Ship structure

Abstract

The present invention relates to a ship structure comprising: a hull of a ship; and an attachment structure configured to be attached to a stern of a hull, where the attachment structure may include a through hole configured to allow fluid to flow from one side surface to the other side surface, and the through hole may include an inlet formed in one side surface of the attachment structure; and an outlet formed in the other side surface of the attachment structure, the outlet being located behind the inlet.

Description

Technical Field

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority under 35 U.S.C. §119(a) to Korean Patent Application Serial No. 10-2022-0093480, filed on July 27, 2022, and Korean Patent Application Serial No. 10-2023-0097778, filed on July 26, 2023, the disclosures of which are incorporated herein in their entirety as a part of this application file. Technical Field

[0003] The present invention relates to ship structures. Background Art

[0004] In the case of large ships, the fluid flow generated when the propeller installed at the stern rotates is used as propulsion power to travel forward. In this case, the rudder is attached to the rear of the propeller, and the direction of navigation is changed by controlling the flow direction of the fluid when the rudder rotates left and right.

[0005] Large ships using propellers use fuels such as diesel and LPG to drive engines in order to obtain propulsion power, but this consumes a large amount of fuel and emits additional exhaust gas and greenhouse gases, causing environmental damage.

[0006] Recently, in order to protect the environment, measures to reduce greenhouse gases during ship operation are being discussed, and ship manufacturers are also continuously researching and developing fuel saving technologies that can reduce fuel consumption and greenhouse gas emissions.

[0007] Examples of fuel saving technologies include energy saving devices (ESDs), which modify the shape of a ship's stern, propeller, duct, rudder, etc., or change fluid flow by attaching a separate appendage to improve propulsion efficiency and save fuel. These energy saving devices have been applied and used on many ships.

[0008] However, while these energy-saving devices improve the propulsion efficiency of the ship by improving the shape of the hull or attaching separate accessories, they also affect the resistance and may be destroyed or damaged by floating objects, external forces, etc. during the operation of the ship, so they require attention to maintenance. Summary of the invention

[0009] Technical issues

[0010] The present invention aims to solve the above-mentioned problems of the prior art, and an object of the present invention is to provide a ship structure which improves the propulsion efficiency of the ship by improving the ship structure and is easy to manufacture and maintain.

[0011] Means of solving the problem

[0012] According to one aspect of the present invention, a ship structure is provided, which includes: a hull of a ship; and an attachment structure configured to be attachable to the stern of the hull, wherein the attachment structure may include a through portion configured to allow fluid to flow from one side to the other side, and the through portion may include: an inlet hole formed on one side of the attachment structure; and an outlet hole formed on the other side of the attachment structure at the rear of the inlet hole.

[0013] The through-portion may guide the fluid entering the inlet hole to flow into the propeller provided at the rear of the ship through the outlet hole.

[0014] The attachment structure may be provided forward of the rudder connected to the stern end of the hull.

[0015] The attachment structure may have a shape corresponding to the curvature of the stern of the hull.

[0016] When viewed from the rear of the vessel, the connection lines of the contact positions at one side and the other side of the attachment structure may be formed to be inclined so as not to be aligned with the central axis perpendicular to the propeller axis.

[0017] The degree to which the connection line is inclined relative to the central axis may gradually increase as it moves upward from the axis of the propeller.

[0018] A portion of the attachment structure and a portion of the stern of the hull may be formed by a mating structure.

[0019] A filler may be formed in the inner space of the attachment structure.

[0020] The inner space of the attachment structure may be formed in a honeycomb structure.

[0021] Opening / closing devices for controlling the fluid flow may be provided in the inlet opening and outlet opening.

[0022] An injection device for injecting a fluid into the through-hole may be provided in the discharge hole, or a suction device for sucking the fluid may be provided in the inlet hole.

[0023] The inlet hole may be disposed at 20% or more and 120% or less of the radius of the propeller relative to the axis of the propeller, and the outlet hole may be disposed at 20% or more and 100% or less of the radius of the propeller relative to the axis of the propeller.

[0024] An attachment structure attachable to the stern of a vessel's hull is provided, wherein the attachment structure may include a through portion configured to allow fluid to flow from one side to the other side, and the through portion may include: an inlet hole formed on one side of the attachment structure; and an outlet hole formed on the other side of the attachment structure.

[0025] Effects of the Invention

[0026] According to the ship structure of the present invention, the propulsion efficiency of the ship can be improved by improving the ship structure, and the manufacturing and maintenance are facilitated. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is a perspective view of a ship structure according to a first embodiment of the present invention.

[0028] Figure 2 is a side view of a ship structure according to a first embodiment of the present invention.

[0029] Figure 3 is a rear view of a ship structure according to a second embodiment of the present invention.

[0030] Figure 4 1 is a conceptual diagram of a recessed portion in a ship structure according to an embodiment of the present invention.

