KR102504306B1 - method and system for testing with model in open sea - Google Patents

Abstract

In order to accurately and efficiently design high-speed ships, the present invention is an asymmetrical hull spaced apart on both sides and provided as a pair, but facing each inner surface is formed in a flat plate shape that is parallel from the tip to the stern end and each outer surface is formed in a streamlined shape. A first step in which the model ship is bound and fixed between the spaced apart spaces of the twin-type towships including; The zero point of the inclination sensor measuring the amount of trim at the bow and stern of the twin-type towboat in a floating and suspended state in the real sea area is set, and the zero point of the measurement sensor for measuring the amount of resistance, trim and settlement of the model ship is set Step 2; After the catamaran towboat is moved to the measurement sea area and operated at a preset speed, when the trim deformation of the twintail towboat measured by the inclination sensor is determined to be within the preset effective inspection range, the resistance, trim, and settlement of the model ship a third step of measuring this through the measurement sensor and storing it in a data storage unit; and a fourth step of integrating and analyzing the resistance and trim amount data stored in the data storage unit by an operation unit according to the predetermined speed.

Description

Method and system for testing with model in open sea}

The present invention relates to a real sea area model test method and system, and more particularly, to a real sea area model test method and system capable of accurately and efficiently designing a high-speed ship.

In relation to the performance study of high-speed ships (high-speed ships), model tests occupy a very important part. For this reason, the parts related to model tests of high-speed ships are also well organized in the report of the High Speed Marine Vehicle Committee (HSMVC) of the International Linear Test Vessel Conference (ITTC). Among the major studies adopted by HSMVC, the correlation between actual ships and model ships is the most common, and other problems specific to high-speed ships such as water-jet propulsion test methods and external wave force tests applied to structures are being investigated sequentially.

In detail, in Japan, a number of towing test studies using the water tank test method have been conducted, and through this, an experimental method for designing a high-speed ship is being developed. HSMVC jointly conducted a towing test study under the same conditions with Japan using a similar model of a single-acting planing ship, and conducted a test using a similar model with a length of 0.54m in 16 linear test tanks in Japan. In addition, because of the shallow water effect and various problems related to the test method in the high-speed tank of the Japan Institute of Shipbuilding Technology, each test tank is developing an independent and practical test method for small-scale high-speed ships.

In addition, Ikeda et al. proposed a posture restraint test method in which the model ship was completely fixed to a dynamometer in which resistance, lift, and moment were measured, measured the fluid force acting on the model ship, and used the calculated fluid force data to navigate the ship. A program to calculate posture and resistance during weight training was developed. However, since the floatation amount of the ship changes countless times along the length from each position at low speed to the value at high speed, and the trim changes at many angles, it is necessary to perform a vast number of experiments that can include all of these states. There was a problem with accurate measurement.

In addition, Kawahara, Otsuka, etc. proposed a method of measuring the 2-component force of resistance and trim moment and the lifting amount by manufacturing a resistance tester in which only the trim was restrained while the flow in the vertical direction was free. In addition, Professor Toru Katayama of Osaka Prefectural University in Japan developed a resistance test method for measuring fluid force in a high-speed towing tank by making a high-speed leisure boat into a miniature model ship of 0.5 m or less and measuring fluid force in a high-speed towing tank. In addition, Shgeru, Hayashita, etc. measured the fluid force acting on the hull of a high-speed leisure boat, changed the hull into a posture capable of balancing force and moment through this, and performed resistance measurement, and repeated these measurement tests to perform actual hull posture while sailing. and a method for measuring resistance has been proposed.

However, since the above-described water tank model test of the high-speed ship has a large Froude number due to the linear characteristics of the high-speed ship, the towing speed is insufficient with the existing towing train. For this reason, there were problems such as the need to manufacture a small model ship and the effect of shallow water due to the sidewall or depth of the tank. In addition, unlike the general displacement type, the high-speed ship's planar type shows a large change in attitude during sailing, and this change in attitude greatly affects the resistance characteristics, and the shape of the submerged surface or the area of the submerged surface changes greatly according to the change in attitude. For this reason, there is a problem in that it is difficult to estimate the frictional resistance applied to the hull.

