Ship structure

Abstract

The present invention includes, in a ship structure, a hull of a ship and an attachment structure that can be attached to the stern of the hull. The attachment structure includes a through portion provided such that fluid flows from one side surface to the other side surface. The through portion can include an inlet formed on one side surface of the attachment structure and an outlet formed on the other side surface of the attachment structure behind the inlet.

Description

Technical Field

[0001] This application claims the benefit of priority based on Korean Patent Application No. 10-2022-0093480 filed on July 27, 2022 and Korean Patent Application No. 10-2023-0097778 filed on July 26, 2023, and all the contents disclosed in the documents of the corresponding Korean patent applications are incorporated herein by reference in their entirety.

[0002] The present invention relates to a ship structure.

Background Art

[0003] In the case of large ships, when the propeller installed at the stern rotates, the fluid flow generated is used as thrust to move forward. At this time, a ladder is attached to the rear side of the propeller, and as the ladder rotates left and right, the navigation direction is changed by adjusting the fluid flow direction.

[0004] In order to obtain the thrust of a large ship by a propeller, an engine is driven using fuels such as diesel and LPG, which consumes a large amount of fuel, and additionally, exhaust gases, greenhouse gases, etc. are emitted, causing environmental damage.

[0005] Recently, for environmental protection, methods for reducing greenhouse gases during ship operation have been discussed, and shipbuilding companies are also continuously researching and developing fuel-saving technologies that can reduce fuel consumption and greenhouse gas emissions.

[0006] As an example of fuel-saving technology, there is an energy-saving device (ESD) that changes the flow of fluid by improving the shapes of the stern, propeller, duct, ladder, etc. of a ship or attaching another add-on, thereby increasing propulsion efficiency and saving fuel. Such energy-saving devices have already been applied and used on a considerable number of ships.

[0007] However, such energy-saving devices improve the shape provided on the hull or attach other add-ons, which not only enhances the propulsion efficiency of the ship but also affects the resistance. During the operation of the ship, they may be damaged by floating objects and external forces, etc., and thus attention is required for maintenance.

Summary of the Invention

Problems to be Solved by the Invention

[0008] The present invention is derived to solve the problems of the prior art as described above, and an object of the present invention is to provide a ship structure that improves the propulsion efficiency of a ship by improving the ship structure and has ease of manufacture and maintenance.

Means for Solving the Problems

[0009] A ship structure according to an embodiment of the present invention includes a hull of a ship and an attachment structure provided to be attachable to the stern of the hull. The attachment structure includes a through portion provided such that fluid flows from one side surface to the other side surface. The through portion can include an inlet formed on one side surface of the attachment structure and an outlet formed on the other side surface of the attachment structure behind the inlet.

[0010] According to an embodiment, the through portion can guide the fluid flowing into the inlet to flow into a propeller disposed behind the ship through the outlet.

[0011] According to an embodiment, the attachment structure can be disposed in front of a ladder connected to an end of the stern of the hull.

[0012] According to an embodiment, the attachment structure can have a shape corresponding to a bent portion of the stern of the hull.

[0013] According to one embodiment, when viewed from the rear of the ship, the connecting line where one side surface and the other side surface of the attachment structure are in contact can be formed to be inclined so as not to align with the central axis orthogonal to the axis of the propeller.

[0014] According to one embodiment, the degree of inclination of the connecting line with respect to the central axis can gradually increase from the axis of the propeller toward the upper part.

[0015] According to one embodiment, a part of the attachment structure and a part of the stern of the hull can be formed with a fitting connection structure.

[0016] According to one embodiment, a filler can be formed in the internal space of the attachment structure.

[0017] According to one embodiment, the internal space of the attachment structure can be formed with a honeycomb structure.

[0018] According to one embodiment, an opening and closing device for controlling the flow of fluid can be arranged at the inlet and the outlet.

[0019] According to one embodiment, an injection device for injecting the fluid in the through portion can be arranged at the outlet, or a suction device for sucking in the fluid can be arranged at the inlet.

