KR101365878B1 - Forming method for stern structure of a ship attached with asymmetric twisted flow control fin - Google Patents

Abstract

The present application relates to a method of forming a stern structure of a ship with an asymmetrical torsional flow control pin, comprising the steps of: (a) preparing a plurality of stern adjuncts, (b) modeling the flow of fluid formed in the sailing vessel And (c) determining the attachment position, size, attachment angle and torsion angle of each of the plurality of stern adjuncts to reduce the amount of energy loss of the vessel based on the modeled fluid flow. The stern adducts of at least have, at least in part, at least one of (i) a twisted structure about a different axis of rotation or (ii) asymmetric cross-sectional structures with different attachment positions and lengths. Therefore, the disclosed technique can reduce the amount of energy loss due to the rotational flow generated by the operation of the propellant at the stern portion below the sea level during navigation, and can change the flow of the fluid. The shape of the plurality of stern adducts of the solid line may be determined using the simulation result of the solid line scale for the optimal plurality of stern adducts obtained from the model line scale. As a result, ships can be constructed that have a uniform flow into the propeller and minimize the amount of energy lost in the propeller wake.

Description

FORMING METHOD FOR STERN STRUCTURE OF A SHIP ATTACHED WITH ASYMMETRIC TWISTED FLOW CONTROL FIN}

The present application relates to a method for forming a stern structure of a ship with an asymmetric torsional flow control pin, and more specifically, to uniform the flow rate distribution flowing into the propeller during sailing of the ship, and the amount of energy lost in the rotating flow of the propeller wake The present invention relates to a method of forming a stern structure of a ship with an asymmetric torsional flow control pin capable of reducing the pressure.

The ship derives propulsion from the rotation of the propeller coupled to the stern. The propeller pushes the water and the ship moves forward in response to this force. However, the flow of seawater before and after the propeller does not become a completely straight flow, and due to the rapid change in the stern shape, it becomes a non-uniform rotational flow into the propeller, thereby degrading the speed performance of the ship and the joint performance of the propeller. And the rotating flow after the propeller causes energy loss. Therefore, there is a need for a solution that equalizes the distribution of flow velocity flowing into the propeller and minimizes the amount of energy lost due to the rotational flow of the propeller wake.

Registered Korean Patent No. 10-0433598 (Large Current Fixed Wing for Low Speed Wireline, 2004. 05. 19. Registration)

The present application provides a method for forming a stern structure of a ship with an asymmetric torsional flow control pin that can uniformize the flow rate distribution flowing into the propeller during navigation and reduce the energy loss due to the rotational flow of the propeller wake.

Among the embodiments, a method of forming a stern structure of a ship with an asymmetric torsional flow control pin is provided comprising the steps of (a) preparing a plurality of stern adjuncts, (b) modeling the flow of fluid formed in the sailing ship; (c) determining the attachment location, size, attachment angle and twist angle of each of the plurality of stern adjuncts to reduce the amount of energy loss of the vessel based on the modeled fluid flow; The stern adducts have, at least in part, but not all, at least one of: (i) a twisted structure about a different axis of rotation, or (ii) asymmetric cross-sectional structures.

In one embodiment, the plurality of stern adducts may have both (i) and (ii).

In one embodiment, the step (b) may further include (b1) analyzing the energy saving effect by simulating the flow of the plurality of stern adducts, the propellant and the surrounding hull.

In one embodiment, the step (c) is (c1) selecting the initial design value of the attachment position, size, attachment angle and twist angle of the plurality of stern adjuncts to simulate the flow to analyze the amount of energy required, ( c2) redesigning the attachment position, size, attachment angle and torsion angle of the stern adjunct based on the simulation results to simulate the flow and analyze the energy savings; and (c3) the model line scale obtained in step (c2). The method may further include determining a shape with respect to the solid line scale for the plurality of stern adducts.

