Design method, system and application of ship tail roller

Abstract

This invention provides a design method, system, and application for adding a stern roller to a ship. The method includes using the bulkhead constituting the stern region as a cutting reference plane; determining a cutting position on the side of the cutting reference plane facing the stern; removing a section of hull structure between the cutting position and the stern to form a cut section; constructing a stern structure based on the stern region's shape data and the stern roller's design parameters; the stern structure includes a base for mounting the stern roller; the shape of the stern structure matches the shape of the stern roller, and the curvature of the stern structure at the cut section is consistent with that of the stern region; connecting the stern structure to the stern region at the cut section; and installing the stern roller onto the base. This invention can control the scope of modification while ensuring the integrity and structural strength of the original ship's main structure and enhancing the ship's towing capability.

Description

Technical Field

[0001] This invention belongs to the field of marine technology, and specifically relates to a design method, system and application for adding a stern roller to a ship. Background Technology

[0002] The towing function of a vessel is crucial for achieving tasks such as maritime rescue and engineering operations. As the core cable guide device of the towing system, the stern roller effectively reduces cable wear and protects the hull structure, making it an important piece of equipment for ensuring the safety and efficiency of towing operations. For newly built vessels, the stern roller is usually integrated into the design. However, many existing vessels, including but not limited to marine rescue vessels and engineering tugboats, have an urgent need to install or upgrade stern rollers due to their earlier design or upgraded missions.

[0003] Currently, there are common challenges in retrofitting the stern structure of existing ships to install stern rollers: traditional retrofitting methods often involve major cutting and reconstruction of the stern shape and structure, resulting in complex projects, long cycles, high costs, and difficulty in ensuring that the performance of the retrofitted hull is equivalent to the original design. Summary of the Invention

[0004] The purpose of this invention is to provide a design method, system and application for adding a stern roller to a ship. By using the bulkhead that constitutes the stern area as the cutting reference plane, and cutting off a section of the hull structure between the reference plane and the stern, the installation of the stern roller and the construction of the stern structure are completed. This can ensure the integrity and structural strength of the original ship's main structure while controlling the scope of the modification, and enhance the ship's towing function.

[0005] To solve the above-mentioned technical problems, the present invention provides a design method for adding a stern roller to a ship, wherein the ship includes a hull structure, the hull structure includes a stern region, and the stern region includes a stern.

[0006] The method includes the following steps: Obtain the hull shape data of the stern region; Using the bulkhead that forms the stern region as the cutting reference plane, a cutting position is determined on the side of the cutting reference plane facing the stern, and a section of the hull structure between the cutting position and the stern is cut off to form a cutting section. Based on the stern region's shape data and the stern roller's design parameters, a stern structure is constructed, the stern structure including a base for mounting the stern roller; the stern structure's shape matches the shape of the stern roller, and the stern structure's curvature at the cut section is consistent with the stern region's shape curvature. The stern structure is connected to the stern region at the cut section, and the stern roller is mounted on the base.

[0007] In one embodiment of the present invention, obtaining the line data of the stern region includes: comparing the line data with preset linear data of the hull structure, and correcting the line data.

[0008] In one embodiment of the present invention, using the bulkhead constituting the stern region as the cutting reference surface includes using the rear end wall of the stern rudder compartment or stern propeller compartment facing the stern region as the cutting reference surface.

[0009] In one embodiment of the present invention, the distance between the cutting reference surface and the cutting position is 200 mm ± 5 mm.

[0010] In one embodiment of the present invention, constructing the tail structure includes constructing a tail support frame based on the tail profile, and forming the base on the tail support frame.

[0011] In one embodiment of the present invention, the hull structure includes a stern ballast water tank; The construction of the stern structure also includes forming a stern ballast water tank within the stern support frame, and the stern ballast water tank is connected to the stern ballast water tank.

[0012] In one embodiment of the present invention, after the stern structure is connected to the hull structure, the invention further includes: A hydrodynamic assessment is performed on the stern structure, which includes calculating and comparing at least one of the following: stern flow field data, drag data, and efficiency data of the hull structure before and after the installation of the stern roller.

[0013] In one embodiment of the present invention, after the stern structure is connected to the hull structure, the invention further includes: A hydrodynamic assessment is performed on the stern structure, which includes calculating and comparing at least one of the following: stern flow field data, drag data, and efficiency data of the hull structure before and after the installation of the stern roller.

