KR20220085161A - method and system for testing with model in open sea - Google Patents

Abstract

In order to accurately and efficiently design a high-speed ship, the present invention is an asymmetrical hull spaced on both sides and provided in a pair, with each facing inner surface formed in a parallel flat plate shape from the fore end to the stern end and each outer surface portion is formed in a streamlined shape. A first step in which the model ship is bound and fixed between the spaced spaces of the twin-type towing ship comprising: The zero point of the inclination sensor measuring the amount of trim on the bow and stern side of the twin-type towing ship is set in the floating and stopped state in the real sea area, and the zero point of the measurement sensor measuring the resistance, trim, and settlement of the model ship is set second step; After the twin-type towing ship is moved to the measurement sea, it is operated at a preset speed, and when the trim deformation amount of the twin-type towing ship measured through the inclination sensor is determined to be within a preset effective inspection range, the resistance, trim and settlement amount of the model ship a third step of being measured through the measurement sensor and stored in a data storage unit; and a fourth step in which the resistance and trim amount data stored in the data storage unit are integrated and analyzed by an operation unit according to the preset speed.

Description

Real sea area model testing method and system {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 research on the performance of high-speed ships (high-speed ships), model tests occupy a very important part. For this reason, the parts related to the model test of high-speed craft are well organized in the report of the High Speed Marine Vehicle Committee (HSMVC) of the International Linear Test Tank Conference (ITTC). Most of the major studies adopted in HSMVC correspond to the correlation between actual ships and model ships, and other problems specific to high-speed ships such as water-jet propulsion test methods and wave external force tests applied to structures are also sequentially investigated.

In detail, a number of tug test studies using the water tank test method have been conducted in Japan, and through this, an experimental method for designing a high-speed craft is being developed. In HSMVC, a towing test study under the same conditions was jointly conducted with Japan using a similar model of a single-acting runway. In addition, in the high-speed tank of the Japan Ship Technology Research Institute, due to various problems related to the shallow water effect and the test method, each test tank is developing an independent and practical experimental method for a small-scale high-speed vessel.

In addition, Ikeda et al. proposed a posture constraint test method in which the model ship was completely fixed to a trigonometer in which resistance, lift, and moment were measured, measured the fluid force acting on the model ship, and using the calculated fluid force data, A program was developed to calculate the posture and resistance in the middle of the body. However, in the above program, a large number of experiments that can include all of these conditions must be performed because the amount of flotation of the ship varies countless times along the length from each position at low speed to the value at high speed, and the trim changes at many angles. There was a problem in which accurate measurement was made.

In addition, Kawahara and Otsuka et al. proposed a method of measuring the two-component force of resistance and trim moment and the amount of levitation by manufacturing a resistance tester that restricts only the trim while free up-and-down flow. In addition, Professor Toru Katayama of Osaka Prefectural University in Japan developed a resistance test method to measure the fluid force in a fully restrained type in a high-speed towing tank by manufacturing a high-speed leisure boat as a miniature model of 0.5 m or less. In addition, Shgeru and Hayashita et al. measured the fluid force acting on the hull of a high-speed leisure vessel and changed the hull to a position where force and moment balance were possible and performed resistance measurement. and a method for measuring resistance has been proposed.

However, in the tank model test of the high-speed craft described above, the towing speed is insufficient with the existing towing tank because the Froude number is large due to the linear characteristic of the high-speed craft. For this reason, there were problems such as the need to make the model ship small, and the effect of natural water depending on the side wall or the depth of the tank. In addition, unlike general displacement linear, the slide type of high-speed craft shows a large change in attitude during cruising, and this change in attitude greatly affects the resistance characteristics, and the shape of the submerged surface or the submerged surface area changes greatly according to the change in attitude. For this reason, there was a problem in that it was difficult to estimate the frictional resistance applied to the hull.

In other words, in the model test of high-speed ship, compared to general displacement linear ships, the weight of the ship is supported by dynamic buoyancy, so the change in the driving posture (trim, flotation) according to the cruising speed is large, so the change in the submerged area is large. In addition, the change of the sailing attitude due to the deformation of the front and rear position of the ship (changing the trim) is closely related to the performance of the ship.