[0020] According to one embodiment, the inlet can be provided at 20% or more and 120% or less of the radius of the propeller based on the axis of the propeller, and the outlet can be provided at 20% or more and 100% or less of the radius of the propeller based on the axis of the propeller.

[0021] According to an embodiment of the present invention, there is provided an attachment structure that can be attached to the stern of a ship's hull, the attachment structure including a through portion provided such that fluid flows from one side surface to the other side surface, and the through portion can include an inlet formed on one side surface of the attachment structure and an outlet formed on the other side surface of the attachment structure.

Effect of the Invention

[0022] The ship structure according to the present invention can improve the propulsion efficiency of the ship and facilitate manufacturing and maintenance by improving the structure of the ship.

Brief Description of the Drawings

[0023]

Figure 1

Figure 2

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Figure 8

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Figure 10

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Figure 12

Embodiments for Carrying Out the Invention

[0024] The object, specific merits, and novel features of the present invention will become clearer from the following detailed description related to the accompanying drawings and the preferred embodiments. In this specification, when attaching reference numerals to the components of each drawing, it should be noted that as long as it is the same component, even if it is shown on other drawings, it is made to have the same number as much as possible. Further, when explaining the present invention, if it is determined that a specific explanation regarding related known art may obscure the gist of the present invention, that detailed explanation is omitted.

[0025] Also, the accompanying drawings are for facilitating the understanding of the embodiments disclosed in this specification, and it should be understood that the technical idea disclosed in this specification is not limited by the accompanying drawings, and includes all modifications, equivalents, or alternatives included in the idea and technical scope of the present invention.

[0026] Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention will be described in detail. The present invention is a ship structure, and here, the ship 1 is an expression that includes offshore plants such as FLNG and FSRU in addition to general merchant ships such as tankers that carry liquefied gas.

[0027] FIG. 1 is a perspective view of the ship structure according to the first embodiment of the present invention, and FIG. 2 is a side view of the ship structure according to the first embodiment of the present invention.

[0028] Referring to FIGS. 1 and 2, the ship structure according to the first embodiment of the present invention can include a through portion 30 that penetrates the stern 10.

[0029] The through portion 30 can be provided above and in front of the propeller 20 shaft and can be formed to penetrate the stern 10, and an inlet 31 can be provided on one side of the stern 10 and can include an outlet 32 connected to the inlet 31 on the other side.

[0030] The through portion 30 can include a passage (not shown) from the inlet 31 to the outlet 32. The passage can consist of one passage or multiple passages, and the number is not limited. When it consists of multiple passages, each passage can have different areas and different shapes from each other.

[0031] Referring to FIG. 2, one inlet 31 and one outlet 32 are shown respectively, but the number and shape of the inlet 31 and the outlet 32 are not limited. They can be combined with one passage or multiple passages, and various ship structures are possible.

[0032] When the ship 1 is in operation or at anchor, the fluid generated by the ocean current flows along the shape of the ship 1. When the fluid contacts the through portion 30 at the stern 10, it can pass through the through portion 30 and be transmitted to the propeller 20.

[0033] Depending on the size and height of the inlet 31 and the outlet 32, the flow of the fluid passing through the through portion 30 can be different. When the height of the inlet 31 is higher than the height of the outlet 32, the flow of the fluid passing through the through portion 30 is downward. When the height of the inlet 31 is relatively lower, the flow of the fluid passing through the through portion 30 is upward.

[0034] The relative height and the provided position of the inlet 31 and the outlet 32 can be set to be different according to the rotation direction of the propeller 20, etc. Generally, the inlet 31 can be provided higher than the outlet 32 so that the fluid passing through the through portion 30 can have a downward flow.

[0035] Also, as an example, when the propeller 20 turns right, the inlet 31 is provided on the starboard side, and the through portion 30 is formed by penetrating from the starboard side to the port side. When the propeller 20 turns left, the inlet 31 is provided on the port side, and the through portion 30 can be formed by penetrating from the port side to the starboard side.

