KR20110016210A - Ship with body designed to decrease flow resistance - Google Patents

Abstract

PURPOSE: A ship with a hull which is designed in a flow resistance reduction type manner is provided to increase propelling efficiency and reduce energy consumption by the reduction of eddy resistance. CONSTITUTION: A ship(100) with a hull which is designed in a flow resistance reduction type manner comprises a hull(20), a propulsion device(40), a flow control groove(22), and a flow control protrusion(24). The hull floats on the water. The propulsion device is installed in the stern of the hull and provides propulsion forces to the hull. The flow control groove is formed in the hull into the shape of a strip. One of the flow control groove and the flow control protrusion is formed between a bow and the stern below a draft line. One of the flow control groove and the flow control protrusion is formed to reduce the friction resistance and pressure resistance of the fluid flowing on the surface of the hull.

Description

Ship with body designed to decrease flow resistance}

The present invention relates to a ship having a hull shape designed to reduce the flow resistance, more specifically, the flow control groove / flow control projection which is integral with the hull is formed to a predetermined length and width of the fluid pressure and friction resistance and The present invention relates to a ship having a hull shape designed to reduce flow resistance by reducing eddy resistance of a fluid flowing through a propulsion mechanism and simplifying a manufacturing process of the hull, thereby reducing costs.

At present, the design and manufacture of ships is being actively performed according to the development of shipbuilding industry. As the ship is a transportation means moving in the water, the hull of the ship during the ship operation is subject to fluid flow resistance.

On the other hand, there are frictional resistance and pressure resistance in the flow resistance acting on the hull. Friction resistance is a resistance element that occupies most of the flow resistance acting on the hull, so the research to reduce the frictional resistance is continuously conducted.

However, as the practical effect of the technology for reducing the frictional resistance developed to date is weak, the development of the ship design and manufacturing technology for reducing the pressure resistance as a suboptimal measure is now actively developed. The trend is taking place.

In relation to the technology of reducing frictional resistance and pressure resistance as described above, Korean Laid-Open Patent Publication No. 2002-77112 is provided with a pipe housing having a plurality of slits incorporating a flexible air pipe inside or outside the hull surface. A method and apparatus for reducing frictional resistance by varying the flow field of turbulence formed on the hull surface by contracting and expanding the air tube as a pump to intake and eject fluid through the slit.

In addition, the Republic of Korea Utility Model Publication No. 1992-8336 is a pair of aberrations, respectively, which is connected to the engine, located on the outer side of the aberration, discharge wave guide plate formed in the center of the aberration, and both outer peripheral edges of the aberration It consists of a plurality of suction, discharge deflection blades attached to both sides of the discharge wave guide plate and the suction wave guide plate attached to the outer portion of the hole, through the configuration of the wave hitting the bow during operation Disclosed is a bow propulsion device for a ship which reduces frictional resistance and adjusts the ship's operating direction in the pair of aberration rotation speeds and rotational directions.

However, the active methods currently developed as described above, in addition to the economic burden of manufacturing and installing a separate frictional resistance reduction device, reduce the frictional resistance in order to control the flow rather than the energy saving effect derived from attaching the frictional resistance reduction device. The disadvantage is that the energy required to run the device is relatively larger.

On the other hand, passive methods to reduce frictional or pressure resistance may be achieved by changing the hull's appearance to reduce frictional or pressure resistance or by attaching an appendage to a part of the ship, such as the bow, stern or bottom of the ship. Methods for increasing propulsion efficiency by controlling the flow of fluid on the surface of the ship has been used, and is one of the methods widely used in the past due to the advantage of not needing energy supply for flow control.

In addition, as a method for reducing the frictional resistance or the pressure resistance by changing the outer shape of the hull, Republic of Korea Patent No. 359,933, by forming the athlete to the front as sharp as possible, by the above-mentioned pointed bow in the forward reflection, wave The hypertrophy line which can alleviate the collapse phenomenon of a wave and reduce the increase in resistance in a wave is disclosed.