That is, in the model test of a high-speed ship, the weight of the ship is supported by dynamic buoyancy compared to a general displacement linear ship, so the change in the driving attitude (trim, floatation) is large according to the sailing speed, and the change in the flooded area is large. In addition, the change in the ship's attitude due to deformation of the fore-and-aft position of the ship (change in trim) has a close relationship with the performance of the ship.

On the other hand, the resistance test method for high-speed craft is largely divided into a restraint test in which a model ship is attached to a dynamometer and variously deformed hovering postures to measure force or moment, and a free test in which the thrust ship is automatically directed in the thrust direction. At this time, the restraint test is characterized in that as the number of restraint items increases, the number of components of the dynamometer is increased, and the measurement run also increases. In addition, since the free test directly realizes the actual driving condition, the efficiency of the experiment is excellent and it is effective for the performance confirmation test, but it is very inconvenient to simultaneously perform the initial trim series test using a weight. follows

Moreover, model tests are essential as an optimal solution for linear verification when faced with hydrodynamic problems before the construction of high-speed boats. It is rare to conduct a model test due to relatively cheap construction conditions and short construction period, and most of the performance reviews are conducted by trial run evaluation of actually manufactured ships. Therefore, since various problems such as the flow rate of most domestic and foreign circulation tanks, the speed limit of tow trains, the effect of shallow water in the tank, and the sidewall effect work, each country's test tank is developing an independent and practical experimental method for the development of a high-speed gliding ship. The situation is.

Korean Patent Publication No. 10-2008-0107757

In order to solve the above problems, an object of the present invention is to provide a real sea area model test method and system capable of accurately and efficiently designing a high-speed ship.

In order to solve the above problems, the present invention is spaced apart on both sides and provided as a pair, but each facing inner surface is formed in a parallel flat plate shape from the front end to the stern end, and each outer surface is a twin hull including an asymmetrical hull formed in a streamlined shape. A first step in which the model ship is bound and fixed between the spaced apart spaces of the towing ship and placed in an actual sea area; The zero point of the inclination sensor measuring the amount of trim at the bow and stern of the twin-type towboat in a floating and suspended state in the real sea area is set, and the zero point of the measurement sensor for measuring the amount of resistance, trim and settlement of the model ship is set Step 2; After the catamaran towboat is moved to the measurement sea area and operated at a preset speed, when the trim deformation of the twintail towboat measured by the inclination sensor is determined to be within the preset effective inspection range, the resistance, trim, and settlement of the model ship a third step of measuring this through the measurement sensor and storing it in a data storage unit; and a fourth step of integrating and analyzing the resistance and trim amount data stored in the data storage unit by an operation unit according to the predetermined speed.

On the other hand, the present invention is spaced apart on both sides so as to have a spaced space in the center and is provided as a pair, but each facing inner surface is formed in a parallel flat plate shape from the tip to the stern end, and each outer surface is formed in a streamlined twin hull. mold towline; A model ship provided on the bow side of the spaced space and coupled and fixed to a support frame portion interconnecting the twin-type towing lines; An inclination sensor provided at the central part in the lengthwise direction of the twin-type towline to measure the trim deformation value of the twin-type towline and a resistance of the model ship provided in the model ship and determined that the trim deformation value of the twin-type towline is within the valid inspection range , a sensor unit including a measurement sensor for measuring trim and unloading amount; and automatically matching a data storage unit storing the data measured by the sensor unit with an end identification number and a start identification number assigned to the front and rear of the resistance, trim, and settlement data stored in the data storage unit to generate integrated data. A real sea area model test system including a control unit including a calculation unit is provided.

Through the above solution, the present invention provides the following effects.

First, it is possible to set the hull and engine efficiency close to the actual driving situation of the high-speed ship, thereby minimizing design errors and minimizing economic loss through accurate design and manufacturing. This can significantly improve test efficiency.

