, damage to people and property may occur. This still remains.

Republic of Korea Utility Model Registration No. 20-0385705 (2005.06.02.)

Accordingly, the present invention has been devised to solve the problems of the prior art as described above, and has an object thereof to minimize the left and right tilt of the ship.

The problems to be solved by the present invention are not limited to the above-mentioned problems, and other problems to be solved by the present invention not mentioned here are to those of ordinary skill in the technical field to which the present invention belongs from the following description. It can be clearly understood.

In a ship having a bottom of a bent shape according to an embodiment of the present invention, the ship body and an additional member bent and provided at the bottom of the ship body, the additional member, the lower center of the ship body Including a first member formed in a'V' shape and a second member each formed in a'V' shape on both sides of the first member, and the first member and the second member It is characterized in that the tilting phenomenon of the ship body is minimized.

In addition, the first member and the second member according to an embodiment of the present invention, each characterized in that the central end is formed by bending.

In addition, the second member according to an embodiment of the present invention is characterized in that each is formed by bending to be eccentric to the outside of the ship body.

In addition, the second member according to an embodiment of the present invention is characterized in that it is formed in plural.

In addition, the second member according to an embodiment of the present invention includes a first bent portion formed at the shortest portion of the bottom portion of the ship body and a second bent portion formed extending from the first bent portion, the The first bent portion and the second bent portion are bent at different angles.

By means of solving the above problems, the ship having the bottom portion of the bent shape of the present invention is effective in minimizing the lateral tilting phenomenon of the ship.

In addition, the ship having the bottom of the bent shape according to the present invention, by reducing the rolling of the ship body due to the first member and the second member, it is possible to prevent the ship body from being pulled to one side, for example, in a fishing boat It is effective in improving the stability of work and increasing lateral restoration.

1 is a front view of a ship having a bottom portion of a bent shape according to a first embodiment of the present invention.
2 is a rear view of a ship having a bent shape of a ship bottom according to a first embodiment of the present invention.
3 is a front view of a ship having a bottom portion of a bent shape according to a second preferred embodiment of the present invention.
4 is a rear view of a ship having a bent bottom portion according to a second embodiment of the present invention.
5 is a front view of a ship having a bent bottom portion according to a third preferred embodiment of the present invention.
6 is a rear view of a ship having a bent bottom portion according to a third preferred embodiment of the present invention.
7 is a front view of a ship having a bent shape of a ship bottom according to a fourth embodiment of the present invention.
8 is a rear view of a ship having a bent bottom portion according to a fourth embodiment of the present invention.
9 is a view showing an angle of a first bent portion and a second bent portion of a ship having a bottom portion of a bent shape according to a fourth embodiment of the present invention.
10 is a view showing the analysis result of a roll motion of a ship having a bottom portion of a bent shape according to a fourth embodiment of the present invention.
11 is a view showing the analysis result of a roll motion of a ship having a bent shape of the bottom according to the fourth embodiment of the present invention.
12 is a view showing a trim angle and a sinkage analysis result of a ship having a bent shape according to a fourth embodiment of the present invention.
13 is a view showing a result of analysis of a roll motion in consideration of wake-wash of a ship having a bent shape according to a fourth embodiment of the present invention.
14 is a view showing the analysis results of the roll motion of a ship having various types of bottoms.
15 is a view showing the analysis results of the roll motion of a ship having various types of bottoms.

The terms used in the present specification will be briefly described, and the present invention will be described in detail.

The terms used in the present invention have been selected from general terms that are currently widely used while considering functions in the present invention, but this may vary depending on the intention or precedent of a technician working in the field, the emergence of new technologies, and the like. Therefore, the terms used in the present invention should be defined based on the meaning of the term and the overall contents of the present invention, not a simple name of the term.

When a part of the specification is said to "include" a certain element, it means that other elements may be further included rather than excluding other elements unless specifically stated to the contrary.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those of ordinary skill in the art may easily implement the present invention. However, the present invention may be implemented in various different forms and is not limited to the embodiments described herein.

Specific matters, including the problems to be solved, means for solving the problems, and effects of the present invention, are included in the following examples and drawings. Advantages and features of the present invention, and a method of achieving them will become apparent with reference to the embodiments described below in detail together with the accompanying drawings.

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

A ship having a bottom of a bent shape according to a first embodiment of the present invention is provided by being bent at the bottom of the ship body 110 and the ship body 110 as shown in FIGS. 1 and 2 Including an additional member 120, the additional member 120, the first member 121 and the first member 121 formed in a'V' shape in the lower center of the ship body 110 Including the second members 122 each formed in a'V' shape on both sides, the movement of the ship body 110 by the first member 121 and the second member 122 during operation Try to be minimized.