On the other hand, as a way to increase the propulsion efficiency by installing an additive on the bow, stern or bottom of the ship, the Republic of Korea Utility Model Publication No. 2002-6929 discloses a rotating half-moon disc to reduce the resistance of the flow rate, according to The thrust bearing is inserted inside the cap to mount the rotating disc, and the ball bearing is fitted to the rotating disc shaft to cover the rotating disc shaft with a cap and then fixed to the bow so that the ship's bow hits the bow when the ship proceeds. The resistance is decreasing.

In addition, Korean Patent Laid-Open Publication No. 1997-69724 forms a concave portion on a lower surface of the hull, in particular, an air intake portion through which the air is sucked into the front surface of the hull, and the air introduced through the air intake portion stays in the concave portion for a while. Afterwards, the air is delayed in the recess formed in the lower surface of the hull, and the pressure is generated by passing through the rear air exhaust portion and the side air exhaust portion of the side portion of the hull. Disclosed is a structure of a high speed ship, in which the contact area of the can be reduced as much as possible to reduce the frictional resistance.

However, the passive methods have the advantage that the energy saving efficiency is relatively higher than the active methods as a method for reducing the frictional resistance or the pressure resistance of the ship, but according to the big task of modifying the ship's appearance itself, In addition to complicating and increasing the manufacturing cost of the vessel, the above appearance change causes many obstacles to the other functions and durability of the vessel.

Accordingly, the situation is required to develop a technology that can simplify the change in the shape of the hull to simplify the manufacture of the hull while increasing the efficiency of reducing frictional or pressure resistance.

Accordingly, the present invention improves the problems of the prior art, and any one selected from the flow control groove and the flow control protrusion is included in the hull so that the hull is designed to be integrated with the hull so that the plastic processing is performed to further pin the hull surface. Unlike conventional ships that reduce flow resistance by installing additional materials such as pipes and pipes, the hull is designed with a new type of flow resistance reduction type that can simplify the manufacturing process of the hull and thus reduce the manufacturing cost of the hull. It is aimed at providing ships with a ship.

In addition, the present invention is any one selected from the flow control groove is a strip-shaped groove having a predetermined length and width and the flow control projection is a strip-shaped protrusion having a predetermined length and width, the bow of the lower side of the draft line ( It is formed to be integrally formed at a predetermined angle with a horizontal plane on the side portion between the 船首) and the stern, and the frictional resistance and pressure resistance of the fluid flowing on the hull surface during ship operation can be reduced, and the driving force is applied to the hull. It is an object of the present invention to provide a ship having a hull designed with a new type of flow resistance reduction which can also reduce the eddy resistance of the fluid flowing into the propulsion mechanism.

According to a feature of the present invention for achieving the above object, the present invention comprises a hull made of a predetermined shape and floating in the water phase; It is installed in the stern portion of the hull, and includes a propulsion mechanism for imparting a propulsion force to the hull to move the hull in the water, wherein the hull is a flow control groove and a predetermined length of the strip-shaped groove having a predetermined length and width Any one selected from the flow control projections, which are strip-shaped projections having a width and a width, is integrally formed at a predetermined angle with a horizontal plane at a side portion between the bow and the stern below the draft line. The frictional resistance and the pressure resistance of the fluid flowing through the surface of the hull by any one selected from the flow control groove and the flow control projection is characterized in that to be reduced.

In the ship having a hull designed to reduce the flow resistance according to the present invention as described above, the hull is characterized in that the plastic processing is designed in an integral shape including any one selected from the flow control groove and the flow control projection. .

In the ship having a hull designed to reduce the flow resistance according to the present invention, the flow control groove and the flow control projection has any one cross-sectional shape selected from hemispherical, elliptical, square, the flow control groove and flow control The width of the protrusion has a value within 15% of the hull width corresponding to the width of the hull, and the depth of the flow control groove and the thickness of the flow control protrusion have a value within 15% of the hull width corresponding to the width of the hull. It is characterized by.

The flow control groove and the flow control protrusion in the vessel having a hull designed to reduce the flow resistance according to the present invention is formed to be inclined at an angle of 5 to 30 ° with a horizontal plane flow resistance of the fluid flowing around the hull It is characterized by making this reduced ratio increase.

In the ship having a hull shape designed to reduce the flow resistance according to the present invention, the hull has a bulbous bow, any one selected from the flow control groove and the flow control projection is the bulbous bow portion of the hull The pressure resistance of the fluid flowing in the surface of the hull is reduced to any one, and at least one selected from the flow control groove and the flow control projection is formed in the stern at a position close to the propulsion mechanism is introduced into the propulsion mechanism It is characterized in that the eddy resistance of the fluid to be reduced.