Second, since the resistance and trim settlement data of the model ship are measured only when the trim change amount measured in real time during the speed increase and driving of the catamaran towboat is within the valid inspection range, an error occurs in the model ship data due to excessive trim change of the mother ship in the past. The reliability of the measured data can be remarkably improved by preventing the problems of the prior art.

Third, when the amount of change in the trim of a twin-type towboat exceeds the effective inspection range, the measurement of the measurement sensor is selectively stopped, thereby preventing unnecessary data from being stored, minimizing the amount of data calculation and calculating quickly, thereby reducing the overall period of high-speed ship design. Therefore, the economic feasibility of ship manufacturing can be remarkably improved.

Fourth, as the start identification signal and end identification signal are given before and after each data measured by the measuring sensor and stored as set data by time, data can be automatically sorted by each speed, and the start identification signal and column identification signal are automatically As matched and quickly integrated, data processing efficiency can be significantly improved.

1 is an exemplary view of an actual sea area model test system viewed from the top according to an embodiment of the present invention.
2 is an exemplary view as viewed from the side of an actual sea area model test system according to an embodiment of the present invention.
Figure 3 is a flow chart for a real sea area model test method according to an embodiment of the present invention.
Figure 4 is a table showing the resistance performance of the model ship as the result of the tank model test.
5 is a table showing the resistance performance of a model ship as a result of a real sea area model test according to an embodiment of the present invention.
6 is a table showing the trim and settlement of the model ship as the result of the tank model test.
7 is a table showing the trim and settlement of a model ship as the result of a real sea area model test according to an embodiment of the present invention.
8 is a graph reflecting data obtained through a real sea area model test method according to an embodiment of the present invention.
9 is a photograph showing a state in which a real sea area model test system according to an embodiment of the present invention is disposed in a real sea area.
10 is a photograph showing a driving state of an actual sea area model test system according to an embodiment of the present invention.

Hereinafter, a real sea area model test method and system according to a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

On the other hand, in the water tank model test of a high-speed ship, the engine is designed by estimating the effective horsepower of the engine in consideration of the outgoing loss caused by the propeller, the reduction ratio due to the reduction of the hull model, and the maximum test speed. It is realistic to raise ~40% more and reflect it in the design, and since this is an estimate, the accuracy is low and the error is large, so it is not efficient.

In particular, it is difficult to test a high-speed ship in domestic circulation tanks and towing tanks due to the characteristics of the length and structure of the test equipment. Through this, the accuracy can be remarkably improved when the test results are reflected in the development and design of the high-speed glide type.

1 is an exemplary view of a real sea area model test system viewed from the top according to an embodiment of the present invention, FIG. 2 is an exemplary view of a real sea area model test system according to an embodiment of the present invention viewed from the side, FIG. is a flow chart for a real sea area model test method according to an embodiment of the present invention. And, FIG. 9 is a photographic diagram showing a state in which a real sea area model test system according to an embodiment of the present invention is disposed in a real sea area. On the other hand, in the following, it is preferable to understand that driving, sailing, and navigation have substantially corresponding meanings.

Referring to FIGS. 1 to 3 and FIG. 9 , the real sea area model test system 100 according to the present invention includes a twin-hulled towing ship 10, a model ship 20, a sensor unit, and a control unit.

In detail, it is preferable that the twin-type towing ship 10 includes asymmetric hulls 11 spaced apart on both sides and provided as a pair. In detail, in the asymmetric hull 11, each facing inner surface portion 11a is formed in a parallel flat plate shape from the front end to the stern end, and each outer surface portion 11b is preferably formed in a streamlined shape. That is, it is preferable to understand that the asymmetric hull 11 is formed in different shapes on the left and right sides of each hull.