On the other hand, the high-speed craft resistance test method is largely divided into a constraint test in which a model ship is attached to a dynamometer and variously deformed running posture to measure force or moment, and a free test in which the thrust line is automatically towed in the thrust direction. At this time, as the number of constraint items increases, the constraint test requires a large number of components of the dynamometer and has a characteristic that the measurement run also increases. And, since the free test directly realizes the actual driving state, the experimental efficiency is excellent and it has an effective advantage in the performance verification test, but it is very inconvenient to perform the initial trim series test using weights at the same time. This follows.

Moreover, model testing is essential as an optimal solution for linear verification when facing hydrodynamic problems before building a high-speed craft. It is rare to conduct model tests due to the relatively inexpensive construction conditions and short construction period, and most of the performance reviews are performed by trial run evaluation of actually manufactured ships. Therefore, since many problems such as the flow speed of most domestic and foreign circulation tanks and the speed limit of the tow truck, the effect of the water tank flooding, and the sidewall effect, each country's test tank is developing an independent and practical experimental method for the development of high-speed slide type linearity. the current situation.

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 a twin type comprising an asymmetrical hull spaced on both sides and provided in a pair, each of which is provided in a pair, in which each facing inner surface is formed in a parallel flat plate shape from the fore end 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 spaces of the towing ship and disposed in the real sea area; The zero point of the inclination sensor measuring the amount of trim on the bow and stern side of the twin-type towing ship is set in the floating and stopped state in the real sea area, and the zero point of the measurement sensor measuring the resistance, trim, and settlement of the model ship is set second step; After the twin-type towing ship is moved to the measurement sea, it is operated at a preset speed, and when the trim deformation amount of the twin-type towing ship measured through the inclination sensor is determined to be within a preset effective inspection range, the resistance, trim and settlement amount of the model ship a third step of being measured through the measurement sensor and stored in a data storage unit; and a fourth step in which the resistance and trim amount data stored in the data storage unit are integrated and analyzed by an operation unit according to the preset speed.

On the other hand, the present invention is a twin-type towing line that includes an asymmetrical hull spaced on both sides and provided in a pair, each of which is provided in a pair, with each facing inner surface formed in a parallel flat plate shape from the fore end to the stern end and each outer surface portion is formed in a streamlined shape; a model ship provided on the bow side of the separation space, the model ship being bound and fixed to a support frame part for interconnecting the twin-type towing line; A tilt sensor provided in the longitudinal center of the twin towline to measure the trim deformation value of the twin towline and provided in the model ship. , a sensor unit including a measurement sensor for measuring the trim and weight; And a data storage unit in which the data measured by the sensor unit is stored, and the end identification number and the start identification number given to the front and rear of the resistance, trim and settlement data stored in the data storage unit to automatically match to generate integrated data It provides a real sea area model test system including a control unit including a calculation unit.

Through the above solution means, 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 thus minimizing economic loss through accurate design and manufacturing. This can significantly improve test efficiency.

Second, the model ship's resistance and trim settlement data are measured only when the trim change amount measured in real time during speed increase and driving of the twin-type towing ship is within the effective inspection range. The reliability of the measured data can be significantly improved by preventing the conventional problems in advance.

Third, when the amount of trim change of twin-type towing ship exceeds the effective inspection range, the measurement of the measurement sensor is selectively stopped and unnecessary data is prevented from being saved, and the amount of data calculation is minimized and calculated quickly, thereby shortening the overall period of high-speed ship design Therefore, the economic feasibility can be significantly improved when manufacturing ships.