In the ship having a hull designed to reduce the flow resistance according to the present invention as described above, the hull is characterized in that the flow control groove and the flow control projection is installed in a plurality of parallel to each other at a predetermined position.

According to the ship having a hull shape designed to reduce the flow resistance according to the present invention, as the flow control groove / flow control projection integral with the hull is formed in a predetermined length and width, the frictional resistance and pressure resistance of the fluid and the propulsion mechanism part The eddy resistance of the fluid flowing in the vessel is reduced, so that the propulsion efficiency of the vessel is increased and energy consumption is reduced.

In particular, when the flow control groove / flow control protrusion is formed at the stern around the propulsion mechanism, the vibration of the hull due to the vortex phenomenon of the bilge area, which is a curved portion of the bottom of the ship, is also reduced.

In addition, according to the present invention, as the flow control groove / flow control protrusion is designed and molded integrally with the hull, the manufacturing process of the hull is simplified and the manufacturing cost of the hull is simultaneously reduced.

In addition, the vessel having a hull shape designed to reduce the flow resistance of the present invention, the flow control groove / flow control projection is integral with the hull and the flow control groove / flow control protrusion and the hull is smoothly connected to induce a smooth flow of fluid Thus, the effect of reducing the flow resistance is further increased.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. On the other hand, in the drawings and detailed description of the hull, vessels or vessels having a hull designed to reduce the flow resistance to reduce the appearance and reference to the construction and operation that can be easily understood by those skilled in the art. In particular, in the drawings and detailed description of the drawings, detailed descriptions and illustrations of specific technical configurations and operations of elements not directly related to technical features of the present invention are omitted, and only the technical configurations related to the present invention are briefly shown or described. It was.

The ship 100 according to the present invention has a hull 20 that is formed in a predetermined shape and floats in the water, and a propulsion mechanism 40 installed on the stern portion of the hull 20 to impart a propulsion force to the hull 20. In a configuration that includes, in particular, the hull 20 is to be designed to reduce the flow resistance. Such a vessel having a hull shape designed to reduce the flow resistance according to the present invention 100 can be applied to a vessel of various shapes and configurations, in particular applied to large vessels such as passenger ships, container ships, oil tankers when the ship operation Various flow resistances caused by the fluid flowing on the surface can be effectively reduced.

The vessel 100 according to the present invention is any one selected from the flow control groove 22 is a strip-shaped groove having a predetermined length and width and the flow control projection 24 is a strip-shaped projection having a predetermined length and width. It is a technical feature to be integrally formed at a predetermined angle with a horizontal plane on the side portion between the bow and the stern below the draft line. Accordingly, the frictional resistance and the pressure resistance of the fluid flowing on the surface of the hull 20 during the operation of the ship 100 is reduced. In particular, when the flow control groove 22 or the flow control protrusion 24 is formed at the stern of the hull 20 in which the propulsion mechanism 40 is installed, the eddy current resistance of the fluid flowing into the propulsion mechanism 40 (eddy) As the resistance is reduced, the smooth operation of the propulsion mechanism 40 is induced to increase the propulsion efficiency, as well as the vibration of the hull due to the vortex of the bilge portion, which is a curved portion of the bottom of the ship.

In particular, in the ship 100 of the present invention, any one selected from the flow control groove 22 and the flow control protrusion 24 is included in the hull 20 so that the hull 20 is integrated with the hull 20. As a technical feature of the design and plastic processing, the manufacturing process of the hull 20 is simplified, unlike the conventional vessel that reduces the flow resistance while additionally attached to the hull surface, such as fins or pipes, The cost of manufacturing the hull is reduced.

Ship 100 having a hull shape designed to reduce the flow resistance according to the present invention has a predetermined shape as shown in Figure 1 hull 20 to be suspended in the water and the hull is installed on the stern portion of the hull 20 And a propulsion mechanism 40 to impart propulsion to the 20.