At this time, the asymmetric hull 11 is spaced apart from side to side so as to have a predetermined separation space 12 in the center, but each outer surface portion 11b side is preferably formed in a streamlined shape, more preferably each of the asymmetric hull 11 ) can be provided in a canoe-shaped linear shape with the same bow and stern shape. That is, it is understood that each of the asymmetric hulls 11 is formed in a streamlined shape in which each facing inner surface portion 11a is parallel, but the bow side of each outer surface portion 11b becomes narrower towards the bow end and the stern side becomes narrower towards the aft end. this is preferable This shape can reduce the generation of bow waves of the twin-type towing ships 10 in the separation space 12 when the twin-type towing ships 10 are traveling.

Therefore, while the twin-type towboat 10 stably travels in the real sea area, the fluid flow in the separation space 12 can be uniform during travel. Through this, even if the model ship 20 provided in the separation space 12 is tested in an actual sea area, the influence of the driving environment of the twin-type towboat 10 on the test data of the model ship 20 is minimized. It can be.

Here, it is preferable that each of the asymmetrical hulls 11 of the twin-type towing line 10 is connected through the support frame part 13. In detail, the support frame part 13 is fixed to connect each of the asymmetric hulls 11 of the twin-type towing ship 10, and the control unit and the calculation unit to be described below are located on the upper part of the support frame part 13. A control box 15 including may be installed.

On the other hand, the model ship 20 is preferably formed in a sliding type corresponding to the hull shape of an actual high-speed ship, and is provided to be bound to the bow side of the separation space 12, but is bound and fixed to the support frame part 13 this is preferable At this time, it is preferable to understand that the embodiment of the present invention describes a driving performance test for a 28-feet class high-speed ship as an example, and the specifications of the model ship 20 corresponding to this are shown in Table 1 below.

Here, since the model ship 20 is protected through each of the asymmetric hulls 11 of the twin-type towship 10, waves generated in the actual sea area during operation are blocked, so when each data is measured, the model ship (20) can be safely protected.

In addition, since the bow-stern arrangement direction of the model ship 20 corresponds to the bow-stern arrangement direction of the twin-type towboat 10, waves generated in the real sea area and the separation space 12 pass through during driving. The influence of the model ship 20 by the flowing fluid can be minimized.

Meanwhile, the sensor unit preferably includes an inclination sensor 14 provided on the twin-type towing ship 10 and measurement sensors 21a, 21b, and 21c provided on the model ship 20.

Here, the inclination sensor 14 is provided at the central part of the longitudinal direction of the twin-type towing ship 10, and measures the trim deformation value including the bow side trim amount and the stern side trim amount of the twin-type towing ship 10. Measure. In addition, the measurement sensors 21a, 21b, and 21c are provided in the model ship 20, and when the model ship 20 is bound and fixed to the twin-type towing ship 10 and travels in an actual sea area, the model ship ( 20) to measure the amount of resistance, trim, and settlement. At this time, the measurement sensors 21a, 21b, and 21c are provided on the bow side and the stern side of the model ship 20, respectively, and measure the trim amount of the model ship 20 during driving. Trim measurement sensors 21a and 21b and a resistance measuring sensor 21c for measuring the resistance applied to the model ship 20, and a sinking amount measuring sensor (not shown) for measuring the amount of settlement of the model ship 20.

And, it is preferable that the control unit includes a data storage unit and a calculation unit.

In detail, the data measured and transmitted by the sensor unit are stored in the data storage unit. Then, the data stored in the data storage unit is integrated and analyzed in the calculation unit.

On the other hand, the real sea area model test method using the real sea area model test system preferably includes the following series of steps. At this time, it is preferable to understand that the meaning determined within the effective inspection range and the case within the effective inspection range are mutually corresponding.

First, the model ship 20 is coupled and fixed to the twin-type towing ship 10 .

In detail, the model ship 20 is disposed in the separation space 12 formed between the twin-type towing ships 10 and is bound and fixed to the support frame part 13 . At this time, the control box 15 including the calculation unit and the data storage unit may be installed in the support frame unit 13 .

Subsequently, the model ship 20 is disposed in the real sea area in a state in which it is bound and fixed to the twin-type towing ship 10 . At this time, it is preferable to understand that being disposed in an actual sea area means that the twin-hulled towboat 10 to which the model ship 20 is bound and fixed is floated in an actual sea area.