[0031] Figure 5 This is a comparison diagram of the degree of improvement in the transmission horsepower required for ship operation by using CFD of the ship structure according to an embodiment of the present invention.

[0032] Figure 6 4 is a comparison diagram of the results of CFD analysis of a ship structure according to an embodiment of the present invention.

[0033] Figure 7 4 is a comparison diagram of the results of CFD analysis of a ship structure according to an embodiment of the present invention.

[0034] Figure 8 is a perspective view of a ship structure according to a third embodiment of the present invention.

[0035] Fig. 9 It is from Figure 8 Three-dimensional images of the ship structure viewed from different directions.

[0036] Fig.10 yes Figure 8 Side view of the ship structure.

[0037] Fig.11 is a rear view of a ship structure according to a fourth embodiment of the present invention.

[0038] Fig.12 yes Fig.11 A three-dimensional diagram of the ship structure. DETAILED DESCRIPTION

[0039] The purpose, specific advantages and novel features of the present invention will become more apparent through the following detailed description and preferred embodiments in conjunction with the accompanying drawings. In this specification, when reference numerals are added to components in each of the accompanying drawings, it should be noted that the same reference numerals represent the same components even if the components are shown in different drawings. In addition, when it is determined that the detailed description of the known technology related to the present invention may obscure the subject matter of the present invention, its detailed description will be omitted.

[0040] In addition, it should be understood that the drawings are provided only for easy understanding of the embodiments disclosed in this specification, and the technical ideas disclosed in this specification are not limited to the drawings, but include all modifications, equivalent forms and alternative forms included in the spirit and technical scope of the present invention.

[0041] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The present invention is a ship structure. In this case, it should be noted that the expression ship (1) includes not only ordinary commercial ships such as a carrier for transporting liquefied gas, but also marine facilities such as FLNG and FSRU.

[0042] Figure 1 is a perspective view of a ship structure according to a first embodiment of the present invention, and Figure 2 is a side view of a ship structure according to a first embodiment of the present invention.

[0043] refer to Figure 1 and Figure 2 The ship structure according to the first embodiment of the present invention may include a through-portion (30) penetrating the stern (10).

[0044] The through portion (30) may be formed above and in front of the axis of the propeller (20) to penetrate the stern (10), and may include an inlet hole (31) provided on one side of the stern (10) and an outlet hole (32) connected to the inlet hole (31) on the other side.

[0045] The through portion (30) may include a channel (not shown) from the inlet hole (31) to the outlet hole (32). The channel may be formed as one channel or multiple channels, and therefore, the number of channels is not limited. In the case of multiple channels, each channel may have a different area or shape.

[0046] refer to Figure 2 , the inlet hole (31) and the outlet hole (32) are each shown as one, but the number and shape of the inlet hole (31) and the outlet hole (32) are not limited, and a combination of one channel or multiple channels is possible, so a ship structure with various shapes is possible.

[0047] When the ship (1) is running or anchored, fluid generated by the water flow flows along the shape of the ship (1), and when the fluid encounters the through-portion (30) at the stern (10), the fluid can flow through the through-portion (30) and be transmitted to the propeller (20).

[0048] The flow of the fluid flowing through the through-portion (30) can vary depending on the size and height of the inlet hole (31) and the outlet hole (32). When the height of the inlet hole (31) is set higher than the height of the outlet hole (32), the fluid flowing through the through-portion (30) flows downward. When the height of the inlet hole (31) is set relatively low, the fluid flowing through the through-portion (30) flows upward.

[0049] The relative height and position of the inlet hole (31) and the outlet hole (32) can be set differently according to the rotation direction of the propeller (20), etc., and usually, the inlet hole (31) is set higher than the outlet hole (32) so that the fluid flowing through the through portion (30) can flow downward.

[0050] Furthermore, as an example, when the propeller (20) turns right, the entry hole (31) may be provided on the starboard side, and the through-hole (30) may be formed by through-hole from the starboard side to the port side, and when the propeller (20) turns left, the entry hole (31) may be provided on the port side, and the through-hole (30) may be formed by through-hole from the port side to the starboard side.

[0051] The inlet hole (31) may be provided on the stern (10) above the axis of the propeller (20), and the outlet hole (32) may be provided on the stern (10) at the rear of the inlet hole (31). Therefore, the outlet hole (32) may be provided closer to the propeller (20) than the inlet hole (31), but a certain distance needs to be provided between the inlet hole (31) and the propeller (20) so as to transmit the fluid flow discharged through the inlet hole (31) to the propeller (20).

[0052] In order to increase the velocity of the fluid discharged through the discharge hole (32), the area of ​​the discharge hole (32) can be set to be smaller than the area of ​​the inlet hole (31). In other words, the size and area of ​​the inlet hole (31) can be set to be at least equal to or larger than the size and area of ​​the discharge hole (32).