Here, the hull 20 is any one selected from the flow control groove 22 is a strip-shaped groove having a predetermined length and width and the flow control projection 24 is a strip-shaped projection having a predetermined length and width. It is formed in the side part between the bow and the stern below. Such a hull 20 is plastically processed and designed to form a unit including any one selected from the flow control groove 22 and the flow control projection 24 as shown in Figures 2 to 8.

In addition, the cross-sectional shape of the flow control groove 22 and the flow control protrusion 24 formed in the hull 20 is made of a curve, such as hemispherical, elliptical, or a shape where the face meets the edge, that is, a square shape Can be made. The width of the flow control groove 22 and the flow control projection 24 is to have a value within 15% of the hull width corresponding to the size of the hull, the depth of the flow control groove 22 and the flow control projection ( The thickness of 24 is also preferably to be within 15% of the width of the hull corresponding to the size of the hull 20. That is, the width and depth of the flow control groove 22, the width and thickness of the flow control projection 24 is preferably increased within 15% of the hull width in proportion to the size of the hull 20.

Meanwhile, the flow control groove 22 and the flow control protrusion 24 formed in the hull 20 as described above are integrally formed at a predetermined angle with the horizontal plane as shown in FIG. The effect of reducing flow resistance such as pressure resistance can be increased. Here, the flow control groove 22 and the flow control protrusion 24 is preferably formed to be inclined at an angle of 5 to 30 ° with a horizontal plane.

In addition, the flow control grooves 22 and the flow control protrusions 24 formed in the hull 20 as described above are installed in parallel to each other at a predetermined position as shown in Figs. 4 and 5 so that the surface of the hull flows It is possible to increase the effect of reducing the flow resistance such as frictional resistance, pressure resistance of the fluid. That is, the plurality of flow control grooves 22 may be formed in the vertical position at the predetermined position of the hull 20, or the plurality of flow control protrusions 24 may be formed in the vertical position at the predetermined position of the hull 20. .

On the other hand, the vessel 100 of the present invention is applied to large vessels such as passenger ships, container ships, oil tankers when the hull 20 has a bulbous bow (bulbous bow), the flow control groove 22 formed in the hull 20 ) And any one selected from the flow control protrusion 24 may be formed in the bulbous bow portion of the hull 20 as shown in FIG. As such, any one selected from the flow control groove 22 and the flow control protrusion 24 formed in the bulbous bow portion of the hull 20 reduces the frictional resistance and the pressure resistance of the fluid flowing on the surface of the hull 20. do.

Here, when any one selected from the flow control groove 22 and the flow control protrusion 24 is formed in the bow portion including the bulbous bow portion of the hull 20, the bow of the hull 20 and the side portion of the hull 20 Then, the pressure resistance and the frictional resistance of the fluid with respect to the portion where the shape change is increased is effectively reduced by any one selected from the flow control groove 22 and the flow control protrusion 24.

In addition, as shown in FIG. 7, any one selected from the flow control groove 22 and the flow control protrusion 24 is formed at a stern at a position close to the propulsion mechanism 40 and flows into the propulsion mechanism 40. It is also possible to reduce the eddy resistance of the eddy resistance. As such, when any one selected from the flow control groove 22 and the flow control protrusion 24 is formed in the stern portion, the vibration of the hull due to the vortex phenomenon of the bilge portion, which is the curved portion of the bottom of the ship, is also reduced. do.

One or more flow control grooves 22 and the flow control protrusions 24 may be formed at specific portions of the hull 20, and as shown in FIG. 8, spaced apart from each other in the bow portion and the stern portion of the hull 20 And may be formed at the same time.

On the other hand, the applicant designed a ship model in order to prove the effect of this embodiment, and then simulated the pressure distribution and the distribution of the distribution of the hull surface during the operation of the ship and then performed a numerical analysis for it.

The MOERI KVLCC1 tanker was used as a ship model for the simulation. The Lpp of the MOERI KVLCC1 tanker was 5.5172m, Lwl was 1.0m, Bwl was 0.3586m, D was 0.5172m, T was 0.3586m, and the speed was 1.0469m / s. The Reynolds number was 4600000 and the ship flooded surface area (WSA) was 4.1285 m 2.

