KR20230029098A - Ship - Google Patents

Abstract

A ship of the present invention comprises: a hull having a bow and a stern; a propeller provided at a part of the stern to provide propulsion to the hull; and a stern flow control device provided in front of the propeller at the stern, wherein the stern flow control device includes: a hull connection part connected to the hull; and a wedge part extending from the hull connection part in the direction of the propeller, and having a shape in which an upper end and a lower end protrude in the direction of the propeller than a central part, thereby capable of providing the ship with improved propulsion by controlling fluid flow at the stern.

Description

Ship {SHIP}

The present invention relates to ships.

A propeller may be mounted on the stern of the vessel. The propeller is connected to a power source mounted inside the ship and rotates through the power source to generate propulsive force necessary for the ship's operation.

In general, small ships do not have large fuel loss due to low and high speed operation, so there is no need to greatly consider fluid resistance according to the shape of the ship. However, since large cargo ships and large passenger ships have large fuel losses due to low and high speed operation, fluid resistance according to the shape of the ship should be considered.

For example, fluid resistance according to the flow of fluid (eg, seawater) flowing into the propeller may occur at the stern of the ship on which the propeller is mounted. Fluid resistance not only reduces the sailing speed of the ship, but also can reduce the energy efficiency of the ship. Therefore, there is a demand for development and improvement of a stern structure for improving the operating speed and operating efficiency of a ship.

The present invention was created to improve the conventional technology, and one object of the present invention is to provide a ship with improved propulsion by controlling fluid flow in the stern.

A vessel according to an aspect of the present invention includes a hull having a bow and a stern; a propeller provided at a part of the stern to provide propulsion to the hull; and a stern flow control device provided in front of the propeller at the stern, wherein the stern flow control device includes a hull connection unit connected to the hull; And it may include a wedge portion extending in the direction of the propeller from the hull connection portion, and having a shape in which upper and lower ends protrude in the direction of the propeller than the central portion.

Specifically, the height of the lower end of the wedge portion may be 0.3 times or less than the radius of the propeller, and the height of the upper end of the wedge portion may be 1.1 times or more of the radius of the propeller.

Specifically, the wedge portion may have a wedge angle of 0° to 20°, and points having different heights relative to the propeller radius may have different wedge angles.

Specifically, the wedge portion may have a discontinuous wedge angle according to a height relative to the radius of the propeller.

Specifically, the area in which the wedge angle is the largest in the wedge portion may be an area in which a height relative to the radius of the propeller exceeds 0.5 and is less than or equal to 0.9.

The vessel according to the present invention may include a stern flow control device to control the flow of fluid flowing into the propeller. Accordingly, the propulsion of the ship can be improved.

1 is a diagram for explaining a ship according to an embodiment of the present invention.
2 is a side view for explaining a stern flow control device.
3 is a perspective view for explaining a stern flow control device.
4 is a view for explaining the wedge angle of the wedge portion of the stern flow control device.
5 and 6 are diagrams for explaining the flow of fluid at the stern without the stern flow control device.
7 and 8 are diagrams for explaining the fluid flow of the stern equipped with the stern flow control device shown in FIGS. 1 to 3 .
9 is a fluid flow analysis image for explaining an increase in propulsive force of a ship according to the presence or absence of a stern flow control device.
10 is a fluid flow analysis image according to the stern flow control device and the stern flow control device having a constant wedge angle according to the present invention.
11 is a fluid flow analysis image according to the stern flow control device of the present invention and a general stern foil.

Objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments taken in conjunction with the accompanying drawings. In adding reference numerals to components of each drawing in this specification, it should be noted that the same components have the same numbers as much as possible, even if they are displayed on different drawings. In addition, in describing the present invention, if it is determined that a detailed description of related known technologies may unnecessarily obscure the subject matter of the present invention, the detailed description will be omitted.

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

Hereinafter, a ship is an oil tanker, LNG carrier, LPG carrier, container carrier, car carrier, bulk carrier that sails the ocean with cargo such as a large amount of minerals, crude oil, natural gas, or thousands of containers or more in a cargo hold. , It may be a large ship such as a mineral carrier, but is not limited thereto and may include all ships and offshore structures of various types, of course.

1 is a diagram for explaining a ship according to an embodiment of the present invention.

Referring to FIG. 1 , a vessel 100 may include a hull 110, a cabin 120, and an engine casing 130.

The hull 110 may be divided into a bow 111, a central portion 112, and a stern 113 along the longitudinal direction.

An engine casing 130 may be mounted on the stern 113 of the hull 110, and an engine room 114 may be provided inside the stern 113. A propulsion engine 115 for propelling the hull 110 using fuel may be provided in the engine room 114 .

A fuel supply line (not shown) for delivering fuel to the propulsion engine 115 may be provided at the central portion 112 of the hull 110 .