[0014] The present invention also provides a design system for adding a stern roller to a ship, the system comprising: The alignment data acquisition module is used to acquire alignment data of the stern area of ​​the vessel. The cutting planning module is used to determine the cutting position on the side of the cutting reference plane facing the stern, using the bulkhead constituting the stern region as the cutting reference plane, and to generate a cutting plan, which is used to cut off a section of the hull structure between the cutting position and the stern. The structural design module is used to construct a design model of the stern structure based on the line data and the design parameters of the stern roller; wherein the stern structure in the design model includes a base for mounting the stern roller, and the line of the stern structure matches the shape of the stern roller, and the curvature of the line of the stern region is consistent with that of the cut section.

[0015] In one embodiment of the present invention, a hydrodynamic evaluation module is further included to calculate and compare at least one of the following: tail flow field data, resistance data, and efficiency data of the hull structure before and after the tail roll is installed.

[0016] The present invention also provides a ship, including a design method, system and application for adding a stern roller to a ship as described in any of the above-mentioned methods.

[0017] By adopting the above technical solution, this invention, as an example, has the following advantages and positive effects: While ensuring the integrity of the ship's main dimensions, main structure, and hydrodynamic performance, this method significantly enhances the ship's towing capabilities, effectively reducing wear and tear on cables or anchor chains and the stern structure during towing operations, thus significantly improving the ship's towing capacity and safety. This method also has advantages such as a small modification scope and minimal engineering work, significantly reducing the cost and time required for retrofitting older ships. It is applicable to all types of ships that require the addition or replacement of stern rollers, and has broad applicability and promotional value. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram illustrating the steps of a method for installing a stern roller on a ship, as provided in an embodiment of the present invention.

[0020] Figure 2 This is a schematic diagram of the cutting position provided in an embodiment of the present invention.

[0021] Figure 3 The following is a linear outline diagram of the tail structure provided in an embodiment of the present invention.

[0022] Figure 4 This is a longitudinal section line transition diagram of the tail structure provided in an embodiment of the present invention.

[0023] Figure 5 This is a schematic diagram of a ship stern roller system provided in an embodiment of the present invention.

[0024] Stern area 100; steering gear room 110; first ballast water tank 111; second ballast water tank 112; Tail roller 200; Tail structure 300; Cutting position 400. Detailed Implementation

[0025] The technical solutions disclosed in this invention will be described in detail below with reference to specific embodiments.

[0026] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0027] It should be noted that the illustrations provided in this embodiment are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0028] In this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first" and "second" are used only for descriptive and distinguishing purposes and should not be construed as indicating or implying relative importance.

[0029] like Figure 1 As shown, the present invention provides a method for modifying a ship by adding a stern roller, applicable to the hull structure, wherein the hull structure includes a stern region, and the stern region includes the stern.

[0030] In this invention, the stern region refers to the aft section of the ship's main structure, extending rearward from a certain lateral reference position, such as the last major watertight bulkhead or stern tip bulkhead, to the stern of the hull. It is important to note that this region is a scope concept, encompassing the hull shell, stern, bulkheads, decks, and other structural components at the stern. The stern, located at the end of the stern region, refers to the very end point or end face of the longitudinal profile of the stern, and constitutes a boundary of the stern region.

[0031] This method, by partially cutting and constructing the stern structure of the hull, can achieve the matching and installation of the stern roller while maintaining the overall shape of the hull structure. It has the advantages of small modification range, short cycle, low cost, and equivalent performance.

[0032] Specifically, the method includes the following steps: S1 acquires the hull shape data of the stern region; S2 uses the bulkhead that forms the stern region as the cutting reference plane, determines the cutting position on the side of the cutting reference plane facing the stern, and cuts off a section of the hull structure between the cutting position and the stern to form a cutting section. S3 constructs a stern structure based on the stern region's shape data and the stern roller's design parameters. The stern structure includes a base for mounting the stern roller. The shape of the stern structure matches the shape of the stern roller, and the stern structure's curvature at the cut section is consistent with the stern region's shape curvature. S4 installs the tail roller on the base and connects the tail structure to the hull structure at the cut section.