In addition, the MOERI KVLCC1 tanker was formed to have a flow control groove 22, this flow control groove 22 was to be positioned at both ends of the 18.5 station and 19.5 station of the hull. (In this case, the term "station" refers to the boundary between each section after the LBP is divided into 20 equal sections. The number is assigned from the stern, the first station is number 0, and the last station is number 20.) Means the distance between the repair and the stern, the line perpendicular to the design and passing the intersection of the design and the foreline is called the forward repair (FP), and the stern repair (AP) is a clear rudder post. In ships with), the vertical line passes through the intersection of the back of the other state and the design repair, and in the other ships, it is the vertical line passing through the intersection between the centerline of the rudder stock and the design repair.)

9 to 14 are diagrams showing the pressure distribution of the hull surface in the form of a contour in order to check the pressure resistance of the hull surface, Figure 9 is a vessel 100 according to the first embodiment of the present invention shown in FIG. As shown in FIG. 10, a graph illustrating a simulation result of case 1 of a MOERI KVLCC1 tanker in which one flow control groove 22 is horizontally formed, and FIG. 10 is a vessel 100 according to the second embodiment of the present invention shown in FIG. 3. As shown in FIG. 11, a flow diagram illustrating a simulation result of case 2 of a MOERI KVLCC1 tanker in which one flow control groove 22 is inclined at an angle of 5 ° is shown. FIG. 11 is a vessel according to the second embodiment of the present invention shown in FIG. 3. FIG. 12 is a graph illustrating simulation results of a case 3 of a MOERI KVLCC1 tanker in which one flow control groove 22 is inclined at an angle of 10 ° as shown in FIG. 100, and FIG. 12 is a second embodiment of the present invention shown in FIG. 3. One fluid such as ship 100 according to Figure 4 is a graph of the simulation results of the case 4 of the MOERI KVLCC1 tanker in which the grooves 22 are inclined at an angle of 15 °, and FIG. 13 is two like the ship 100 according to the third embodiment of the present invention shown in FIG. Figure 5 is a graph of simulation results of the case 5 of the MOERI KVLCC1 tanker in which the flow control grooves 22 are horizontally parallel to each other, and FIG. 14 is a circle of the MOERI KVLCC1 tanker in which the flow control grooves 22 are not formed. Is a graph of numerical simulation results.

When comparing the case1, case2, case3, case4 and case5 of the MOERI KVLCC1 tanker as described above, the pressure distribution of case1, case2, case3, case4 and case5 of the MOERI KVLCC1 tanker was formed with a flow control groove 22. It can be seen that the area of the MOERI KVLCC1 tanker is reduced than the original (original).

Meanwhile, FIGS. 15 to 20 show contours of shear stresses on the hull surface in order to check the frictional resistance of the hull surface. FIG. 15 is a ship according to the first embodiment of the present invention shown in FIG. Figure 1 is a graph of the simulation results of the case 1 of the MOERI KVLCC1 tanker in which one flow control groove is formed horizontally, Figure 16 is a flow control like a ship according to a second embodiment of the present invention shown in FIG. Figure 2 is a graph of the simulation results of the case 2 of the MOERI KVLCC1 tanker in which the grooves are inclined at an angle of 5 °, and FIG. 17 shows one flow control groove 10 as in the ship according to the second embodiment of the present invention shown in FIG. Fig. 18 is a graph of simulation results of case 3 of MOERI KVLCC1 tanker formed at an inclined angle. FIG. 18 is a flow control groove having a 15 ° angle as shown in FIG. 3 according to the second embodiment of the present invention. Figure 4 is a graph of the simulation results of the case 4 of the MOERI KVLCC1 tanker formed to be inclined as shown in Figure 4 is a flow control groove formed horizontally parallel to each other, such as a ship according to a third embodiment of the present invention shown in FIG. Figure 5 is a graph of the simulation results of the case 5 of the MOERI KVLCC1 tanker, Figure 20 is a graph of the simulation results of the original (original) of the MOERI KVLCC1 tanker without a flow control groove.

Comparing the case1, case2, case3, case4 and case5 of the MOERI KVLCC1 tanker as described above, the shear stress distribution of the case1, case2, case3, case4 and case5 of the MOERI KVLCC1 tanker has a flow control groove (22). It can be seen that it is reduced than the original (original) of the MOERI KVLCC1 tanker along the formed site.