The cabin 120 is provided in the direction of the stern 113 of the hull 110, and may be a space where sailors working on the ship 100 live or a space for controlling navigation of the hull 110. In particular, the wheel house 121, which is the topmost floor of the cabin 120, is a space for controlling the operation of the hull 110 and integrally monitoring the operation status, and has a visibility line based on the front of the wheel house 121. can be drawn The visible line represents a boundary line that can be visually confirmed in the wheel house 121 that controls the navigation of the hull 110, and the larger the downward slope of the visible line, the smaller the blind spot formed in the bow 111 direction.

Meanwhile, in this embodiment, the cabin 120 is provided in the direction of the stern 113 as an example, but is not limited thereto. For example, the cabin 120 may be provided adjacent to the central portion 112 .

The engine casing 130 is provided at the rear of the cabin 120 and can discharge exhaust generated from the propulsion engine 115 to the outside. To this end, a chimney 131 may be provided in the engine casing 130 .

In addition, a propeller 200, a ship rudder 300 and a stern flow control device 400 may be provided at the stern 113 of the hull 110.

The propeller 200 may receive power generated from the propulsion engine 115 to generate propulsive force of the hull 110 . A propeller cap 210 is installed in the direction of the ship rudder 300 of the propeller 200, and the propeller cap 210 can prevent the propeller 200 from being separated from the stern 113 of the hull 110.

The ship rudder 300 may be provided at the rear of the propeller 200. The ship rudder 300 may adjust the sailing direction of the ship 100 by adjusting the flow direction of the fluid generated by the rotation of the propeller 200 .

The stern flow control device 400 may be provided at the stern 120 of the ship 100. In particular, the stern flow control device 400 may be provided in front of the propeller 200 of the stern 120. The stern flow control device 400 may improve the propulsion performance of the vessel 100 by controlling the flow of fluid flowing along the surface of the hull 110 .

Figure 2 is a side view for explaining the stern flow control device, Figure 3 is a perspective view for explaining the stern flow control device, Figure 4 is a view for explaining the wedge angle of the wedge portion of the stern flow control device, Figure 5 and 6 is a view for explaining the fluid flow of the stern without the stern flow control device, and FIGS. 7 and 8 are diagrams for explaining the fluid flow of the stern equipped with the stern flow control device shown in FIGS. 1 to 3 9 is a fluid flow analysis image for explaining the increase in propulsion of a ship according to the presence or absence of a stern flow control device, and FIG. 10 is a stern flow control device according to the present invention and a stern flow control device having a constant wedge angle It is a fluid flow analysis image, and FIG. 11 is a fluid flow analysis image according to the stern flow control device of the present invention and a general stern foil.

2 to 11, the stern flow control device 400 may be provided in front of the propeller 200 of the stern 113. The stern flow control device 400 may generate swirl flow in front of the propeller 200 . When a swirling flow is generated in front of the propeller 200, propulsion efficiency of the propeller 200 may be improved.

The stern flow control device 400 extends in the direction of the propeller 200 and may have a wedge shape with top and bottom protruding. In more detail, the stern flow control device 400 includes a hull connection portion 410 extending in the direction of the propeller 200 and connected to the hull 110, and extending from the hull connection portion 410 to the propeller 200 direction. A wedge portion 420 may be included.

The wedge portion 420 may have a shape in which upper and lower ends protrude toward the propeller 200 than the central portion.

The height of the lower end of the wedge portion 410 may be 0.3 times or less than the radius R of the propeller 200 . In addition, the height of the upper end of the wedge portion 410 may be greater than the radius R of the propeller 200 . For example, the height of the top of the wedge portion 410 may be 1.1 times or more than the radius R of the propeller 200 .

)이 상이할 수 있다. The wedge portion 420 has a wedge angle (

) may be different.

Here, as shown in FIG. 4, the wedge angle may be an angle inclined toward the port side or starboard side of the ship 100 with respect to the rotational axis of the propeller 200 at each point of the wedge portion 420. The wedge portion 420 may have a wedge angle of 0° to 20°.

Table 1 below is a table showing the wedge angle according to the relative height of the wedge portion 420 with respect to the radius of the propeller 200 .

Wedge angle according to the height of the wedge relative to the radius of the propeller height of wedge
(height relative to propeller radius) wedge angle (°) 1.0 10 0.9 13 0.7 15 0.5 10 0.3 4

Referring to Table 1, it can be seen that in the wedge portion 420, points having different heights relative to the propeller 200 have different wedge angles. For example, the wedge angle may be discontinuous for each point of the wedge portion 420, and there may not be a continuous wedge angle for each point of the wedge portion 420.