[0036] The inlet 31 is provided at the upper part of the shaft of the propeller 20 on the stern 10, and the outlet 32 can be provided on the stern 10 and located behind the inlet 31. Therefore, the outlet 32 can be provided closer to the propeller 20 than the inlet 31, but a predetermined distance needs to be provided between the inlet 31 and the propeller 20 in order to transmit the fluid flow discharged through the inlet 31 to the propeller 20.

[0037] In order to increase the velocity of the fluid discharged through the outlet 32, the area of the outlet 32 can be made smaller than the area of the inlet 31. That is, the size and area of the inlet 31 can be provided to be at least the same as or larger than the size and area of the outlet 32.

[0038] The equation for the fluid is based on the "Bernoulli equation". If the flow rate of the fluid passing through the through-hole 30 is constant, since the flow rate is calculated as the product of the unit area and the velocity of the fluid, the velocity of the fluid can be increased at the outlet 32 with a smaller unit area.

[0039] Referring to FIG. 2, the positions of the inlet 31 and the outlet 32 are provided on the stern 10 at the upper part of the shaft of the propeller 20 as described above, but can be located behind the watertight bulkhead S.F.B.H provided separately on the stern 10. The watertight bulkhead S.F.B.H is a wall for preventing adjacent compartments from flooding when one compartment of the ship 1 is damaged and flooded, and can also serve as a longitudinal / transverse member.

[0040] The watertight bulkhead can be provided at the bow, the stern 10, the engine room, etc. However, in the ship structure according to the first embodiment of the present invention, the inlet 31 and the outlet 32 can be located behind the watertight bulkhead S.F.B.H provided on the stern 10. Therefore, the inlet 31 and the outlet 32 can be provided between the watertight bulkhead provided on the stern 10 and the propeller 20.

[0041] The inlet 31 and the outlet 32 are provided above the axis of the propeller 20, but can be provided inside and outside the radius R of the propeller 20 in order to transmit the fluid flow to the propeller 20.

[0042] The inlet 31 can be provided at 20% or more and 120% or less of the radius of the propeller 20 with reference to the axis of the propeller 20, and the outlet 32 can be provided at 20% or more and 100% or less of the radius of the propeller 20 with reference to the axis of the propeller 20.

[0043] That is, the inlet 31 and the outlet 32 can be provided between 20% and 120% of the radius with reference to the axis of the propeller 20. Since the size of the inlet 31 may be larger than the size of the outlet 32, the height of the outlet 32 can be provided at 120% or less of the radius.

[0044] The distances between the inlet 31 and the outlet 32 and the propeller 20 can maintain a predetermined distance, which can be achieved by adjusting the distance between the stern 10 where the inlet 31 and the outlet 32 are provided and the propeller 20 so as to maintain a predetermined distance.

[0045] Referring to FIG. 2, the distance or length b between the stern 10 (hereinafter referred to as the stern 10) where the inlet 31 and the outlet 32 are provided and the propeller 20 can be measured and calculated at the height of 70% of the radius of the propeller 20, and can be expressed by an equation for 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.

[0046] The length b between the stern 10 and the propeller 20 is provided longer than (0.35 - 0.02Z)D, and can be expressed by the equation b > (0.35 - 0.02Z)D. Therefore, the larger the diameter D of the propeller 20 and the smaller the number Z of fins provided on the propeller 20, the longer the length b between the stern 10 and the propeller 20 can be provided, and the stern 10 and the propeller 20 can be farther apart.

[0047] FIG. 2 is a side view of the ship structure according to the first embodiment of the present invention. It can be seen that a side view of the conventional ship structure is shown for comparison at the upper left end of FIG. 2.

[0048] Referring to FIG. 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.

[0049] In the conventional ship structure, the length b' between the stern 10 and the propeller 20 is provided relatively long, and the stern 10 has a concave shape, and it could have a shape where only the propeller 20 protrudes from the stern 10.