Meanwhile, in FIG. 21, drag force acting on case1, case2, case3, case4, case5, and original of the MOERI KVLCC1 tanker acts on the surface of the hull 20 and the vertical force (pressure) and horizontal force (viscosity force). -The force corresponding to the shear stress) and its total force are described, and FIG. 22 shows the drag coefficients acting on case1, case2, case3, case4, case5 and original of the MOERI KVLCC1 tanker, respectively. Drag Coefficient) is described in the same manner as in FIG. 22, in which the drag and drag coefficients of case1, case2, case3, case4 and case5 of the MOERI KVLCC1 tanker are lower than those of the original MOERI KVLCC1 tanker. You can confirm that it is done.

Case 1, case 2, case 3, case 4, and case 5 of the MOERI KVLCC1 tanker act on the surface of the hull 20 with respect to the original of the MOERI KVLCC1 tanker. And the rate at which the total force is reduced are shown in FIG.

As described above, the vessel having a hull designed to reduce the flow resistance in accordance with an embodiment of the present invention has been shown according to the above description and drawings, but this is only an example and does not deviate from the technical spirit of the present invention. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope.

Figure 1 (a) is a side view of the hull shape designed to reduce the flow resistance according to the invention the flow control groove is formed on the side of the hull;

Figure 1 (b) is a side view of the hull shape designed to reduce the flow resistance according to the invention the flow control projection formed on the side of the hull;

2 is a partial perspective view of a hull designed to reduce the flow resistance according to the first embodiment of the present invention in which one flow control groove is horizontally formed;

3 is a partial perspective view of a hull designed to reduce the flow resistance according to the second embodiment of the present invention in which one flow control groove is inclined;

4 is a partial perspective view of a hull designed to reduce flow resistance according to a third embodiment of the present invention in which two flow control grooves are horizontally parallel to each other;

5 is a partial perspective view of a hull designed to reduce the flow resistance according to the fourth embodiment of the present invention in which two flow control grooves are inclined;

6 is a partial perspective view of a hull shape designed to reduce the flow resistance according to the fifth embodiment of the present invention in which one flow control groove is formed in the bulbous bow portion;

7 is a partial perspective view of a hull designed to reduce flow resistance according to a sixth embodiment of the present invention in which one flow control groove is formed at a stern adjacent to the propulsion mechanism;

8 is a partial perspective view of a hull shape designed to reduce the flow resistance according to the seventh embodiment of the present invention in which flow control grooves are formed at the fore and aft parts respectively;

FIG. 9 is a graph illustrating numerical simulation results of case 1 of a MOERI KVLCC1 tanker in which one flow control groove is horizontally formed as in a ship according to the first embodiment of the present invention shown in FIG. 2. Shown in contour form;

FIG. 10 is a graph illustrating numerical simulation results of case 2 of a MOERI KVLCC1 tanker in which one flow control groove is inclined at an angle of 5 ° as in the ship according to the second embodiment of the present invention shown in FIG. A pressure distribution in the form of a contour;

FIG. 11 is a graph illustrating numerical simulation results of case 3 of a MOERI KVLCC1 tanker in which one flow control groove is inclined at an angle of 10 ° as in the ship according to the second embodiment of the present invention shown in FIG. A pressure distribution in the form of a contour;

FIG. 12 is a graph illustrating numerical simulation results of case 4 of a MOERI KVLCC1 tanker in which one flow control groove is inclined at an angle of 15 ° as in the ship according to the second embodiment of the present invention shown in FIG. A pressure distribution in the form of a contour;

FIG. 13 is a graph illustrating numerical simulation results of a case 5 of a MOERI KVLCC1 tanker in which two flow control grooves are horizontally parallel to each other like a ship according to a third embodiment of the present invention shown in FIG. 4. A pressure distribution in the form of a contour;

FIG. 14 is a graph of simulation results of the original simulation of the MOERI KVLCC1 tanker without a flow control groove, showing the pressure distribution on the hull surface in a contour form; FIG.