The disclosed technique of the present application can reduce the amount of energy lost due to the rotational flow of the propeller wake after the rotational flow generated by the operation of the ship propellant during navigation.

In addition, it is possible to improve the propeller cavity performance by making the flow velocity flowing into the propeller surface of the stern portion at the time of sailing of the ship uniform.

1 is a perspective view showing a vessel according to an embodiment of the disclosed technology.
FIG. 2 is an enlarged perspective view showing the stern portion and the stern structure portion in the ship in FIG. 1. FIG.
FIG. 3 is a view illustrating a method of forming a stern structure of a ship to which an asymmetric torsional flow control pin of FIG. 1 is attached.

The description of the disclosed technique is merely an example for structural or functional explanation and the scope of the disclosed technology should not be construed as being limited by the embodiments described in the text. That is, the embodiments are to be construed as being variously embodied and having various forms, so that the scope of the disclosed technology should be understood to include equivalents capable of realizing technical ideas. Also, the purpose or effect of the disclosed technology should not be construed as being limited thereby, as it does not mean that a particular embodiment must include all such effects or merely include such effects.

Meanwhile, the meaning of the terms described in the present application should be understood as follows.

The terms "first "," second ", and the like are intended to distinguish one element from another, and the scope of the right should not be limited by these terms. For example, the first component may be referred to as a second component, and similarly, the second component may also be referred to as a first component.

It is to be understood that when an element is referred to as being "connected" to another element, it may be directly connected to the other element, but there may be other elements in between. On the other hand, when an element is referred to as being "directly connected" to another element, it should be understood that there are no other elements in between. On the other hand, other expressions describing the relationship between the components, such as "between" and "immediately between" or "neighboring to" and "directly neighboring to", should be interpreted as well.

It should be understood that the singular " include "or" have "are to be construed as including a stated feature, number, step, operation, component, It is to be understood that the combination is intended to specify that it does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

In each step, the identification code (e.g., a, b, c, etc.) is used for convenience of explanation, the identification code does not describe the order of each step, Unless otherwise stated, it may occur differently from the stated order. That is, each step may occur in the same order as described, may be performed substantially concurrently, or may be performed in reverse order.

All terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the disclosed technology belongs, unless otherwise defined. Commonly used predefined terms should be interpreted to be consistent with the meanings in the context of the related art and can not be interpreted as having ideal or overly formal meaning unless explicitly defined in the present application.

1 is a perspective view showing a ship according to an embodiment of the disclosed technology, Figure 2 is an enlarged perspective view showing the stern and the stern structure in the ship in Figure 1;

1 and 2, the ship 100 includes a stern 110 and a stern structure 120.

The stern 110 includes a propellant 112 and is positioned below the sea surface when sailing the ship 100 to promote the sailing of the ship 100 and to control the rotational flow. In one embodiment, the propellant 112 may be implemented with a propeller. Propellant 112 generates a driving force in the navigation direction while pushing the sea water in the opposite direction of the navigation direction. When the propulsion force is generated, a swirl-like rotational flow is generated in the rotational direction of the propellant by the rotation of the propellant 112. The rotational flow has an asymmetrical structure in the upper and lower sides and the port and starboard with respect to the central axis of the propellant 112. As a result, a large amount of energy is lost due to the rotational flow.

The stern structure 120 includes a plurality of stern appendages 121 to 124 and changes the rotational flow by the propellant 112 to reduce the amount of energy lost during sailing of the ship 100. In one embodiment, the plurality of stern adjuncts 121 to 124 may change the rotational strength and the flow velocity to reduce the amount of energy lost during navigation by changing the flow velocity and the incident angle flowing into the propellant 112.

Each of the plurality of stern adjuncts 121 to 124 is formed in different lengths, but not all, but at least in part to reduce rotational energy of the seawater generated from the rotational flow, and is attached to different positions. Since the rotational flow is generated in an irregular size and direction in the stern 110, the length and the attachment position may be determined in consideration of the rotational flow generated in the stern 110.