[0050] 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 provided relatively short, and an inlet 31 and an outlet 32 can be provided in the newly formed stern 10 portion compared to the conventional ship structure.

[0051] However, since a predetermined distance must be ensured between the stern 10 and the propeller 20 according to the classification rules, in the ship structure according to the first embodiment of the present invention, the length b between the stern 10 and the propeller 20 can be provided longer than the predetermined distance according to the classification rules.

[0052] Referring to FIGS. 1 and 2, the shapes of the inlet 31 and the outlet 32 are shown as quadrilaterals, but the shapes of the inlet 31 and the outlet 32 can be provided as non-angular or polygonal shapes. Non-angular shapes mean shapes such as circular and elliptical, and polygonal shapes can mean shapes having other corners such as triangular, quadrilateral, pentagonal, trapezoidal, etc.

[0053] The shapes of the inflow port 31 and the outflow port 32 may be provided to be different. For example, the inflow port 31 may be provided in a square shape, and the outflow port 32 may be provided in a circular shape. When the area of the square inflow port 31 is provided to be larger than the area of the circular outflow port 32, the flow velocity at the circular outflow port 32 can be relatively quickly formed by the above-mentioned "Bernoulli's equation".

[0054] Also, although the fluid is discharged to the outflow port 32 through the inflow port 31 and the passage, since the form and velocity of the discharged fluid can be different according to the shape of the outflow port 32, for example, even if the outflow port 32 is provided in an elliptical shape, the form and velocity of the discharged fluid can be different according to the position or curvature of the center of the ellipse.

[0055] FIG. 3 is a rear view of the ship structure according to the second embodiment of the present invention.

[0056] Hereinafter, the differences of the present embodiment from the above-mentioned embodiment will be mainly described, and the parts for which the description is omitted will be incorporated by reference to the above-mentioned content.

[0057] Referring to FIG. 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 an example, and at least one or more control fins 40 may be provided.

[0058] The control fin 40 can include an internal fin (not shown) provided inside the through portion 30 and a protruding fin (not shown) protruding from the through portion 30. At least one or more internal fins are provided for the control fin 40, and the protruding fin may not be provided. That is, the control fin 40 may be provided only inside the through portion 30 and may not protrude from the through portion 30.

[0059] The internal fin is provided in a passage (not shown) of the through portion 30 and can mean a fin that does not protrude from the through portion 30. The angle and position at which the internal fin is provided can be different, but generally, it can be arranged in the lateral direction or the longitudinal direction, which is the longitudinal direction of the ship.

[0060] The internal fins can be provided in the passage of the through-hole portion 30 between the inlet 31 and the outlet 32. The sizes and shapes of the inlet 31 and the outlet 32 may be provided identically, but preferably, since the size of the inlet 31 may be provided larger than the size of the outlet 32, the internal fins can have a shape such as a trapezoid in which the size in the direction of the inlet 31 is relatively large.

[0061] The internal fins are provided in the passage of the through-hole portion 30, and although the resistance of the fluid may not be strong, the protruding fins protrude from the through-hole portion 30, and since the resistance of the fluid may be strong, they can have a different material and shape from the internal fins.

[0062] When present, the protruding fins can protrude from the through-hole portion 30 and protrude outside the inlet 31 or the outlet 32. The protruding fins can be provided separately from the internal fins, linearly connected to the internal fins, and protrude outside the inlet 31 or the outlet 32.

[0063] The angle of the protruding fins may be provided in the same manner as the angle of the internal fins or may be formed differently, and whether or not the internal fins and the protruding fins are connected can be determined regardless of the angle.

[0064] When a plurality of control fins 40 are provided in the through-hole portion 30, the angles of the respective control fins 40 can be set individually, and various fluid flows can be generated. When there are a plurality of passages in the through-hole portion 30, whether or not the control fins 40 are arranged for each passage can be different.

[0065] The control fins can not only change the flow of the fluid flowing into the inlet 31, but also adjust the amount of the fluid flowing in through the protruding fins provided at the inlet 31, and can also adjust the amount of the fluid flowing out and the flow of the fluid through the protruding fins provided at the outlet 32.