Then, the zero point of the inclination sensor 14 is set in the floating and stopped state in the real sea area (s11). Subsequently, the zero points of the measurement sensors 21a, 21b, and 21c that measure the resistance, trim, and settlement of the model ship 20 are set (s12). Here, it is preferable to understand that the zero point of each sensor is set as the reference value of each data measured through the real sea area model test. At this time, a step of connecting the control box 15 and each sensor before the zero point of each sensor is set may be further included.

In this way, since the zero point of the sensor unit including the inclination sensor 14 and the measurement sensors 21a, 21b, and 21c is set while floating in the real sea area, an accurate reference value according to the test environment is set, and based on this, data can be collected and analyzed. That is, the zero point of the inclination sensor 14 and the zero point of the measurement sensors 21a, 21b, and 21c are set corresponding to the sea state of the real sea area, and the zero point of the measurement sensors 21a, 21b, and 21c is set. Since the zero point of the inclination sensor 14 is set first, the data collection standard can be accurately set.

Then, the twin-type towboat 10 to which the model ship 20 is fixed is moved to the measurement area and then accelerated to reach a predetermined speed (s13). At this time, when the twin-type towline 10 reaches a predetermined speed (s14), it travels while maintaining the speed, and the trim deformation of the twin-type towline 10 is measured by the inclination sensor 14 ( s15).

In detail, the inclination sensor 14 measures a first value for the deformation amount of the trim on the bow side and a second value for the amount of deformation on the stern side trim of the twin-engine towboat 10. Then, when it is determined that the first value and the second value are within the preset valid inspection range (s16), the measurement sensors 21a, 21b, and 21c connected to the model ship 20 start to measure (s17), The measured resistance, trim, and settlement data are continuously stored in the data storage unit included in the control box 15. Here, the predetermined effective inspection range is preferably understood as a range in which measurement errors of the model ship 20 due to the amount of trim change of the twin-type towboat 10 can be substantially excluded. For example, the effective inspection range may be set to a value in which the first value and the second value are angular values within 1 degree.

At this time, when at least one of the first value and the second value exceeds the effective inspection range, the measurement of the measuring sensors 21a, 21b, and 21c is preferably stopped. In addition, when the first value and the second value are re-measured to be within the valid inspection range, it is preferable that the measurement in the measuring sensors 21a, 21b, and 21c be restarted.

As such, the present invention measures the amount of change in trim during speed increase and driving of the twin-type towboat 10 in real time, so that only when the amount of deformation in trim is within the effective inspection range, the resistance, trim, and settlement data of the model ship 20 are obtained. Since it is measured, the reliability of the measured data can be remarkably improved. That is, it is possible to prevent the conventional problems in which an error occurs and reliability is lowered due to a change in the trim of the twin-type towboat 10 in the measured data.

In addition, since the measurement of the measurement sensors 21a, 21b, and 21c is stopped when the trim change amount of the twin-type towboat 10 exceeds the effective inspection range, the amount of data calculation is minimized and the calculation speed can be significantly improved. there is. Through this, it is possible to manufacture economical and high-performance ships while shortening the overall period of designing the high-speed ship.

At this time, when the first value and the second value are within the valid inspection range, a start identification signal is given to start measuring the resistance, trim, and settlement amount data. In addition, when at least one of the first value and the second value exceeds the valid inspection range, a termination identification signal is given to stop the measurement of the resistance, trim, and settlement data.

That is, the start identification signal is given to the front end of the resistance, trim, and settlement amount data measured by the measurement sensors 21a, 21b, and 21c and stored in the data storage unit, and the end identification number is given to the rear end. And, the resistance, trim, and settlement data between the start identification signal and the end identification signal may be set and stored in the data storage unit.

On the other hand, the real sea area model test may be repeatedly performed step by step after increasing the traveling speed of the twin-type towboat 10 for each preset unit. That is, resistance, trim, and settlement data of the model ship 20 may be measured and collected for each traveling speed. In addition, when the collection of resistance, trim, and settlement data of the model ship 20 for each speed is completed, the running of the twin-type towboat 10 ends (s18), and the resistance, trim, and Settlement amount data is integrated and analyzed by the calculation unit according to the preset speed.