In one embodiment, each of the plurality of stern adjuncts 121 to 124 may be formed in the same length or all different lengths.

In addition, each of the plurality of stern appendages 121 to 124 is formed of at least one of a twisted structure around a different rotation axis or an asymmetric cross-sectional structure. This is to reduce or cancel the rotation direction as the flow flows along the twisted structure or the asymmetric cross-sectional structure, and as a result, to change the rotation flow in the original flow direction of the seawater to reduce the amount of energy loss.

In one embodiment, the plurality of stern adjuncts 121 to 124 may have different attachment positions and lengths, and may have a twisted structure about a different rotation axis and an asymmetric cross-sectional structure.

FIG. 3 is a view illustrating a method of forming a stern structure of a ship to which an asymmetric torsional flow control pin of FIG. 1 is attached.

In FIG. 3, an initial draft of the plurality of stern appendages 121 to 124 is prepared for attachment of the stern structure 120 (step S210).

The required amount of energy is estimated by simulating the flow of seawater (hereinafter referred to as fluid) formed in the sailing vessel 100 (step S220). In one embodiment, the flow of fluid may include a plurality of stern adjuncts 121-124 and rotational flows generated by the propellant 112.

The improvement plan is selected by changing the attachment position, the size, the attachment angle and the torsion angle with respect to the initial plan (step S210) of the stern appendages 121 to 124 (S230).

Simulate the flow for the improvement plan (step S230) of the stern additives 121 to 124 to analyze the energy saving effect (step S240).

If the non-conformity is determined, the improvement plan (step S230) of the stern adjuncts 121 to 124 is derived again, and the flow is simulated to analyze the energy saving effect (step S240).

When the plurality of stern appendages 121 to 124 having the smallest amount of energy loss are selected through the above-described repetition process, the shape of the solid line scale is determined (step S260). In one embodiment, flow simulation of a solid line scale may use numerical analysis.

The plural adducts 121 to 124 of the solid line scale form the stern structure 120 and are coupled to the vessel 100, thereby reducing the amount of rotational energy lost due to the rotational flow generated by the operation of the propellant, thereby saving energy. It becomes the ship 100 which exists (step S270).

It will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the spirit and scope of the present invention as set forth in the following claims It can be understood that

100: vessel 110: stern
120: stern structure

Claims (4)

(a) preparing a plurality of stern adjuncts 121 to 124;
(b) modeling a flow of fluid including a plurality of stern adjuncts 121 to 124 of the sailing vessel 100 and a rotational flow generated from a propeller 112 implemented with a propeller; And
(c) varying the rotational strength and the flow velocity of the propellant to change the flow velocity and the incidence angle introduced into the propellant to reduce the amount of energy lost during navigation of the vessel 100 based on the flow of the modeled fluid; Determining the attachment position, size, attachment angle and twist angle of each of the stern appendages 121-124,
Step (b) simulates the flow of the plurality of stern adjuncts (121 ~ 124), the propellant 112 and the periphery of the hull attached to analyze the energy saving effect,
In the step (c), (c1) selecting initial design values of attachment positions, sizes, attachment angles, and torsion angles of the plurality of stern adjuncts 121 to 124, simulating the flow to analyze an amount of energy required. ; (c2) redesigning the attachment position, size, attachment angle and torsion angle of the plurality of stern adjuncts 121 to 124 based on the simulation result to simulate the flow and analyze the amount of energy savings; And (c3) when the plurality of stern adducts 121 to 124 having the smallest amount of energy loss are selected, the shape of the solid line scale of the plurality of stern adducts 121 to 124 of the model line scale obtained in the step (c2) is obtained. Further comprising determining,
All of the plurality of stern appendages 121 to 124 have different attachment positions and lengths in consideration of the rotational flows, and are attached to an asymmetric torsional flow control pin that is twisted about different rotation axes and has an asymmetric cross-sectional structure. Method of forming the stern structure of the ship. delete delete delete

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