[0033] Note that the above notation is for illustrative purposes only and does not represent a limitation on the actual order of steps. Specifically, S1 can be executed before or after S2.

[0034] Because old ships may deform during service, the preset lines of the stern region on the design drawings may deviate from the actual lines of the stern region. Therefore, this invention obtains the actual lines of the stern region through actual measurements to support the subsequent construction of the stern structure. In some embodiments of this invention, obtaining the lines of the stern region in step S1 includes the following steps: S11 measuring the contour shape of the stern region to obtain point cloud data; S12 projecting the point cloud data into contour lines to obtain the lines of the stern region, i.e., the actual linear data of the stern region.

[0035] In S11, this invention does not specifically limit the type of measuring equipment, as long as it can acquire the three-dimensional coordinate data of the hull in a non-contact manner. In some embodiments of this invention, a combined measurement method using a total station and a 3D laser scanner is employed. The implementation process is as follows: First, several global target points, such as target spheres or target patches, are arranged around the hull structure (e.g., in a dock, pier, or slipway), with their spatial positions at least covering the stern area. The number of global target points is, for example, 6 to 20, which can be adjusted according to the hull size and measurement accuracy requirements, and is not specifically limited. Second, a total station (such as a Leica TS series or equivalent precision equipment) is used to measure the three-dimensional coordinates (X, Y, Z) of each global target point.

[0036] Then, a 3D laser scanner (such as the FARO Focus series, Riegl VZ series, or a handheld laser scanner) is used to scan at multiple pre-set stations. For example, stations are set up on the port side, starboard side, directly aft, above, and at different heights of the stern. The scanning range of each station covers a local area of ​​the hull in the stern region. The 3D laser scanner emits a laser beam to acquire the 3D coordinates and reflection intensity of discrete points on the hull surface, forming raw point cloud data.

[0037] In step S12, point cloud data is registered based on total station measurements. Registration methods can employ target-point-based rigid body transformation (e.g., ICP algorithm, iterative nearest point algorithm) to transform the point cloud data from each station into the coordinate system established by the total station. Finally, the registered coordinates are projected onto contour lines and transformed. Depending on the line type representation, such as cross section, longitudinal section, or waterline, the point cloud data is sliced ​​on corresponding planes, such as cross sections, longitudinal sections, and horizontal planes. Contour lines are generated through curve fitting. Finally, the generated contour lines are transformed and output to obtain the actual hull structure line type data.

[0038] In some embodiments of the present invention, acquiring the stern region's alignment data further includes: comparing the alignment data with preset alignment data of the hull structure, and correcting the alignment data. The preset alignment data can be existing design data of the ship, such as hull lines diagrams or 3D models. By comparing the alignment data obtained from actual ship measurements with the design data, and appropriately modifying the measurement data, such as superimposing the two in the same coordinate system, the deviation values ​​of corresponding points are calculated. Based on the comparison results, the alignment data is corrected. In some embodiments of the present invention, the correction includes using the preset alignment data as a reference template, employing the least squares method to fit the measured point cloud data towards the reference template, while preserving characteristic points of the hull structure, such as the rear end face position of the steering gear compartment and the propeller shaft outlet position. The corrected alignment data not only matches the actual shape characteristics of the hull structure but also facilitates subsequent cutting operations and the construction of the stern structure.

[0039] It should be noted that the measurement and correction steps described in S11 to S12 can be performed either before cutting, when the stern area is intact and the measurement range includes the hull structure to be cut off, or after cutting, when the cut surface has been formed and the measurement range is limited to the remaining hull structure. In one embodiment, the measurement is completed before cutting to obtain complete line data on both sides of the cut surface.

[0040] In some embodiments of the present invention, the bulkhead constituting the stern region is used as the cutting reference plane in S2, and the optional cutting range extends from the cutting position to the stern, i.e., the very end of the hull structure. In some embodiments of the present invention, such as a marine rescue vessel, the cutting reference plane may include the aft wall of the stern steering gear compartment or stern propeller compartment facing the stern region. For example, the aft wall of the stern steering gear compartment or stern propeller compartment facing the stern region. This aft wall is the main structural bulkhead of the stern section of the hull. Using it as the cutting reference plane controls the modification range to a local section of the stern region near the stern, which helps to reduce the amount of engineering work required for hull modification and improve the integrity of the hull structure before and after modification.