[0066] The control fin 40 may be fixedly provided, or may be provided with its angle or position changed as the case may be, and an operating device (not shown) for this purpose may be arranged.

[0067] When the operating device is arranged, by using the control fin 40 to block the inlet 31 or the outlet 32, the fluid passing through the through portion 30 can be stopped, and this can also be done during the operation of the ship 1.

[0068] In the case of the protruding fin, it may be provided to protrude outside the inlet 31 or the outlet 32, but can be located within the diameter of the propeller 20, and if it does not interfere with the fluid transmitted to the propeller 20, the protruding fin may be provided up to inside and outside the diameter of the propeller 20.

[0069] FIG. 4 is a conceptual diagram of the recess 50 in the ship structure according to an embodiment of the present invention.

[0070] Hereinafter, the differences between this embodiment and the above-described embodiments will be mainly described, and for the parts where the description is omitted, the above-described content will be incorporated by reference.

[0071] Referring to FIG. 4, it can be seen that a recess 50 (Recess, not shown) is provided around the inlet 31 or the outlet 32. The recess 50 is provided so as to have an area larger than the shape of the inlet 31 or the outlet 32, and can have a form recessed from the outer plate of the stern 10.

[0072] Therefore, the recess 50 provided in the inlet 31 can cause the fluid flowing along the stern 10 to gather well at the inlet 31, and the recess 50 provided in the outlet 32 can cause the fluid to disperse or concentrate according to the form.

[0073] The shape of the recess 50 may generally be provided in a shape similar to the shapes of the inlet 31 and the outlet 32, but this may vary. When the recess 50 is provided, the passage of the through portion 30 can be made shorter than when the recess 50 is not provided. That is, since the recess 50 is provided in a sunken form that gathers at the inlet 31 or the outlet 32, the inlet 31 or the outlet 32 can be provided at a specific point of the sunken recess 50 and formed relatively inside.

[0074] The recess 50 is represented by a figure including the shape of the inlet 31 or the outlet 32, but may be located only in a part of the shape of the inlet 31 or the outlet 32, and may also be formed in the form of a line and a point instead of a figure.

[0075] Conventional ESDs have changed the flow of the fluid by improving the asymmetric shapes such as the stern, propeller, duct, and ladder of the ship, or by attaching another additive to the symmetric shape. Therefore, the fluid deflection and non-uniformity of the port and starboard can occur due to the asymmetric shape or another additive, and compared to the process of a general ship 1, additional processes are required and cost increases are inevitable.

[0076] Since the ship structure according to an embodiment of the present invention is provided with the through portion 30 and the control fins 40 that penetrate the stern 10, compared to the conventional ESD, it is easy to fabricate into a relatively simple structure, and the structure can be highly stable, and in the amount of improvement in the transmitted horsepower required to operate the ship 1, it can have at least the same amount of improvement as the conventional ESD.

[0077] In the case of the position limitations of the outlet 32, the inlet 31, and the control fins mentioned above, it is an example according to an embodiment, and the design can be made to deviate from the position limitations according to the design.

[0078] FIG. 5 is a diagram comparing the degree of improvement in the delivered horsepower required to operate the ship 1 by CFD of the ship structure according to an embodiment of the present invention, FIG. 6 illustrates a comparison of the CFD analysis results of the ship structure according to an embodiment of the present invention, and FIG. 7 is a diagram illustrating a comparison of the CFD analysis results of the ship structure according to an embodiment of the present invention.

[0079] Referring to FIG. 5, it is possible to know the presence or absence of improvement in the delivered horsepower of the ship 1 provided with different ESDs respectively compared to a conventional ship provided without ESD (Self-Propulsion, demonstrated based on the contract speed).

[0080] The numerical values in FIG. 5 are shown as ratios with the conventional ship (Without ESD), which is the first bar, set to 100% for comparison.