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

1 is an exemplary view from above of a real sea area model test system according to an embodiment of the present invention.
Figure 2 is an exemplary view from the side of the real sea area model test system according to an embodiment of the present invention.
3 is a flowchart of a real sea area model test method according to an embodiment of the present invention.
4 is a table showing the resistance performance of a model ship as a result of a water tank model test.
5 is a table showing the resistance performance of a model ship as a result of a real sea model test according to an embodiment of the present invention.
6 is a table showing the trim and settlement amount of the model ship as the results of the tank model test.
7 is a table showing the trim and settlement amount of the model ship as the result values in the real sea area model test according to an embodiment of the present invention.
8 is a graph in which data obtained through a real sea area model test method according to an embodiment of the present invention is reflected;
9 is a photograph showing a state in which the real sea area model test system according to an embodiment of the present invention is disposed in the real sea area.
10 is a photograph showing the running state of the real 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 tank model test of a high-speed ship, the engine is designed by estimating the effective horsepower of the engine in consideration of the loss caused by propellers, etc., the reduction ratio due to the reduction of the hull model, and the maximum test speed. It is a reality 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, in domestic circulation tanks and towing tanks, it is difficult to test high-speed ships due to the characteristics of the length and structure of the test equipment. It is possible, and through this, the accuracy can be significantly improved when the test results are reflected in the development and design of high-speed sliding type linear.

1 is an exemplary view of the real sea area model test system according to an embodiment of the present invention as viewed from above, FIG. 2 is an exemplary view of the real sea area model test system according to an embodiment of the present invention from the side, and FIG. 3 is a flowchart for a real sea area model test method according to an embodiment of the present invention. And, Figure 9 is a photograph showing a state in which the real sea area model test system according to an embodiment of the present invention is arranged in the real sea area. On the other hand, it is preferable to understand that driving, navigation, and operation are substantially corresponding meanings hereinafter.

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

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

At this time, the asymmetric hull 11 is spaced apart from side to side to have a predetermined separation space 12 in the center, and each outer surface portion 11b is preferably formed in a streamlined shape, and more preferably each of the asymmetric hulls 11 ) may be provided in a canoe-shaped linear shape with the same bow and stern shape. That is, each of the asymmetrical hulls 11 has each of the opposite inner surface portions 11a parallel, but the bow side of each outer surface portion 11b becomes narrower toward the fore end, and the stern side becomes narrower toward the stern end. It is understood to be formed in a streamlined shape. This is preferable. Such a shape can reduce the occurrence of a bow wave of the twin-type towing line 10 in the separation space 12 when the twin-type towing line 10 is traveling.

Accordingly, while the twin-type towing ship 10 stably travels in the real sea area, the fluid flow in the separation space 12 may be uniform during driving. Through this, even when the model ship 20 provided in the separation space 12 is tested in the real sea, the influence of the driving environment of the twin-type towing ship 10 on the test data of the model ship 20 is minimized. can be

Here, the twin-type traction line 10 is preferably connected to each of the asymmetrical hulls 11 through the support frame portion (13). In detail, the support frame part 13 is fixed to connect each of the asymmetric hulls 11 of the twin-type towing line 10 , and the control unit and the calculation unit to be described later on the support frame part 13 . A control box 15 including the may be installed.

On the other hand, the model ship 20 is preferably formed in a sliding linear shape corresponding to the hull shape of the actual high-speed ship, and is provided to be bound to the bow side of the separation space 12, and 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 the driving performance test for a 28-feet class high-speed ship as an example, and the specifications of the model ship 20 corresponding thereto 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 towing ship 10, waves generated in the real sea area during operation are blocked, so when measuring each data, 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 towing ship 10, waves generated in the real sea area during driving and the spaced space 12 pass through It can be minimized that the model ship 20 is affected by the fluid flow.

On the other hand, it is preferable that the sensor unit includes a tilt sensor 14 provided in the twin-type traction ship 10 and measurement sensors 21a, 21b, and 21c provided in the model ship 20 .

Here, the inclination sensor 14 is provided in the longitudinal central portion of the twin-type towing line 10, and a trim deformation value including the bow-side trim amount and the stern-side trim amount of the twin-type towing line 10. measure In addition, the measurement sensors 21a, 21b, and 21c are provided in the model ship 20, and the model ship 20 is bound to and fixed to the twin-type towing ship 10 to drive the model ship ( 20) and measure the amount of resistance, trim and settling applied to it. 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 trim measurement sensors 21a and 21b for measuring the trim amount of the model ship 20 while driving. and a resistance measuring sensor 21c for measuring the resistance applied to the model ship 20, and a settlement amount measuring sensor (not shown) for measuring the amount of subsidence of the model ship 20 .