FIG. 15 is a graph illustrating numerical simulation results of case 1 of a MOERI KVLCC1 tanker in which one flow control groove is horizontally formed as in a ship according to the first embodiment of the present invention shown in FIG. 2. FIG. Drawing in contour form;

FIG. 16 is a graph illustrating numerical simulation results of case 2 of a MOERI KVLCC1 tanker in which one flow control groove is inclined at an angle of 5 ° as in the ship according to the second embodiment of the present invention shown in FIG. A shear stress distribution in contour form;

FIG. 17 is a graph illustrating numerical simulation results of a case 3 of a MOERI KVLCC1 tanker in which one flow control groove is inclined at an angle of 10 ° as in the ship according to the second embodiment of the present invention shown in FIG. 3. A shear stress distribution in contour form;

FIG. 18 is a graph illustrating numerical simulation results of case 4 of a MOERI KVLCC1 tanker in which one flow control groove is inclined at an angle of 15 ° as in the ship according to the second embodiment of the present invention shown in FIG. A shear stress distribution in contour form;

FIG. 19 is a graph illustrating numerical simulation results of case 5 of a MOERI KVLCC1 tanker in which two flow control grooves are horizontally parallel to each other like a ship according to a third embodiment of the present invention shown in FIG. 4. A shear stress distribution in contour form;

FIG. 20 is a graph of simulation results of the original simulation of the MOERI KVLCC1 tanker without a flow control groove, showing the shear stress distribution on the hull surface in the form of contour lines; FIG.

Fig. 21 shows the vertical force (pressure) and horizontal force (viscosity-shear stress) in which drag forces acting on case1, case2, case3, case4 and case5 of MOERI KVLCC1 tanker respectively on the surface of the hull. Table) divided into;

FIG. 22 is a table describing drag coefficients acting on case1, case2, case3, case4, case5 and original of MOERI KVLCC1 tanker in the same manner as in FIG. 16; FIG.

FIG. 23 shows that the case 1, case 2, case 3, case 4, and case 5 of the MOERI KVLCC1 tanker act on the surface of the hull against the original of the MOERI KVLCC1 tanker. The table shows the rate of reduction.

* Description of the symbols for the main parts of the drawings *

20: hull 22: flow control groove

24: flow control projection 40: propulsion mechanism

100: ship

Claims (6)

A hull made of a predetermined shape and floating in the water phase; It is installed on the stern portion of the hull, including a propulsion mechanism for imparting a driving force to the hull to allow the hull to move in the water, The hull has a bow below the draft line, wherein any one selected from the flow control groove, which is a strip-shaped groove having a predetermined length and width, and the flow control protrusion, which is a strip-shaped protrusion having a predetermined length and width, is provided. And a horizontal angle between the stern and the stern at a predetermined angle with the horizontal plane to be integrally formed so as to reduce the frictional resistance and the pressure resistance of the fluid flowing through the surface of the hull by any one selected from the flow control groove and the flow control projection. A ship having a hull designed to reduce flow resistance. The method of claim 1, The hull is a vessel having a hull shape designed to reduce the flow resistance, characterized in that it is designed to form an integral shape, including any one selected from the flow control groove and the flow control projection. The method of claim 1, The flow control groove and the flow control projection has any one cross-sectional shape selected from hemispherical, elliptical, square, The width of the flow control groove and the flow control projection has a numerical value within 15% of the hull width corresponding to the width of the hull, and the depth of the flow control groove and the thickness of the flow control projection correspond to the width of the hull. A ship with a hull designed to reduce flow resistance, having a value within 15%. The method of claim 1, The flow control groove and the flow control protrusion are formed to be inclined at an angle of 5 to 30 ° with a horizontal plane to reduce the flow resistance of the fluid flowing around the hull to reduce the flow resistance shape, characterized in that to increase Ship with engineered hull. The method according to claim 1 or 4, The hull has a bulbous bow, Any one selected from the flow control groove and the flow control protrusion is formed in the bulbous bow portion of the hull to reduce the pressure resistance of the fluid flowing on the surface of the hull, and any one selected from the flow control groove and the flow control projection The ship having a hull designed to reduce the flow resistance, characterized in that formed in the stern portion adjacent to the propulsion mechanism to reduce the eddy resistance of the fluid flowing into the propulsion mechanism. The method according to claim 1 or 4, The hull is a vessel having a hull shape designed to reduce the flow resistance, characterized in that a plurality of the flow control groove and the flow control projection is installed in parallel to each other at a predetermined position.

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