[0041] In some embodiments of the present invention, as shown in S2, the distance between the cutting reference plane and the cutting position is 200mm ± 5mm. This distance allows for sufficient space for subsequent modifications while also accommodating changes in the positions of pipes, cables, and other equipment, thus reducing the amount of modification work. It should be noted that this distance is not fixed. Those skilled in the art can make appropriate adjustments based on actual needs, such as considering the overall equipment layout requirements and the geometry of the cutting reference plane; all such adjustments fall within the scope of this invention. Subsequently, a section of the hull structure between the cutting position and the stern is cut off, forming a cut surface at the cutting position. This end face will serve as the reference plane for subsequent connection of the stern structure.

[0042] by Figure 2 For example, in one embodiment, taking a marine rescue vessel as an example, the stern wall of the steering gear compartment 110 or the propeller compartment in the stern region facing the stern is used as the cutting reference plane, and a cutting position 400 is determined 200mm on the side of the stern wall facing the stern. During cutting, the hull structure between the cutting position and the stern is removed along the cutting position 400. After cutting, the stern ballast water tank is divided into a first ballast water sub-tank 111 and a second ballast water sub-tank 112, with the cutting position as the boundary.

[0043] In some embodiments of the present invention, the linear design of the tail structure described in S3 should match the shape of the tail roller. Specifically, the installation position of the tail roller is first determined, and the linear characteristic constraints near the tail roller are obtained, including the spatial coordinates of the tail roller centerline, the base position, and the tail roller installation angle limit. These parameters are then input into a mathematical model to generate a series of three-dimensional curves that conform to the shape of the tail roller, serving as the design benchmark for the tail linearity. In some embodiments of the present invention, the mathematical model may be, for example, a cubic spline curve interpolation or fitting method.

[0044] In some embodiments of the present invention, the profile of the stern structure described in S3 should match the shape of the stern drum. Specifically, using the centerline of the stern drum as a reference, the spatial envelope of the stern drum's outer contour in the stern region is determined, and the profile of the stern structure conforms to this envelope, allowing the cable or anchor chain to slide smoothly along the surface of the stern drum during towing operations. By controlling the vertical inclination angle of the cable or anchor chain, wear caused by direct contact between the cable or anchor chain and the stern structure can be minimized. Taking a marine rescue vessel with a stern drum as an example, such as... Figure 3 and Figure 4 As shown, specifically, starting from the cut section, along the stern direction, the stern structure 300 first protrudes outward, forming an arc-shaped transition area that matches the curvature of the stern roller 200. The radius of curvature of this arc-shaped transition area matches the designed outer diameter of the stern roller 200. Subsequently, the shape of this arc-shaped transition area gradually converges inward, smoothly connecting with the hull structure shape at the cut section. This design of the stern structure allows the cable or anchor chain to naturally slide against the roller surface during towing operations after the stern roller is installed, reducing wear caused by the cable or anchor chain contacting the stern during towing operations.

[0045] In some embodiments of the present invention, the stern structure at the cut section has the same linear curvature as the stern region, as specifically implemented as follows: First, from the actual stern shape data obtained in S1, the stern shape information of the stern region located on both sides of the cutting position is extracted. This stern shape information includes at least the stern curvature value, serving as the boundary condition for subsequent stern shape design. Second, based on the above boundary conditions and combined with the stern roller's shape envelope constraint, a mathematical model is used to perform overall optimization design of the stern structure's shape. In some embodiments of this invention, the mathematical model is, for example, a cubic spline curve interpolation or fitting method, ensuring the continuity of the first and second derivatives of the curve at the connection points, thereby achieving a smooth transition between the stern structure at the cutting position and the stern region's shape.

[0046] In another implementation, constructing the stern structure also includes modifying the stern structure's linear model. For example, several control points can be added to the mathematical model to correct the linearity. These control points are points with specific coordinates, artificially set during the design process, used to constrain the spatial position and shape of the curves at corresponding locations. The selection of control points can be determined based on various principles. For instance, they can be evenly selected according to the original stern area frame spacing (e.g., every other rib), ensuring that the modified stern structure's linearity corresponds to the original stern area structural frame, facilitating the subsequent construction of supporting frames such as ribs and longitudinal girder. Alternatively, control points can be added at specific locations based on overall layout requirements (e.g., pipework, cable, equipment installation locations) to ensure sufficient space is reserved for the stern structure's linearity. Through these measures, adjusting the coordinates of these control points allows for fine-tuning of local linearity while maintaining curvature continuity, better balancing the feasibility of structural modifications with the rationality of the overall layout.