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

In detail, 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 by the operation 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. In this case, it is preferable to understand that the meanings that are determined to be within the effective inspection range and are within the effective inspection range are mutually corresponding in the following.

First, the model ship 20 is bound and fixed to the twin-type traction ship 10 .

In detail, the model ship 20 is disposed in the separation space 12 formed between the twin traction lines 10 , and is bound and fixed to the support frame part 13 . In this case, the control box 15 including the operation unit and the data storage unit may be installed in the support frame unit 13 .

Then, the model ship 20 is disposed in the real sea area in a state where it is bound and fixed to the twin-type towing ship 10 . At this time, it is preferable to understand that being disposed in the real sea area means that the twin-type towing ship 10 to which the model ship 20 is bound and fixed is floating in the real sea area.

And, the zero point of the inclination sensor 14 is set in the floating and stopped state in the real sea area (s11). Next, the zero points of the measurement sensors 21a, 21b, and 21c for measuring the resistance, trim, and subsidence of the model ship 20 are set (s12). Here, it is preferable to understand that the setting of the zero point of each sensor means that the reference value of each data measured through the real sea area model test is set. In this case, the 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 in a floating state in the real sea, an accurate reference value according to the test environment is set and data based on this 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, 21c are set corresponding to the sea state of the real sea area, and to set the zero point of the measurement sensors 21a, 21b, 21c Before the zero point of the inclination sensor 14 is set first, it is possible to accurately set the data collection standard.

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

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

At this time, when at least one of the first value and the second value exceeds the valid inspection range, it is preferable that the measurement of the measurement sensors 21a, 21b, and 21c is 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 measurement sensors 21a, 21b, and 21c is controlled so that the measurement is restarted.

As such, in the present invention, the resistance, trim and settlement data of the model ship 20 are obtained only when the amount of trim deformation is within the effective inspection range by measuring the amount of trim change during the increase in speed and driving of the twin-type towing ship 10 in real time. Since it is measured, the reliability of the measured data can be significantly improved. That is, it is possible to prevent in advance the conventional problem that the measured data is an error due to the trim change of the twin-type towing line 10 and the reliability is lowered.

In addition, since the measurement of the measurement sensors 21a, 21b, and 21c is stopped when the trim change amount of the twin-type towing line 10 exceeds the effective inspection range, the amount of data calculation is minimized and the calculation speed can be significantly improved. have. Through this, the overall period of designing the high-speed craft can be shortened and economical and high-performance ships can be manufactured.

At this time, when the first value and the second value are within the effective inspection range, a start identification signal is provided to start the measurement of the resistance, trim, and settlement data. In addition, when at least one of the first value and the second value exceeds the effective inspection range, a termination identification signal is provided 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 data measured through 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 settling amount 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 running speed of the twin-type towing ship 10 by a preset unit. That is, resistance, trim, and settlement data of the model ship 20 may be measured and collected for each running speed. And, 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 towing ship 10 is terminated (s18), and the resistance, trim and The settlement amount data is integrated and analyzed by the calculating unit according to the preset speed.

Here, when the completion of the measurement of resistance, trim, and settlement of the model ship 20 is determined, the end identification signal and the start identification signal corresponding to each other before and after each other through the calculation unit are automatically matched to generate integrated data. do.

For example, when the first value and the second value measured by the inclination sensor 14 are determined to be within the valid inspection range, a first start identification signal is given, and the resistance, trim and settlement data are transmitted to 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 data storage. And, when the first value and the second value measured by the inclination sensor 14 are re-measured to be within the effective 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 valid inspection range again, the measurement of the measurement sensors 21a, 21b, 21c is stopped, a second end identification signal is given, and a second data set The process of being stored in the data storage may be repeated.