First, the ship body 110 is provided. The ship body 110 is divided into commercial ships, military ports, fishing ships, leisure ships, special purpose ships, etc., depending on the size, large ships (100ft or more), small ships (30-50ft), etc., depending on the speed It can be a rapid ship (40 knot), a rapid ship, a high-speed ship (25 knots or more), a regular ship, etc.

Next, the additional member 120 is provided. The additional member 120 is provided by being bent at the bottom of the ship body 110. The additional member 120 may be formed in a plurality, respectively, such as the bow, the stern of the ship body 110. In addition, the additional member 120 has a first member 121 formed in a'V' shape at the lower center of the ship body 110 and a'V' shape on both sides of the first member 121 It includes a second member 122 formed respectively.

Further, the length of the first member 121 in the vertical direction is shorter than that of the second member 122 in the vertical direction. That is, the end of the second member 122 is located farther away from the water depth than the end of the first member 121. Therefore, during navigation, the second member 122 allows the ship body 110 to be tilted to a minimum. That is, by reducing the rolling of the ship body 110 due to the first member 121 and the second member 122, it is possible to prevent the ship body 110 from being shifted to one side. It can improve the stability of work and increase lateral restoration.

In addition, the length of the second member 122 in the vertical direction is 1.5 to 2.5 times longer than the length of the first member 121 in the vertical direction. At this time, when the second member 122 is formed to have a length less than 1.5 times that of the first member 121 in the vertical direction, the second member 122 is ) Is not formed sufficiently protruding from the lower portion of the ship body 110, there is a problem in that the effect of preventing the phenomenon that the ship body 110 is rotated in one direction by an external force is reduced. In addition, when the vertical length of the second member 122 is formed to have a length exceeding 2.5 times the vertical length of the first member 121, the second member 122 is the ship body ( Since the second member 122 is formed to be very protruding toward the lower portion of 110), the second member 122 rotates in one direction by an external force, so that the ship body 110 may be tilted. Accordingly, the length of the second member 122 in the vertical direction is 1.5 to 2.5 times longer than the length of the first member 121 in the vertical direction.

In addition, the first member 121 is formed by bending 140° to 160°. In addition, the second member 122 is formed by bending 80° to 100°. In addition, the additional member 120 may have an inverted triangle shape and may be formed of an aluminum material. In addition, the first member 121 and the second member 122 are formed by bent central ends, respectively. For this reason, it is easy to manufacture and attach the additional member 120, and there is an advantage in that it is easy to maintain the overall balance of the ship body 110.

Hereinafter, with reference to the accompanying drawings, a ship having a bent shape according to a second embodiment of the present invention will be described in detail. This embodiment differs from the first embodiment in that the second members 222 are formed by bending each eccentric to the outside of the ship body 210. For a configuration overlapping with the first embodiment in this embodiment, the description of the first embodiment is referred to.

3 and 4, the second member 222 is formed to be bent to be eccentric to the outside of the ship body 210, respectively. Accordingly, when the ship body 210 is rotated by an external force, the moment resistance force of the second member 222 is further increased. As a result, the ship body 210 can maintain a balance as a whole, so that the ship body 210 can be prevented from being tilted in one direction.

Hereinafter, a ship having a bent bottom portion according to a third embodiment of the present invention will be described in detail with reference to the accompanying drawings. This embodiment is different from the first embodiment in that the second member 322 is formed in plural, respectively. For a configuration overlapping with the first embodiment in this embodiment, the description of the first embodiment is referred to.

5 and 6, the second member 322 is formed in plural, respectively. Therefore, when the ship body 310 is rotated by an external force, the second member 322 resists the rotation of the ship body 310 by a plurality of circuits, so that the life of the second member 322 is reduced. There is an advantage to increase. In addition, the second members 322 may be formed to have different lengths, respectively.

Hereinafter, a ship having a bent shape of a ship bottom according to a fourth embodiment of the present invention will be described in detail with reference to the accompanying drawings. The present embodiment is different from the first embodiment in that it includes a first bent portion 4221 and a second bent portion 4222. For a configuration overlapping with the first embodiment in this embodiment, the description of the first embodiment is referred to.

7 to 9, the second member 420 is formed by extending from the first bent portion 4221 and the first bent portion 4221 formed at the most end of the bottom of the ship body 410 Including the second bent portion 4222, wherein the first bent portion 4221 is bent at an angle of 65 to 75 degrees, and the second bent portion 4222 is bent at an angle of 110 to 120 degrees Can be formed.