[0047] After completing the above-mentioned model design of the tail structure, the tail structure can be manufactured according to the design. This part can be manufactured using existing manufacturing methods in this field, and will not be elaborated further.

[0048] In some embodiments of the present invention, the construction of the tail structure in S3 includes: constructing a tail support frame based on the tail profile, and forming the base on the tail support frame.

[0049] The construction of the stern support frame specifically begins at the cut section and extends towards the stern. Following the designed stern structure lines, new ribs and longitudinal girder are welded sequentially to form a complete support skeleton. The ribs are spaced longitudinally along the hull, with the spacing matching that of the original ribs to ensure structural continuity. The longitudinal girder is continuously arranged longitudinally along the hull, intersecting with the ribs to form a grid structure, jointly bearing vertical and longitudinal loads. Regarding material selection, the support frame can be constructed using the same materials as the original hull structure to ensure material performance and welding compatibility. For example, for conventional marine rescue vessels, commonly used materials for hull structures are low-carbon steel, C-Mn steel, or high-tensile-strength steel. The newly constructed ribs, longitudinal girder, and subsequent base structure can all be made of materials of the same grade to ensure that the strength, stiffness, and corrosion resistance of the stern structure are comparable to the original vessel.

[0050] Considering the additional load generated after adding the stern roller, in some embodiments of the present invention, structural reinforcement is provided at the location of the stern roller mounting base. For example, an elbow plate is added at the connection between the base and the hull structure; or a thickened plate is added below the base; or the thickness of the rib web is appropriately increased or a reinforcing rib is added at the rib location where the base is located. In addition, reinforcing members can also be provided at the cut section to ensure the structural strength of the segment connection. In some embodiments of the present invention, the reinforcing member can be an annular reinforcing rib or a continuous elbow plate provided on the inner side of the cut section (i.e., the side where the hull structure is retained); or it can be an end rib provided on the stern structure side, which coincides with the cut section and forms a rigid connection with the rib of the stern structure.

[0051] The above-mentioned reinforcement measures ensure the structural strength of the connection between the tail roller mounting base and the cut section, guaranteeing the long-term safety and reliability of the modified vessel in towing operations.

[0052] In some embodiments of the present invention, the hull structure includes a stern ballast tank; the construction of the stern structure further includes forming a stern ballast tank within the stern support frame, the stern ballast tank being connected to the stern ballast tank. The reconstructed stern interior space can be used to arrange the stern ballast tank, and this space can be connected to and merged with the original stern ballast tank retained during the hull cutting, maintaining the ballast function unchanged.

[0053] In some implementations, in step S4, the stern roller can be installed using conventional hoisting, alignment, and fixing methods to ensure that the stern roller can rotate freely and that its centerline is consistent with design requirements. The stern structure is then connected to the hull structure at the cut section. Specifically, the constructed stern structure is welded and fixed to the original hull at the cut section to form a complete hull structure. After welding, the welds should be inspected to ensure that the structural strength and sealing of the connection meet the requirements.

[0054] In some embodiments of the present invention, after connecting the stern structure to the hull structure, the method further includes: performing a hydrodynamic assessment on the stern structure. This assessment is conducted using methods such as CFD (Computational Fluid Dynamics) to verify that the hydrodynamic performance of the modified vessel is essentially consistent with the original vessel.

[0055] The hydrodynamic assessment includes calculating and comparing at least one of the following: stern flow field data, drag data, and efficiency data of the hull structure before and after the installation of the stern roll.