[0081] The second bar (With PSD) is a ship provided with a PSD (Pre-Swirl Duct), and it can be seen that the delivered horsepower of the ship has been improved by about 3% compared to the conventional ship (Without ESD).

[0082] The third bar (With Intake hole) is the ship 1 provided with the through portion 30 (Intake hole) which is a feature of the present invention, and like the second bar (With PSD), it can be seen that the delivered horsepower of the ship 1 has been improved by about 3%.

[0083] The fourth bar (With FCF) is a ship provided with an FCF (Flow Control Fin), and it can be seen that the delivered horsepower of the ship has been improved by about 1% compared to the conventional ship (Without ESD).

[0084] The fifth bar (With AFG) is a ship provided with an AFG (Asymmetric Flow Generator), and it can be seen that the delivered horsepower of the ship has been improved by about 2% compared to the conventional ship (Without ESD).

[0085] Referring to FIG. 5, the third bar (With Intake hole) of the ship 1 provided with the through hole 30 (Intake hole), which is a feature of the present invention, shows that, similar to the second bar (With PSD), there is an improvement in the transmitted horsepower of the ship 1 by about 3% compared to conventional ships (Without ESD).

[0086] The second bar (With PSD) is a ship provided with a PSD (Pre-Swirl Duct), which is an additional structure with a duct provided in front of the propeller. The improvement effect degree is the same as that of the third bar (With Intake hole) to which the through hole 30, which is a feature of the present invention, is applied. The ship structure of the present invention can have an improvement amount that is at least the same as or superior to that of the conventional ESD in terms of the improvement amount of the transmitted horsepower required to operate the ship 1.

[0087] FIGS. 6 and 7 show the CFD analysis results for a conventional ship and a ship having the ship structure of the present invention, and it can be seen that the results for n (propeller rotational speed), Q (torque), T (thrust), and Power (transmitted horsepower) are illustrated.

[0088] Existing shown on the x-axis of FIGS. 6 and 7 is a conventional ship not provided with the through hole 30, which is a feature of the present invention, and NEW is the ship 1 having a ship structure provided with the through hole 30, which is a feature of the present invention.

[0089] The ship (NEW) having the ship structure provided with the through hole 30, which is a feature of the present invention, has a smaller n (propeller rotational speed), Q (torque), and Power (transmitted horsepower) and a larger T (thrust) when based on the same speed compared to the conventional ship (Existing) not provided with the through hole 30, which is a feature of the present invention. Thus, it can be seen that there is an improvement compared to the conventional ship (Existing).

[0090] In the Power (transmitted horsepower) of FIG. 7, the ship (NEW) having the ship structure provided with the through-hole 30 which is a feature of the present invention has a Power (transmitted horsepower) improved by about 3.2% compared to the conventional ship (Existing). Thus, it can be seen that this is consistent with the result of FIG. 5 described above.

[0091] FIG. 8 is a perspective view of a ship structure according to a third embodiment of the present invention.

[0092] FIG. 9 is a perspective view of the ship structure seen from a direction different from that of FIG. 8.

[0093] FIG. 10 is a side view of the ship structure of FIG. 8.

[0094] In addition to the ship 1 of FIG. 1, the ships 1 in FIGS. 8, 9, and 10 can include the attachment structure 100. The ships 1 in FIGS. 8, 9, and 10 can refer to the features overlapping with the ship 1 in FIGS. 1 to 7.

[0095] Referring to FIGS. 8 to 10, the attachment structure 100 can be arranged at the stern 10 of the hull of the ship 1. The attachment structure 100 can be provided so as to be attachable to the stern 10. The through-hole 30 can be formed in an attachment structure 100 separate from the hull of the ship 1.

[0096] When the through-hole is directly formed in the stern 10 of the ship 1, there may occur a problem that the structural stability of the ship decreases. In order to solve the design limitation due to the shipowner not allowing the formation of the through-hole 30 in the hull, an attachment structure 100 can be formed which is separately manufactured from the hull and attachable to the stern 10.