In more detail, referring to FIG. 9, an angle A formed by an end portion of the first bent portion 4221 is formed from 65 degrees to 75 degrees. In addition, each B between the first bent portion 4221 and the second bent portion 4222 is formed from 110 degrees to 120 degrees. In addition, the angle C formed by the end of the second bent portion 4222 is formed from 110 degrees to 120 degrees. In addition, the angle D between the second bent portion 4222 and the first member 421 is formed at 140 degrees to 150 degrees.

Hereinafter, an analysis test for proving the effect of the fourth embodiment will be described. For small vessels and fishing vessels, unlike large merchant vessels, model testing techniques such as the ITTC method have not been established. Therefore, the analysis proceeds with a solid line scale without reducing the scale. Overset mesh technique is used for all analysis. The Overset technique is a technique in which a moving grid is superimposed on a background grid, and the background grid acts as a numerical tank containing fluid, and an analysis object is modeled in the moving grid. In the interface between the two grid systems, a certain section is set to overlap, and physical quantities are interpolated at each calculation step to ensure continuity. The moving grid continues to move together according to the motion of the object, and thus the overlapping part of the two grid systems continuously changes, but since they are calculated with each other at every step, the overset mesh method is effective for modeling a moving object. In the case of the analysis area, the waves generated by the hull in each simulation are configured large enough so that there are no reflected waves generated by colliding with each boundary. Grids that are far from the hull are enlarged so that the waves generated by the hull are numerically damped and disappear. In addition, in the resistance analysis, only half of the hull was solved to reduce the burden of calculation, and the total resistance of the solid ship was calculated by doubling the resistance value in the post-processing process. In the case of free water, an interface between air and water was implemented using Eulerian Multiphase and Volume of Fluid (VOF) numerical techniques, and through this, a 2D or 3D CFD simulation including the free water surface in purified water was performed. By using the VOF technique, it is possible to realize the buoyancy of an object as it becomes hydrostatic or spherical as well as the realization of free water. The governing equation used the Reynolds Averafed Navier Stokes (RANS) equation and the conservation of mass equation. In the case of resistance analysis, RANS is effective because it will eventually become stable when the hang-riding attitude is implemented later. However, in the case of roll decay, since the motion situation changes from moment to moment, RANS averaging the turbulent boundary layer may not be effective. An alternative to this is LES calculation, but it takes a lot of time to calculate because the number of grids and the amount of equations to be solved are large. To clarify this issue, a roll decay test with experimental values was performed using RANS, and by verifying, RANS was also used in the lateral shake attenuation simulation. For the turbulence model, the SST k-w turbulence model was used. Compared to other turbulence models of RANS, the SST k-w turbulence model can more accurately analyze the flow near the wall where the viscous effect acts more accurately, and has the advantage of estimating the delamination due to the back pressure gradient of the viscous bottom. Ships have knuckle lines, chines, and transoms with large angles of change. Therefore, a lot of flow separation occurs, and this phenomenon is particularly noticeable in small ships and high-speed ships. Therefore, it was concluded that the SST k-w turbulence model was a suitable turbulence model and used.

The dynamic fluid body interaction (DFBI) technique was used to predict the hull motion. The DFBI technique predicts the motion of an object by solving the motion equation for the degrees of freedom defined by the user. For the external force of the equation of motion, the fluid force and gravity solved from the CFD simulation are used. The pressure (static pressure, dynamic pressure, hydrostatic pressure of the fluid) and volume force (gravity) acting on the hull are calculated every time step and substituted into the equation of motion, and the motion of the object is realized. We predicted trim (sinkage & trim). In the case of the boundary condition, the flow inlet was set as the velocity inlet, the outgoing part was set as the pressure outlet, and all others were set as symmetry planes. Grid system composition and finite volume method are solved through Star-CCM+ V12.0. Before constructing the grid system, the 3D shape data, which is the basis of the analysis, are modified. If there are uneven or discontinuous parts in the 3D shape, the grid will have a non-homogeneous shape accordingly, which causes numerical instability or unrealistic flow to be predicted. Therefore, the received 3D CAD file is checked, and the shape is corrected by regenerating and rounding the grid on the unsmooth surface using Rhino and Star-CCM+ CAD, and then the simulation proceeds.

In terms of the stability of the ship's roll motion (transverse sway damping performance), a free sway damping simulation is performed according to the two-dimensional central cross-sectional shape of the hull.

First, referring to FIG. 10, as a result of analyzing the simulation results for each cross-sectional shape of the ship body 410, it can be seen that a W-shaped linear shape of a double difference with a short length shows good performance (Case 31). have. The roll motion refers to a motion in which the hull rotates left and right about the longitudinal axis of the hull. That is, the smaller the angle of rotation to the left and right with respect to the longitudinal axis of the ship body 410 is, the higher the stability of the ship body 410 is.