[0053] This is because the equation of the fluid is based on the "Bernoulli equation", and when the flow rate of the fluid flowing through the through portion (30) is constant, the flow rate is calculated by multiplying the unit area by the fluid velocity, so the fluid velocity can be increased in the discharge hole (32) with a small unit area.

[0054] refer to Figure 2The positions of the inlet hole (31) and the outlet hole (32) are provided at the stern (10) above the axis of the propeller (20) as described above, but may be located at the rear of a watertight bulkhead (SFBH) provided separately at the stern (10). The watertight bulkhead (SFBH) is a stern frame bulkhead, and is a wall that prevents adjacent compartments from being flooded when one compartment of the ship (1) is damaged and flooded, and may also be used as a longitudinal / transverse member.

[0055] The watertight bulkhead may be provided at the bow, stern (10), engine room, etc., and in the ship structure according to the first embodiment of the present invention, the inlet hole (31) and the outlet hole (32) may be located at the rear of the watertight bulkhead (SFBH) provided at the stern (10). Therefore, the inlet hole (31) and the outlet hole (32) may be provided between the watertight bulkhead at the stern (10) and the propeller (20).

[0056] The inlet hole (31) and the outlet hole (32) are arranged above the axis of the propeller (20), but may also be arranged within or around the radius (R) of the propeller (20) so as to transmit the fluid flow to the propeller (20).

[0057] The inlet hole (31) may be provided at 20% or more and 120% or less of the radius of the propeller (20) relative to the axis of the propeller (20), and the outlet hole (32) may be provided at 20% or more and 100% or less of the radius of the propeller (20) relative to the axis of the propeller (20).

[0058] That is, the inlet hole (31) and the outlet hole (32) can be set between 20% and 120% of the radius relative to the axis of the propeller (20), and since the size of the inlet hole (31) can be set larger than the size of the outlet hole (32), the height of the outlet hole (32) can be set to 120% of the radius or less.

[0059] The distance between the inlet hole (31) and the outlet hole (32) and the propeller (20) can be maintained at a certain distance, and the distance between the stern (10) provided with the inlet hole (31) and the outlet hole (32) and the propeller (20) can be maintained at a certain distance.

[0060] refer to Figure 2The distance or length (b) between the stern (10) (hereinafter referred to as the stern (10)) provided with the inlet hole (31) and the outlet hole (32) and the propeller (20) can be calculated by measuring at a height of 70% of the radius of the propeller (20), and can be expressed by an equation of the diameter (D) of the propeller (20) (which is twice the radius of the propeller (20)) and the number (Z) of fins provided on the propeller (20).

[0061] The length (b) between the stern (10) and the propeller (20) is set to be longer than (0.35 - 0.02Z) D, and can be expressed as b>(0.35 - 0.02Z) D in an equation. Therefore, the larger the diameter (D) of the propeller (20) is and the smaller the number (Z) of fins provided on the propeller (20) is, the longer the length (b) between the stern (10) and the propeller (20) is set, and the farther the distance between the stern (10) and the propeller (20) can be.

[0062] Figure 2 is a side view of a ship structure according to a first embodiment of the present invention, and it can be seen that Figure 2 A side view of a conventional ship structure is shown in the upper left for comparison.

[0063] refer to Figure 2 It can be seen that the length (b') between the stern (10) and the propeller (20) in the conventional ship structure is different from the length (b) between the stern (10) and the propeller (20) in the ship structure according to the first embodiment of the present invention.

[0064] In a conventional ship structure, the length (b') between the stern (10) and the propeller (20) is set relatively long, so that the stern (10) has a sinking shape and only the propeller (20) protrudes from the stern (10).

[0065] On the other hand, in the ship structure according to the first embodiment of the present invention, the length (b) between the stern (10) and the propeller (20) is set relatively short, so that the inlet hole (31) and the outlet hole (32) can be set in the newly formed stern (10) part compared with the conventional ship structure.

[0066] However, since a certain distance should be ensured between the stern (10) and the propeller (20) according to the ship classification rules, the length (b) between the stern (10) and the propeller (20) according to the first embodiment of the present invention can be set longer than the certain distance prescribed by the ship classification rules.

[0067] refer to Figure 1 and Figure 2, the shapes of the inlet hole (31) and the outlet hole (32) are shown as squares, but the shapes of the inlet hole (31) and the outlet hole (32) can be set to either a non-angular shape or a polygon. The non-angular shape refers to a shape such as a circle or an ellipse, and the polygon refers to a shape with other angles, such as a triangle, a square, a pentagon, a trapezoid, etc.

[0068] The shapes of the inlet hole (31) and the outlet hole (32) can be set differently. For example, the inlet hole (31) can be set to be square, and the outlet hole (32) can be set to be circular. When the area of ​​the square inlet hole (31) is set to be larger than the area of ​​the circular outlet hole (32), according to the above-mentioned "Bernoulli equation", the flow rate in the circular outlet hole (32) can be formed relatively quickly.