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

Through this, even if the resistance, trim, and settlement data of the model ship 20 are stored in the data storage as a plurality of data sets for each speed, it can be automatically and quickly integrated and stored for each speed and time period. In addition, since the data is measured only under the conditions within the effective inspection range according to the trim change amount of the twin-type towing ship 10, speed and economy can be significantly 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 model test according to an embodiment of the present invention. And, FIG. 6 is a table showing the trim and settlement amount of the model ship as the result values in the tank model test, and FIG. 7 is a table showing the trim and settlement amount of the model ship as the result values in the real 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 running state of the real sea area model test system according to an embodiment of the present invention.

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 real 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, to confirm the test result of the model ship 20 using the real sea area model test method and system according to the present invention, the 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 rowing stadium in Busan) were compared with the results of the water tank test conducted at Pusan National University.

First, referring to FIGS. 4 to 5 , the maximum speed could not exceed 24 knots in the water tank test, but up to 37 knots could be tested in the real sea area test.

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

Furthermore, referring to FIG. 10 , since the model ship 20 is protected when the twin-type towing ship 10 is running, each of the twin-type towing ships 10 is a bow due to the running of the towing ship inside the asymmetrical hull. It can be seen that the wave is minimized and driven.

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

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

As described above, the present invention is not limited to each of the above-described embodiments, and variations can be implemented by those of ordinary skill in the art to which the present invention pertains without departing from the scope of the claims of the present invention. and such modifications are within the scope of the present invention.

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

Claims (5)

The model ships are bound and fixed between the spaced spaces of the twin-type towing ships, which are provided in pairs, spaced on both sides, and include an asymmetrical hull in which each facing inner surface is formed in a parallel flat plate form from the fore end to the stern end and each outer surface portion is formed in a streamlined shape. A first step of being disposed in the real sea area;
The zero point of the inclination sensor for measuring the trim amount on the bow and stern side of the twin-type towing ship is set in the floating and stopped state in the real sea area, and the zero point of the measurement sensor measuring the resistance, trim and settlement amount of the model ship is set second step;
After the twin-type towing ship is moved to the measurement sea, it is operated at a preset speed, and when the trim deformation amount of the twin-type towing ship measured through the inclination sensor is determined to be within a preset effective inspection range, the resistance, trim and settlement amount of the model ship a third step of being measured through the measurement sensor and stored in a data storage unit; and
and a fourth step in which the resistance and trim amount data stored in the data storage unit are integrated and analyzed by an operation unit according to the preset speed. The method of claim 1,
The third step is
Measuring a first value for the bow side trim amount and a second value for the stern side trim amount of the twin-type towing line in the inclination sensor;
and when it is determined that the first value and the second value are within the effective inspection range, the measurement of the measurement sensor is started and resistance, trim and settlement data are continuously stored in the data storage unit. Model test method. 3. The method of 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 of the measurement sensor is stopped, but it is judged that the first and second values are within the valid inspection range Real sea area model test method, characterized in that the control so that the measurement of the resistance measuring sensor and the trim measuring sensor is restarted when it is. 4. The method of 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 the measurement of the measurement sensor is given, and at least one of the first value and the second value When is out of the effective inspection range, a termination identification signal to stop the measurement of the measurement sensor is given,
In the fourth step, when it is determined that the measurement of the measurement sensor is complete, the end identification number and the start identification number assigned to the front and back sides of the resistance, trim, and settlement data measured by the effective inspection range through the calculation unit are automatically matched. Real sea area model test method, characterized in that it is generated as integrated data. A twin-type towing line comprising an asymmetrical hull spaced on both sides and provided as a pair, each of which is formed in a flat plate shape from the fore end to the stern end facing each other in a parallel plate shape, and each outer surface part is formed in a streamlined shape;
a model ship provided on the bow side of the separation space, and fixedly coupled to a support frame part for interconnecting the twin-type towing line;
A tilt sensor provided in the longitudinal center of the twin towline to measure the trim deformation value of the twin towline and provided in the model ship. , a sensor unit including a measurement sensor for measuring the trim and weight; and
A data storage unit in which the data measured by the sensor unit is stored, and an operation unit that automatically matches the end identification number and the start identification number given to the front and rear of the resistance, trim and settlement data stored in the data storage unit to generate integrated data Real sea area model test system including a control unit comprising a.

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