Here, when it is determined that the measurement of the resistance, trim, and settlement of the model ship 20 is completed, the termination identification signal and the start identification signal corresponding to the mutually preceding and preceding time zones are automatically matched and generated as integrated data through the calculation unit. do.

For example, when the first value and the second value measured by the inclination sensor 14 are determined to be the valid inspection range, a first start identification signal is given and the resistance, trim, and settlement data are stored in the measurement sensor 21a, 21b, 21c) can be measured in real time. And, when at least one of the first value and the second value exceeds the valid inspection range, the measurement of the measurement sensors 21a, 21b, and 21c is stopped and a first end identification signal is given, and a first data set may be stored in the datastore. In addition, when the first value and the second value measured by the inclination sensor 14 are remeasured as being within the valid inspection range, a second start signal is given, and the resistance, trim, and settlement data are the measurement sensor ( 21a, 21b, 21c) can be measured again in real time. At this time, if at least one of the first value and the second value exceeds the effective inspection range again, the measurement of the measurement sensors 21a, 21b, and 21c is stopped, a second end identification signal is given, and a second data set The process of storing in the data store may be repeated.

And, in the operation unit, the first data set and the second data set are automatically matched with the first end identification signal and the second start identification signal, which are continuously aligned according to mutual time, so that the preset resistance for each speed; It can be calculated as integrated data on trim and settlement.

Through this, even if the resistance, trim, and settlement data of the model ship 20 are stored in a plurality of data sets for each speed in the data storage, they can be integrated and stored automatically and quickly for each speed and time period. In addition, since the data is measured only under conditions within the effective inspection range according to the amount of trim change of the twin-type towboat 10, speed and economy can be remarkably improved as the amount of data to be calculated is minimized.

4 is a table showing the resistance performance of a model ship as a result of a tank model test, and FIG. 5 is a table showing the resistance performance of a model ship as a result of a real sea area model test according to an embodiment of the present invention. 6 is a table showing the trim and settlement of the model ship as the result of the tank model test, and FIG. 7 is a table showing the trim and sink of the model ship as the result of the actual sea area model test according to an embodiment of the present invention. . And, FIG. 8 is a graph in which data obtained through the real sea area model test method according to an embodiment of the present invention is reflected. And, Figure 10 is a photograph showing the driving state of the actual sea area model test system according to an embodiment of the present invention.

As shown in FIGS. 4 to 10, comparing the test results of the model ship 20 to which the real sea area model test method and system according to the present invention is applied and the tank test results using the model ship 20 of the same class according to the present invention It can be confirmed that the data based on the actual sea area model test is improved. Here, PNU was indicated for the test at Pusan National University, and SMT was indicated for the real sea area model test according to the present invention.

In detail, in order to confirm the test results of the model ship 20 using the real sea area model test method and system according to the present invention, a real sea area test (Nakdong River Estuary Bank) with the model ship 20 having the specifications corresponding to Table 1 above The results of the water tank test conducted at Pusan National University were compared.

First, referring to FIGS. 4 and 5, in the tank test, the maximum speed could not exceed 24 knots, but in the real sea test, it was possible to test up to 37 knots.

In addition, for the analysis of the resistance performance, the ITTC 1957 method, a two-dimensional resistance performance analysis method, was used, and effective horsepower at 25 knots was estimated through this.

Moreover, referring to FIG. 10, since the model ship 20 is protected during the travel of the twin-type towship 10, the bow by the travel of the towship to the inside of each asymmetric hull of the twin-type towship 10 It can be seen that the wave is minimized and travels.

As a result of integrated analysis of the data obtained through the real sea area test, an average error of 11.54% was confirmed when compared with the water tank test. At 25 knots, the effective horsepower of the engine was 152.41hp, and at the maximum speed of 37 knots, the effective horsepower reached 433.50hp, confirming that design efficiency and design error minimization could be achieved.