[0069] Furthermore, the fluid is discharged to the discharge hole (32) through the inlet hole (31) and the passage, and the shape and speed of the discharged fluid may vary according to the shape of the discharge hole (32). For example, even if the discharge hole (32) is formed in an elliptical shape, the shape and speed of the discharged fluid may vary according to the position or curvature of the center of the ellipse.

[0070] Figure 3 is a rear view of a ship structure according to a second embodiment of the present invention.

[0071] Hereinafter, the differences between the present embodiment and the previous embodiment will be mainly described, and the parts where the description is omitted will follow the previous contents.

[0072] refer to Figure 3 It can be seen that a control fin (40) is provided inside the through portion (30). Although three control fins (40) are shown, this is only an example, and at least one control fin (40) may be provided.

[0073] The control fin (40) may include an inner pin (not shown) disposed inside the through portion (30) and a protruding pin (not shown) protruding from the through portion (30). The control fin (40) is provided with at least one inner pin and may not have a protruding pin. That is, the control fin (40) may exist only inside the through portion (30) and may not be provided to protrude from the through portion (30).

[0074] The internal pin may refer to a pin disposed in a channel (not shown) of the through-portion (30) and not protruding from the through-portion (30). The angle and position of the internal pin may vary, but the internal pin may generally be disposed in a horizontal direction along the longitudinal direction of the vessel or in a vertical direction in the height direction.

[0075] The inner pin may be arranged in the passage of the through-portion (30) between the inlet hole (31) and the outlet hole (32). The size and shape of the inlet hole (31) and the outlet hole (32) may be the same, but preferably, the size of the inlet hole (31) may be set larger than the size of the outlet hole (32), so the inner pin may have, for example, a trapezoidal shape, in which the size in the direction of the inlet hole (31) is relatively large.

[0076] Since the inner pin is disposed in the passage of the through portion (30), a strong fluid resistance may not be generated, but since the protruding pin protrudes from the through portion (30), a strong fluid resistance may be generated, so it may have a different material and shape from the inner pin.

[0077] If there is a protruding pin, the protruding pin may protrude from the through portion (30) and may protrude out of the inlet hole (31) or the outlet hole (32). The protruding pin may be provided separately from the inner pin and may be linearly connected to the inner pin and protrude out of the inlet hole (31) or the outlet hole (32).

[0078] The angle of the protruding pin can be set to be the same as or different from the angle of the inner pin, and regardless of the angle, it can be determined whether the inner pin and the protruding pin are connected.

[0079] When a plurality of control fins (40) are provided in the through-portion (30), each control fin (40) can have its angle individually set to generate different fluid flows, and when the through-portion (30) has a plurality of channels, the setting of the control fins (40) can be varied for each channel.

[0080] The control fin can not only change the fluid flow into the inlet hole (31), but also control the amount of fluid flowing in through the protruding pin arranged in the inlet hole (31), and can also control the amount and flow condition of the fluid flowing out through the protruding pin arranged in the outlet hole (32).

[0081] The control fin (40) may be fixedly arranged, and in some cases, its angle or position may be changed, and an operating device (not shown) may be provided for this.

[0082] When an operating device is provided, the control fin (40) can be used to block the inlet hole (31) or the outlet hole (32) to prevent fluid from flowing through the through-hole (30), and such operation can be performed even when the vessel (1) is in operation.

[0083] In the case of a protruding pin, the protruding pin may be provided by protruding from the inlet hole (31) or the outlet hole (32), but may also be located within the diameter of the propeller (20), and the protruding pin may be provided both within and outside the diameter of the propeller (20) when it does not interfere with the fluid transmitted to the propeller (20).

[0084] Figure 4 1 is a conceptual diagram of a recess (50) in a ship structure according to an embodiment of the present invention.

[0085] Hereinafter, the differences between the present embodiment and the previous embodiment will be mainly described, and the omitted parts will be replaced by the previous contents.

[0086] refer to Figure 4 It can be seen that a recess (50) (symbol not shown) is provided around the inlet hole (31) or the outlet hole (32). The recess (50) is provided to have a larger area than the inlet hole (31) or the outlet hole (32), and may have a shape more concave than the outer plate of the stern 10.

[0087] Therefore, the recess (50) provided at the inlet hole (31) can allow the fluid flowing through the stern (10) to be well concentrated into the inlet hole (31), and the recess (50) provided in the outlet hole (32) can disperse or concentrate the fluid according to its shape.

[0088] The shape of the recess (50) can generally be set to be similar to the shape of the inlet hole (31) and the outlet hole (32), but can also be different. When the recess (50) is provided, the passage of the through portion (30) can be shorter than the passage when the recess (50) is not provided. That is, since the recess (50) is provided in a concave shape that converges to the inlet hole (31) or the outlet hole (32), the inlet hole (31) or the outlet hole (32) can be provided at a specific position of the concave recess (50) and formed on the relatively inner side.