[0056] By comparing the stern flow field data before and after the modification, the impact of adding a stern roller and stern modification on the stern flow field of the ship is evaluated. Specifically, the stern flow field data includes the stern vortex morphology (vortex core location, intensity, and shedding frequency), propeller inflow uniformity (velocity distortion coefficient Kv), stern boundary layer thickness, and velocity distribution at the rudder blade. The vortex core location can be identified by extracting the vortex distribution cloud map in the flow field using CFD post-processing software; the vortex core intensity reflects the energy magnitude of the vortex; and the shedding frequency affects the periodic pulsating pressure at the stern. The velocity distortion coefficient Kv is used to quantify the degree of non-uniformity of the velocity distribution within the propeller disk. Taking the velocity distortion coefficient Kv as an example, during comparison, the Kv value after modification is compared with the Kv value before modification. If the increase in Kv value exceeds a preset threshold (e.g., 10%), it indicates that the stern modification has disrupted the uniformity of the wake field, requiring optimization and adjustment of the stern structure's shape.

[0057] By comparing various resistance data before and after the addition and modification, the impact of the stern roller addition and stern modification on the ship's resistance characteristics is evaluated. The resistance data includes total resistance, viscous resistance, and pressure drag. Total resistance is the total resistance of water to the hull during navigation; viscous resistance mainly originates from the friction between water and the hull surface; and pressure drag originates from the pressure difference between the fore and aft of the hull. Taking pressure drag as an example, the pressure drag after modification is compared with that before modification. If the increase in pressure drag exceeds a preset threshold (e.g., 5%), it indicates that the stern structure's hull shape design has increased navigation resistance, requiring modification of the hull shape.

[0058] The efficiency data includes hull efficiency, relative rotational efficiency, and self-propulsion factor. Hull efficiency reflects the interaction between the hull and propeller, relative rotational efficiency reflects the propeller's efficiency loss in the stern flow field, and the self-propulsion factor comprehensively characterizes the matching degree of the "hull-propeller-rudder" propulsion system. These parameters are calculated through self-propulsion simulation to evaluate the impact of adding a stern roller and stern modifications on the overall matching of the propulsion system. For example, if the change in self-propulsion factor after modification is within 5% compared to the original ship, the impact of the modification on propulsion performance is considered acceptable; if the change exceeds this range, further optimization of the stern structure's hull shape is required.

[0059] The above hydrodynamic assessment can verify whether the modification plan meets the design requirements and ensure that the modified vessel has good hydrodynamic performance while enhancing its towing function.

[0060] In summary, this invention provides a method for retrofitting a stern roller. This method uses the main bulkhead constituting the stern region as a cutting reference plane, removing a section of hull structure between this reference plane and the stern. While controlling the modification scope to the stern region, it ensures the integrity and structural strength of the ship's main structure. The constructed stern structure has the same curvature as the retained hull structure at the cut section, achieving a smooth transition and reducing the impact of the modification on the ship's main dimensions and hydrodynamic performance. Simultaneously, the matching design between the stern structure's shape and the stern roller's shape effectively reduces wear between the cable or anchor chain and the stern structure during towing operations, significantly enhancing the ship's towing capability and safety. This method also has advantages such as a small modification scope and minimal engineering work, significantly reducing the cost and time required for retrofitting old ships. It is not only suitable for the installation or replacement of stern rollers on marine rescue vessels but also applicable to other vessels with towing needs, such as marine engineering vessels, multi-purpose workboats, and tugboats, demonstrating broad applicability and promotional value.

[0061] like Figure 5 As shown, the present invention also provides a design system 10 for adding a tail roller to a ship, the system including a line data acquisition module 11, a cutting planning module 12 and a structural design module 13.

[0062] Among them, the line data acquisition module 11 is used to acquire the line data of the stern area of ​​the ship; The cutting planning module 12 is used to determine the cutting position on the side of the cutting reference plane facing the stern, using the bulkhead constituting the stern region as the cutting reference plane, and to generate a cutting plan, which is used to cut off a section of the hull structure between the cutting position and the stern. The structural design module 13 is used to construct a design model of the stern structure based on the line data and the design parameters of the stern roller; wherein the stern structure in the design model includes a base for mounting the stern roller, and the line of the stern structure matches the shape of the stern roller, and the curvature of the line of the stern region is consistent with that of the cut section.

[0063] In one embodiment, the system 10 further includes a hydrodynamic assessment module 14 for calculating and comparing at least one of the following: tail flow field data, resistance data, and efficiency data of the hull structure before and after the tail roll is installed.

[0064] The present invention also provides a ship, including a hull structure, the hull structure including a stern region, and a stern structure installed in the stern region by the method described above.