In this case, terms such as "include", "comprise" or "have" described above mean that the corresponding component may be present unless otherwise stated, excluding other components. It should be construed as being able to further include other components. All terms, including technical or scientific terms, have the same meaning as commonly understood by a person of ordinary skill in the art to which the present invention belongs, unless defined otherwise. Commonly used terms, such as terms defined in a dictionary, should be interpreted as being consistent with the contextual meaning of the related art, and unless explicitly defined in the present invention, they are not interpreted in an ideal or excessively formal meaning.

As described above, the present invention is not limited to the above-described embodiments, and it is possible to modify and implement the present invention by those skilled in the art without departing from the scope claimed in the claims of the present invention. And, such modifications fall within the scope of the present invention.

100: model test system in real sea area 10: twin-type towing ship
11: asymmetric hull 20: model ship

Claims (5)

The model ship is bound and fixed between the spaced spaces of the twin-type towing ships, which are spaced apart on both sides and are provided as a pair, but each facing inner part is formed in a parallel flat plate shape from the tip to the stern end, and each outer surface is formed in a streamlined shape. A first step of being disposed in the real sea area;
The zero point of the inclination sensor measuring the amount of trim at the bow and stern of the twin-type towboat in a floating and suspended state in the real sea area is set, and the zero point of the measurement sensor for measuring the amount of resistance, trim and settlement of the model ship is set Step 2;
After the catamaran towboat is moved to the measurement sea area and operated at a preset speed, when the trim deformation of the twintail towboat measured by the inclination sensor is determined to be within the preset effective inspection range, the resistance, trim, and settlement of the model ship a third step of measuring this through the measurement sensor and storing it in a data storage unit; and
A real sea area model test method comprising a fourth step of integrating and analyzing the resistance and trim amount data stored in the data storage unit by a calculation unit according to the preset speed. According to claim 1,
The third step is
Measuring a first value for a bow side trim amount and a second value for a stern side trim amount of the twin-type towboat by the inclination sensor;
When the first value and the second value are determined to be within the valid inspection range, the measuring sensor starts measuring and continuously stores resistance, trim, and settlement data in the data storage unit. Model test method. According to claim 2,
The third step is
When at least one of the first value and the second value exceeds the valid inspection range, the measurement sensor stops measuring, and it is judged that the first value and the second value are within the valid inspection range. Actual sea area model test method, characterized in that the measurement of the resistance measurement sensor and the trim measurement sensor included in the measurement sensor is controlled to restart. According to claim 3,
In the first step, the model ship is bound to the bow side of the separation space,
In the third step, when the first value and the second value are within the valid inspection range, a start identification signal for starting measurement of the measuring sensor is given, and at least one of the first value and the second value When exceeds the effective inspection range, a termination identification signal is given in which the measurement of the measurement sensor is stopped,
In the fourth step, when the completion of the measurement of the measurement sensor is determined, the end identification number and the start identification number assigned to the front and rear sides of the resistance, trim, and settlement data measured for each effective inspection range through the calculation unit are automatically matched. Actual sea area model test method characterized in that it is generated as integrated data. It is spaced apart on both sides to have a space in the center and is provided as a pair, but each facing inner surface is formed in a parallel flat plate shape from the tip to the stern end, and each outer surface is formed in a streamlined twin-type towboat including an asymmetric hull;
A model ship provided on the bow side of the spaced space and coupled and fixed to a support frame portion interconnecting the twin-type towing lines;
An inclination sensor provided at the central part in the lengthwise direction of the twin-type towline to measure the trim deformation value of the twin-type towline and a resistance of the model ship provided in the model ship and determined that the trim deformation value of the twin-type towline is within the valid inspection range , a sensor unit including a measurement sensor for measuring trim and unloading amount; and
A data storage unit storing the data measured by the sensor unit and an operation unit generating integrated data by automatically matching end identification numbers and start identification numbers assigned to the front and rear of the resistance, trim, and settlement data stored in the data storage unit. Actual sea area model test system including a control unit comprising a.

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