[0089] Although the recess (50) is shown in the illustrated form including the shape of the inlet hole (31) or the outlet hole (32), it may be located only in a part of the shape of the inlet hole (31) or the outlet hole (32), and may also be formed in the shape of a line or a dot instead of the illustrated form.

[0090] Conventional ESD changes the fluid flow by modifying the asymmetric shape of the ship's stern, propeller, duct, rudder, etc., or by attaching a separate appendage to the symmetric shape. Therefore, the asymmetric shape or separate appendage may cause flow deviation and unevenness on the port side, and requires additional processes compared to the general ship (1) process, which inevitably increases the cost.

[0091] Since the ship structure according to an embodiment of the present invention is provided with a through portion (30) passing through the stern (10) and a control fin (40), the ship structure can be easily manufactured with a relatively simple structure, is more structurally stable, and has at least the same improvement as the conventional ESD in terms of the amount of transmission horsepower required to operate the ship (1).

[0092] The above-mentioned restrictions on the positions of the exhaust hole (32), the inlet hole (31) and the control fin are merely examples according to the embodiment, and can be designed to be not restricted by the positions according to design requirements.

[0093] Figure 5 is a comparison diagram of the degree of improvement in the transmission horsepower required to operate the ship (1) through CFD of the ship structure according to an embodiment of the present invention, Figure 6 is a comparison diagram of CFD analysis results of a ship structure according to an embodiment of the present invention, Figure 7 3 is a comparison diagram of CFD analysis results of a ship structure according to an embodiment of the present invention.

[0094] refer to Figure 5 , it can be seen whether the transmission horsepower of the ship (1) with different ESD settings is improved compared with the traditional ship without ESD settings (self-propelled, based on contract speed verification).

[0095] Figure 5 The chart in the figure is expressed with the conventional ship (no ESD) without ESD set in the first column as 100% for comparison.

[0096] The second column (with PSD) is a ship equipped with a pre-swirl duct (PSD). It can be seen that the transmission horsepower of this ship is increased by about 3% compared with the traditional ship (without ESD).

[0097] The third column (with an entry hole) is a ship (1) equipped with a through portion (30) (entry hole), which is a feature of the present invention. It can be seen that the transmission horsepower of the ship (1) is increased by about 3% similar to the second column (with PSD).

[0098] The fourth column (FCF set) is a ship equipped with flow control fins (FCF). It can be seen that the transmission horsepower of this ship is increased by about 1% compared with the traditional ship (without ESD set).

[0099] The fifth column (AFG is set) is a ship equipped with an asymmetric flow generator (AFG). It can be seen that the transmission horsepower of this ship is increased by about 2% compared with the traditional ship (without ESD).

[0100] refer to Figure 5 It can be seen that the third column (with air inlet) of the ship (1) having the through portion (30) (air inlet), which is a feature of the present invention, is the same as the second column (with PSD), and the transmission horsepower of the ship (1) is increased by about 3% compared with the conventional ship (without ESD).

[0101] The second column (PSD) is a ship equipped with a pre-swirl duct (PSD), and is an additional structure in which a duct is provided in front of the propeller. The third column (air inlet) applies the through-port (30) which is a feature of the present invention, and has the same degree of improvement effect, so that the ship structure of the present invention can have an improvement amount at least equal to or better than the conventional ESD in terms of the improvement amount of transmission horsepower required for operating the ship (1).

[0102] Figure 6 and Figure 7 It is the CFD analysis result for the conventional ship and the ship having the ship structure of the present invention. It can be seen that the results of n (propeller speed), Q (torque), T (thrust) and power (transmitted horsepower) are shown.

[0103] like Figure 6 and Figure 7 As shown on the x-axis of , “existing” is a conventional ship that is not equipped with the through-portion (30) characterized by the present invention; and “new” is a ship (1) having a ship structure equipped with the through-portion (30) characterized by the present invention.

[0104] When the same speed is used as a standard, a ship (new) having a ship structure equipped with a through-portion (30) characterized by the present invention has smaller n (propeller speed), Q (torque) and power (transmitted horsepower), and larger T (thrust) when compared with a conventional ship (existing) not provided with the through-portion (30) characterized by the present invention, which shows that it is an improvement over the conventional ship (existing).

[0105] exist Figure 7 In the power (transmission horsepower), the ship (new) having the ship structure provided with the through-portion (30) characterized by the present invention has a power (transmission horsepower) increased by about 3.2% compared with the conventional ship (existing). It can be seen that this is consistent with the above Figure 5 The results are consistent.

[0106] Figure 8 is a perspective view of a ship structure according to a third embodiment of the present invention.

[0107] Fig. 9 It is from Figure 8 Three-dimensional images of the ship structure viewed from different directions.