In addition, referring to FIG. 11, the roll motion performance for each draft was estimated for the conventional ship and the fourth embodiment. The initial roll motion angle of the conventional ship was set to 8 degrees at all drafts, and in the fourth embodiment, 7.42 degrees at full draft and 5.57 at light draft. Looking at the results of the roll motion test, the conventional ship linear and the fourth embodiment showed similar roll motion performance in terms of attenuation amplitude. Since the moment of inertia of the fourth embodiment is larger than that of a conventional ship, the result of the alignment of the fourth embodiment is not good in terms of attenuation period, but a large inertia force is advantageous in generating roll motion when an external force due to waves, etc. acts in an equilibrium state. Works. Therefore, it is difficult to evaluate the stability of the fourth embodiment based on the results of this roll motion test alone, and it is necessary to evaluate the operation stability in consideration of both the performance of the roll motion in a situation where an external force is applied by an external force by means of a constant water and a wake-wash. The draft in FIG. 11 refers to the depth at which the ship is submerged in water.

Next, referring to FIG. 12, looking at the test results in terms of resistance of the conventional ship and the fourth embodiment, the resistance performance estimation result showed that the resistance performance of the conventional ship was excellent below 20 knots, and above 20 knots It was found that the resistance performance of the fourth embodiment was excellent. In the case of the above ship, the fourth embodiment is disadvantageous in terms of resistance performance by operating at low speed at full draft, but it is expected that it will not have a significant effect on fuel consumption when operating near 10 knots where the resistance of the two ships does not show a large difference. . In addition, the W-shaped linear has more unfavorable resistance at low speeds that are mainly operated, but the difference in effective horsepower is not large. However, assuming the case of moving quickly to the workplace at light draft, the W-shaped linearity greatly benefits in terms of effective horsepower, which is the same as the conclusion obtained from sinkang prediction. Therefore, looking at the comparative advantage of the two gains, it can be seen that the W-shaped linearity is not very disadvantageous and brings a gain in a specific situation. The trim angle is the longitudinal slope of the ship. That is, it means the difference between the odd number of bows of the ship and the odd number of sterns of the ship.

Next, referring to FIG. 13, when considering the wake-wash made by the conventional ship and the ship passing at a speed of 25 knots at a distance of 5 m from the side of the fourth embodiment, looking at the roll motion test result, wake-wash As a result, the maximum roll motion response of about 8 degrees was generated in the two ships, and the excellent performance in terms of the roll motion amplitude of the fourth embodiment was improved, so that the operation stability was improved. When the W-shape is considered wake-wash, the reason why it is excellent in the results of the roll motion test can be considered in that the roll motion is caused by an external force. The W-shape has an additional structure under the waterline, so its center of gravity is low and its moment of inertia is large. Therefore, the force resisting the external force is large and eventually the initial roll motion angle becomes smaller than that of a conventional ship. Wake-wash refers to the energy that the energy exerts on other ships because the ship keeps moving forward with a wake moving in the same direction, and continuously forms a boundary layer by accelerating the calm water in the front.

As a result, by reducing the rolling of the ship body 410, it is possible to prevent the ship body 410 from being shifted to one side, for example, it is possible to improve the stability of work in a fishing vessel and increase lateral resilience. .

As described above, it will be appreciated that the above-described technical configuration of the present invention can be implemented in other specific forms without changing the technical spirit or essential features of the present invention by those skilled in the art.

Therefore, the embodiments described above are to be understood as illustrative and non-limiting in all respects, and the scope of the present invention is indicated by the claims to be described later rather than the detailed description, and the meaning and scope of the claims and the All changes or modifications derived from the equivalent concept should be interpreted as being included in the scope of the present invention.

110: ship body
120: additional member
121: first member
122: second member
210: ship body
220: additional member
221: first member
222: second member
310: ship body
320: additional member
321: first member
322: second member
410: ship body
420: additional member
421: first member
422: second member
4221: first bend
4222: second bend

Claims (5)

Ship body; And
Includes; an additional member bent and provided at the bottom of the ship body,
The additional member,
A first member formed in a'V' shape below the center of the ship body; And
Including; a second member each formed in a'V' shape on both sides of the first member,
The second member,
A first bent portion formed at the most end of the bottom portion of the ship body; And
Including; a second bent portion extending and formed in the first bent portion,
The first bent portion is bent at an angle of 65 to 75 degrees,
The second bent portion is bent at an angle of 110 to 120 degrees,
The first bent portion and the second bent portion is bent at an angle of 110 to 120 degrees,
A ship having a bottom portion of a curved shape, characterized in that formed by bending at an angle of 140 to 150 degrees between the second bent portion and the first member. delete delete delete delete

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