It can be seen that the wedge angle of the area adjacent to the rotating shaft of the propeller 200 in the wedge portion 420 is smaller than the wedge angle of the area adjacent to the tip of the propeller 200 . Here, the area adjacent to the axis of rotation of the propeller 200 is an area in which the height relative to the radius of the propeller 200 is 0.3 or less, and the area adjacent to the tip of the propeller 200 has a height relative to the radius of the propeller 200 of 1.0. It may be an ideal area.

According to mark 1, the area in which the wedge angle is the largest in the wedge portion 420 may be an area in which the height relative to the radius of the propeller 200 exceeds 0.5 and is less than or equal to 0.9.

When the stern flow control device 400 is not provided, swirl flow may not be generated in front of the propeller 200 as shown on the left side of FIGS. 5, 6, and 9 . When the swirling flow does not occur, the propulsive force of the hull 110 generated by the propeller 200 may decrease.

On the other hand, when the stern flow control device 400 shown in FIGS. 1 to 3 is provided, swirl flow may occur in front of the propeller 200 as shown in FIGS. 7 and 8 . When a swirling flow is generated in front of the propeller 200, the propulsion efficiency of the propeller 200 is improved and the hull efficiency is increased, thereby increasing the propulsion efficiency of the ship 100.

In particular, as shown in FIG. 9, the ship 100 having the stern flow control device 400 in which the wedge angle is changed according to the height relative to the radius of the propeller 200 reduces the axial velocity and the tangential velocity component. As the increase, the flow angle of the fluid flowing into the propeller 200 increases, and accordingly, it can be seen that the propulsive force of the hull 110 is improved.

On the other hand, as shown in FIG. 10, in a ship having a stern flow control device in which the wedge angle does not change, it can be seen that the flow angle of the fluid flowing into the propeller 200 increases due to the decrease in shaft speed . However, in a ship equipped with a stern flow control device in which the wedge angle does not change, it can be seen that the fluid resistance is large compared to the propulsion improvement because the shaft speed deviation is large and the non-uniform area is large. Thus, the propulsion efficiency of the ship 100 may be reduced.

In addition, as shown in FIG. 11, in a ship having a stern stern foil such as a stern fin, the tangential speed decrease by the stern foil at a point where the height relative to the radius of the propeller 200 is 0.5 It can be seen that the flow angle of the fluid flowing into the propeller 200 according to the increase. However, it can be seen that the flow angle of the fluid flowing into the propeller 200 decreases as the height relative to the radius of the propeller 200 increases. This is because the stern foil is composed of a certain angle and chord length in the height direction, and shows high efficiency only at a specific height.

As described above, the ship according to the embodiment of the present invention may include a stern flow control device 400 having different wedge angles at points where the relative height of the wedge portion 410 to the propeller 200 is different. . The stern flow control device 400 may improve propulsion of the hull 110 by forming swirl flow in front of the propeller 200 .

On the other hand, in order to control the fluid flow of the stern 113, the stern of the ship may be manufactured in an asymmetrical linear shape. Ships with asymmetric hulls can be very expensive to manufacture due to hull changes.

However, the ship 100 having the stern flow control device 400 according to the embodiment of the present invention can simplify the manufacturing process of the ship by attaching the stern flow control device 400 to the stern 113, and the manufacturing cost can save

In addition to the above-described embodiments, the present invention may encompass all embodiments generated by a combination of at least two or more of the above embodiments or a combination of at least one or more of the above embodiments and known technology.

Although the present invention has been described in detail through specific examples, this is for explaining the present invention in detail, the present invention is not limited thereto, and within the technical spirit of the present invention, by those skilled in the art It will be clear that the modification or improvement is possible.

All simple modifications or changes of the present invention fall within the scope of the present invention, and the specific protection scope of the present invention will be clarified by the appended claims.

100: ship
110: hull
120: cabin
130: engine casing
200: propeller
300: rudder
400: stern flow control device
410: hull connection
420: wedge

Claims (5)

A hull having a bow and a stern;
a propeller provided at a part of the stern to provide propulsion to the hull; and
A stern flow control device provided in front of the propeller at the stern,
The stern flow control device
Hull connection portion connected to the hull; and
A ship including a wedge portion extending in the direction of the propeller from the hull connection portion and having a shape in which upper and lower ends protrude in the direction of the propeller than the central portion. According to claim 1,
The height of the lower end of the wedge is less than 0.3 times the radius of the propeller,
A ship in which the height of the upper end of the wedge is 1.1 times or more than the radius of the propeller. According to claim 2,
The wedge portion has a wedge angle of 0 ° to 20 °,
The wedge portion has different wedge angles at points having different heights relative to the propeller radius. According to claim 3.
The wedge portion is a vessel in which the wedge angle is discontinuous according to the height relative to the propeller radius. According to claim 3,
The region in which the wedge angle is maximum in the wedge portion is a region in which the height relative to the radius of the propeller exceeds 0.5 and is less than or equal to 0.9.

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