[0108] Fig.10 yes Figure 8 Side view of the ship structure.

[0109] Figure 8 , Fig. 9 and Fig.10 Vessels in (1) except Figure 1In addition to the vessel (1), the vessel (1) may also include an attachment structure (100). Figure 8 , Fig. 9 and Fig.10 The ships in (1) can refer to Figures 1 to 7 (1) The characteristics of the overlap of ships.

[0110] refer to Figures 8 to 10 The attachment structure (100) may be provided on the stern (10) of the hull of the vessel (1). The attachment structure (100) may be provided to be attachable to the stern (10). The through-portion (30) may be formed on the attachment structure (100) which is separated from the hull of the vessel (1).

[0111] When a through-portion is directly formed on the stern (10) of a ship (1), there may be a problem of reduced stability of the ship structure, and in order to solve the design restrictions caused by the ship owner not allowing the through-portion (30) to be formed on the hull, an attachment structure (100) can be formed which is manufactured separately from the hull and can be attached to the stern (10).

[0112] Furthermore, in the case of a large ship having a long distance between the stern (10) and the propeller (20), the effect of horsepower transmitted to the propeller (20) by the fluid flowing through the through-portion (30) may not be significant. By forming the through-portion (30) on the attachment structure (100) whose size can be adjusted, the distance between the through-portion (30) and the propeller (20) can be adjusted as needed even in a large ship having a long distance between the stern (10) and the propeller (20). By adjusting the distance between the through-portion (30) and the propeller (20), the effect of horsepower transmitted to the propeller (20) can be improved.

[0113] The attachment structure (100) may be attached to the stern (10) of the hull, forward (eg, +y direction) of the rudder (60) connected to the end (12) of the stern (10) of the hull.

[0114] The stern (10) of the hull may include a curved portion (11) that curves forward (eg, in the +y direction). The curved portion (11) may connect a portion of the hull coupled to the rudder (60) and another portion of the hull coupled to the propeller (20).

[0115] The attachment structure (100) may be arranged relative to a central axis ( Fig. 9 and Fig.10 For example, when viewed from the rear of the vessel (1), the attachment structure (100) may be formed symmetrically with respect to the central axis (C-axis).

[0116] The attachment structure (100) may be formed in a shape corresponding to the hull. For example, the attachment structure (100) may be formed in a streamlined shape corresponding to the hull. However, the shape of the attachment structure (100) is not limited thereto. For another example, the shape of the attachment structure (100) may be formed in a partially angled shape.

[0117] The attachment structure (100) may be attached to the curved portion (11). For example, the attachment structure (100) may be formed in a shape corresponding to the curved portion (11) of the stern (10) of the hull and may be attached to the curved portion (11).

[0118] Since the attachment structure (100) is formed into a shape corresponding to the stern of the ship (1), the manufacturer can provide the ship owner with the ship without a sense of incongruity between the ship and the attachment structure (100). For example, the attachment structure (100) can form the same appearance as the hull of the ship (1). For example, even if the attachment structure (100) is connected separately from the hull, the image of a ship (1) can be formed.

[0119] The attachment structure (100) may be attached to the stern (10) of the hull by a connection member (not shown). The connection member may include at least one of a welding member, a bolt connection member, a riveted member, a bonding member, and a tape connection member.

[0120] As another example, the attachment structure (100) can be matched to the hull of the vessel (1). For example, a portion of the attachment structure (100) and a portion of the stern (10) of the hull can be formed as mating structures (not shown). For example, a portion of the attachment structure (100) can be formed as an intaglio shape, while a portion of the stern (10) of the hull can be formed as an embossed shape. By matching the intaglio shape of the attachment structure (100) with the embossed shape of the stern (10), the attachment structure (100) can be attached to the hull. As another example, a portion of the attachment structure (100) can be formed as an embossed shape, while a portion of the stern (10) of the hull can be formed as an intaglio shape.

[0121] Since the attachment structure (100) is formed to be attachable to the hull of the vessel (1) through a coupling member, the manufacturer can install the attachment structure (100) on the vessel (1) or remove the attachment structure (100) according to the requirements of the vessel owner.

[0122] In order to enhance the durability of the attachment structure (100), a filler may be formed in the inner space of the attachment structure (100). For example, a filler that provides buoyancy to the vessel (1) may be filled in the inner space of the attachment structure (100). As another example, a filler that does not provide buoyancy to the vessel (1) may also be filled in the inner space of the attachment structure (100).

[0123] When the attachment structure (100) is attached to the hull, the internal space may include the space between the attachment structure (100) and the hull.

[0124] As another example, a reinforcing member supporting the attachment structure may be formed in the inner space of the attachment structure (100). For example, a honeycomb structure may be formed in the inner space of the attachment structure (100).