[0065] In some embodiments of the present invention, the vessel may be a marine rescue vessel. Marine rescue vessels typically undertake rescue operations such as saving lives, towing, and firefighting of vessels in distress at sea. Their towing function is highly dependent on the stern roller. Therefore, by adding a stern roller using the method of the present invention, their rescue operation capabilities can be significantly improved.

[0066] It should be noted that the method of the present invention is also applicable to other vessels that need to be equipped with or have their stern rollers replaced, such as marine engineering vessels, multi-purpose workboats, tugboats, and other vessel types with towing operation requirements. These vessels, through stern modifications using the method of the present invention, can achieve the same modification effects, enhancing their towing capabilities without altering the vessel's main dimensions, structural integrity, or hydrodynamic performance.

[0067] It should be noted that the above embodiments are merely preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. All equivalent changes or modifications made in accordance with the spirit of the technical solutions of the present invention should be covered within the scope of protection of the claims of the present invention. Those skilled in the art can make adaptive adjustments to the above structure based on the technical solutions disclosed in the present invention, according to specific ship types, space conditions, and regulatory requirements; such adjustments should all be considered equivalent embodiments of the present invention.

[0068] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0069] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A design method for adding a stern drum to a ship, characterized in that: The vessel includes a hull structure, the hull structure includes a stern region, and the stern region includes a stern. The method includes the following steps: Obtain the hull shape data of the stern region; Using the bulkhead that forms the stern region as the cutting reference plane, a cutting position is determined on the side of the cutting reference plane facing the stern, and a section of the hull structure between the cutting position and the stern is cut off to form a cutting section. Based on the stern region's shape data and the stern roller's design parameters, a stern structure is constructed, the stern structure including a base for mounting the stern roller; the stern structure's shape matches the shape of the stern roller, and the stern structure's curvature at the cut section is consistent with the stern region's shape curvature. The stern structure is connected to the stern region at the cut section, and the stern roller is mounted on the base.

2. The method for adding a tail roller according to claim 1, characterized in that, Obtaining the stern region's alignment data includes: comparing the alignment data with preset linear data of the hull structure, and correcting the alignment data.

3. The method for adding a tail roller according to claim 1, characterized in that: The use of the bulkhead constituting the stern region as the cutting reference surface includes using the rear end wall of the stern rudder compartment or stern propeller compartment facing the stern region as the cutting reference surface.

4. The method for adding a tail roller according to claim 1, characterized in that: The distance between the cutting reference plane and the cutting position is 200 mm ± 5 mm.

5. The method for adding a tail roller according to claim 1, characterized in that: The construction of the tail structure includes constructing a tail support frame based on the tail profile, and forming the base on the tail support frame.

6. The method for adding a tail roller according to claim 5, characterized in that, The hull structure includes a stern ballast water tank; The construction of the stern structure also includes forming a stern ballast water tank within the stern support frame, and the stern ballast water tank is connected to the stern ballast water tank.

7. The method for adding a tail roller according to claim 1, characterized in that: After connecting the stern structure to the hull structure, it also includes: A hydrodynamic assessment is performed on the stern structure, which includes calculating and comparing at least one of the following: stern flow field data, drag data, and efficiency data of the hull structure before and after the installation of the stern roller.

8. A design system for adding a stern roller to a ship, characterized in that, The system includes: The alignment data acquisition module is used to acquire alignment data of the stern area of ​​the vessel. The cutting planning module is used to determine the cutting position on the side of the cutting reference plane facing the stern, using the bulkhead constituting the stern region as the cutting reference plane, and to generate a cutting plan, which is used to cut off a section of the hull structure between the cutting position and the stern. The structural design module is used to construct a design model of the stern structure based on the line data and the design parameters of the stern roller; wherein the stern structure in the design model includes a base for mounting the stern roller, and the line of the stern structure matches the shape of the stern roller, and the curvature of the line of the stern region is consistent with that of the cut section.

9. The design system for adding a stern roller to a ship according to claim 8, characterized in that: It also includes a hydrodynamic assessment module for calculating and comparing at least one of the following: stern flow field data, resistance data, and efficiency data of the hull structure before and after the installation of the stern roller.

10. A ship, characterized in that, include: Hull structure, the hull structure including a stern region; And a stern structure installed in the stern region by the method of any one of claims 1 to 7.

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