[0125] Since the attachment structure (100) is detachable from the hull, even after the hull manufacturing process, maintenance can be easily performed by only separating the attachment structure (100). For example, when the attachment structure (100) is damaged during the operation of the ship (1), only the attachment structure (100) can be separated for maintenance.

[0126] The attachment structure (100) may include a through portion (30). The through portion (30) may refer to Figures 1 to 7 For example, the through-portion (30) may form a flow path through which a fluid may flow from one side (101) of the attachment structure (100) to the other side (102).

[0127] The through-portion (30) may include an inlet hole (31) formed on one side (101), and an outlet hole (32) formed on the other side (102) located behind the inlet hole (31). The through-portion (30) allows the fluid introduced into the inlet hole (31) and discharged through the outlet hole (32) to enter the propeller (20) provided at the rear of the ship (1).

[0128] As above Figure 5 , Figure 6 and Figure 7 As described above, by introducing the fluid into the propeller (20) through the through-hole (30), the propulsion efficiency of the ship can be improved compared with a conventional ship (not provided with an ESD).

[0129] By using a through portion (30) instead of a separate pre-swirl duct (PSD) component, the problem of the propeller (20) being damaged due to external impact during operation can be prevented. For example, in the case of an existing component (e.g., an additional structure providing a duct), when the existing component falls off from the ship due to external impact, since the duct is provided in an area adjacent to the propeller (20), it may cause damage to the propeller (20). When formed as a through portion (30), since there is no problem of falling off from the hull, the problem of the propeller (20) being damaged can be prevented.

[0130] As the area where the attachment structure (100) is coupled to the hull increases, the structural stability can be improved by coupling with the hull more firmly than the duct. For example, a conventional duct-shaped PSD may have a cantilever-shaped structure, a portion of which is fixed to the hull. Since the conventional duct-shaped PSD has a cantilever-shaped structure, the area where the duct is coupled to the hull is narrow, so its coupling force with the hull may be weak. On the other hand, since the area where the attachment structure (100) is connected to the hull is larger, and since the attachment structure (100) has a coupling structure that is generally attached to the hull, the structural stability can be improved.

[0131] Since the through-portion (30) is formed in the attachment structure (100), the propeller (20) and the through-portion (30) can be arranged adjacent to each other. For example, the through-portion (30) can be arranged relatively closer to the propeller (20) than when the through-portion (30) is formed in the hull. When the through-portion (30) is formed in the hull, the position of the through-portion (30) may be limited due to the structural stability required by the classification society, but when the through-portion (30) is formed in the attachment structure (100), the through-portion (30) can be arranged adjacent to the propeller (20).

[0132] Since the propeller (20) and the through-portion (30) are arranged adjacent to each other, the effect of improving the propulsion efficiency of the ship may be enhanced.

[0133] An opening / closing device for controlling the fluid flow may be provided in the inlet hole (31) and the outlet hole (32). For example, a filter screen for controlling the fluid flow may be provided in the inlet hole (31) and the outlet hole (32).

[0134] An injection device for injecting a fluid into the through-hole (30) may be provided in the discharge hole (32), or a suction device for sucking a fluid may be further provided in the inlet hole (31).

[0135] Fig.11 is a rear view of a ship structure according to a fourth embodiment of the present invention.

[0136] Fig.12yes Fig.11 A three-dimensional diagram of the ship structure.

[0137] exist Fig.11 and Fig.12 In, different from Figures 8 to 10 , the attachment structure (100) can be attached to the stern (10) of the vessel (1) while tilting in one direction.

[0138] refer to Fig.11 When viewed from the rear of the vessel (1), the attachment structure (100) may be attached to the stern (10) of the vessel (1) while being tilted in one direction (eg, -x direction).

[0139] One side (101) and the other side (102) of the attachment structure (100) may be in contact to form a connection line (103). When viewed from the rear of the vessel (1), the connection line (103) may be formed so as not to be aligned with a central axis (C axis) orthogonal to an axis (P axis) of the propeller. For example, the connection line (103) may be formed so as to be inclined so as not to be aligned with a central axis (C axis) of the axis (P axis) of the propeller.

[0140] The degree of inclination of the connecting line (103) relative to the central axis (C axis) may gradually increase as it moves upward from the axis (P axis) of the propeller. Fig.11 and Fig.12 When the length of the propeller blade is 1.0R, the degree of inclination of the connecting line (103) relative to the central axis C) can gradually increase in the order of 0.3R, 0.5R, 0.7R and 1.0R.

[0141] Since the connection line (103) is inclined relative to the central axis (C axis), when viewed from the rear of the vessel (1), the attachment structure (100) can be attached to the stern (10) by rotating in a transverse direction (e.g., -x direction) relative to the central axis (C axis). Since the attachment structure (100) is rotated in a transverse direction and attached to the stern (10), the propulsion efficiency of the vessel (1) can be improved compared to the case where it is aligned with the central axis (C axis).

[0142] The present invention is not limited to the above-described embodiments, but may also include a combination of the embodiments, or a combination of at least one embodiment with a known technology as another embodiment.

[0143] Although the present invention has been described in detail through specific embodiments, these embodiments are for the purpose of specifically describing the present invention and the present invention is not limited to these embodiments. Obviously, those skilled in the art can modify and change the present invention within the scope of the technical spirit of the present invention.

[0144] Therefore, all simple modifications or changes of the present invention belong to the scope of the present invention, and the specific protection scope of the present invention will be clarified by the appended claims.

Claims

1. A ship structure, comprising: A through-hole is provided above the axis of the propeller and passes through the stern. Wherein, the through portion comprises: an inlet hole; and an outlet hole located at a rear side of the inlet hole, and The fluid flowing through the through-portion is transmitted to the propeller.

2. The ship structure according to claim 1, wherein: When the propeller turns right, the inlet hole is arranged on the starboard side, and the through-hole passes through from the starboard side to the port side, and When the propeller turns left, the inlet hole is provided on the port side, and the through-hole penetrates from the port side to the starboard side.

3. The ship structure according to claim 2, wherein: The inlet hole is provided to have at least the same size as the outlet hole and is located at a rear side of a watertight bulkhead provided at the stern.

4. The ship structure according to claim 3, wherein: The inlet hole is disposed at 20% or more and 120% or less of a radius of the propeller relative to an axis of the propeller.

5. The ship structure according to claim 4, wherein: The discharge hole is disposed at 20% or more and 100% or less of a radius of the propeller with respect to an axis of the propeller.

6. The ship structure according to claim 5, wherein: At a height of 70% of the radius of the propeller, the length between the propeller and the stern is set to be longer than (0.35-0.02Z)D, where D is the diameter of the propeller and Z is the number of fins of the propeller.

7. The ship structure according to claim 6, wherein: The shapes of the inlet hole and the outlet hole are respectively set to be a flat shape or a polygonal shape.

8. The ship structure according to claim 7, wherein: A recessed portion having an area larger than that of the shape is provided on the periphery of the shape.

9. The ship structure according to claim 8, wherein: The through-portion further includes at least one control fin inside, and The control fin comprises at least one protruding pin protruding from the through-through portion or an inner pin which does not protrude at all.

10. The ship structure according to claim 9, wherein: The control fins are each set at an angle, and The angle of the protruding pin and the angle of the inner pin may be set to be the same or different.

11. The ship structure according to claim 10, wherein: The protruding pin is located within the diameter of the propeller.

12. A ship structure, comprising: the hull of a vessel; as well as an attachment structure configured to be attachable to the stern of the hull, wherein the attachment structure includes a through-portion configured to allow fluid to flow from one side to the other, and The through portion comprises: an access hole formed on a side of the attachment structure; and A discharge hole is formed on the other side of the attachment structure, the discharge hole being at the rear of the inlet hole.

13. The ship structure according to claim 12, wherein: The through-portion guides the fluid entering the inlet hole to flow into a propeller provided at the rear of the ship through the outlet hole.

14. The ship structure according to claim 12, wherein: The attachment structure is disposed forward of a rudder connected to the stern end of the hull.

15. The ship structure according to claim 12, wherein: The attachment structure has a shape corresponding to a curved portion of the stern of the hull.

16. The ship structure according to claim 12, wherein: When viewed from the rear of the vessel, a connection line where one side of the attachment structure contacts the other side is formed to be inclined so as not to be aligned with a central axis perpendicular to the axis of the propeller.

17. The ship structure according to claim 16, wherein: The degree to which the connection line is inclined relative to the central axis gradually increases as it moves upward from the axis of the propeller.

18. The ship structure according to claim 12, wherein: A portion of the attachment structure and a portion of the stern of the hull are formed by a mating structure.

19. The ship structure according to claim 12, wherein: A filler is formed in an inner space of the attachment structure.

20. The ship structure according to claim 12, wherein: The inner space of the attachment structure is formed in a honeycomb structure.

21. The ship structure according to claim 12, wherein: Opening / closing devices for controlling fluid flow are provided in the inlet hole and the outlet hole.

22. The ship structure according to claim 12, wherein: An injection device for injecting a fluid into the through-hole is provided in the discharge hole, or a suction device for sucking a fluid is provided in the inlet hole.

23. The ship structure according to claim 12, wherein: The inlet hole is disposed at 20% or more and 120% or less of the radius of the propeller relative to the axis of the propeller, and The discharge hole is disposed at 20% or more and 100% or less of a radius of the propeller with respect to an axis of the propeller.

24. An attachment structure configured to be attachable to the stern of a hull of a vessel, wherein: The attachment structure includes a through-portion configured to allow fluid to flow from one side to the other side, and The through portion comprises: an access hole formed on a side of the attachment structure; and A drain hole is formed on the other side of the attachment structure.

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