[0097] In addition, in the case of a large ship where the distance between the stern 10 and the propeller 20 is long, the transmitted horsepower effect on the propeller 20 by the fluid passing through the through-hole 30 may be negligible. By forming the through-hole 30 in the attachment structure 100 with adjustable size, even in a large ship where the distance between the stern 10 and the propeller 20 is long, the distance between the through-hole 30 and the propeller 20 can be adjusted as needed. By adjusting the distance between the through-hole 30 and the propeller 20, the transmitted horsepower effect on the propeller 20 can be increased.

[0098] The attachment structure 100 can be attached to the stern 10 of the hull in front (e.g., the +y direction) of the ladder 60 connected to the end 12 of the stern 10 of the hull.

[0099] The stern 10 of the hull can include a bent portion 11 that bends forward (e.g., the +y direction). The bent portion 11 can connect a part of the hull combined with the ladder 60 and another part of the hull combined with the propeller 20.

[0100] The attachment structure 100 can be symmetrically formed based on a central axis (axis C in FIGS. 9 and 10) orthogonal to the axis of the propeller (axis P). For example, when viewed from the rear of the ship 1, the attachment structure 100 can be formed symmetrically about the central axis (axis C).

[0101] 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. As another example, the shape of the attachment structure 100 may be partially angular.

[0102] The attachment structure 100 can be attached to the bent portion 11. For example, the attachment structure 100 is formed in a shape corresponding to the bent portion 11 of the stern 10 of the hull and can be attached to the bent portion 11.

[0103] By forming the attachment structure 100 in a shape corresponding to the hull of the ship 1, the manufacturing company can provide the shipowner with a ship that has no sense of incongruity between the ship and the attachment structure 100. For example, the attachment structure 100 can have the same appearance as the hull of the ship 1. For example, even though the attachment structure 100 is joined separately from the hull, an image of a single ship 1 can be formed.

[0104] The attachment structure 100 can be attached to the stern 10 of the hull by a coupling member (not shown). The coupling member can include at least one of a welding member, a bolting member, a riveting member, a bonding member, and a taping member.

[0105] As another example, the attachment structure 100 can be fitted and joined to the hull of the ship 1. For example, a part of the attachment structure 100 and a part of the stern 10 of the hull can be formed in a fitting and joining structure (not shown). For example, a part of the attachment structure 100 can be formed in an engraved shape, and a part of the stern 10 of the hull can be formed in a relief shape. By fitting and joining the engraved part of the attachment structure 100 and the relief part of the stern 10, the attachment structure 100 can be attached to the hull. As another example, a part of the attachment structure 100 can be formed in a relief shape, and a part of the stern 10 of the hull can be formed in an engraved shape.

[0106] By forming the attachment structure 100 so that it can be attached to the hull of the ship 1 by a coupling member, the manufacturing company can attach or separate the attachment structure 100 to / from the ship 1 according to the requirements of the shipowner.

[0107] To enhance the durability of the attachment structure 100, a filler can be formed in the internal space of the attachment structure 100. For example, the internal space of the attachment structure 100 can be filled with a filler that provides buoyancy to the ship 1. As another example, the internal space of the attachment structure 100 can be filled with a filler that does not provide buoyancy to the ship 1.

[0108] When the attachment structure 100 is attached to the hull, the internal space described above can include the space between the attachment structure 100 and the hull.

[0109] As another example, a reinforcing member for supporting the attachment structure can be formed in the internal space of the attachment structure 100. For example, a honeycomb structure can be formed in the internal space of the attachment structure 100.

[0110] By forming the attachment structure 100 removably attached to the hull, even after the hull manufacturing process, it can be easily maintained by separating only 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 separately separated and easily maintained.

[0111] The attachment structure 100 can include a through-hole 30. For the through-hole 30, reference can be made to the through-hole 30 in FIGS. 1 to 7. For example, the through-hole 30 can form a flow path through which fluid can move from one side surface 101 of the attachment structure 100 to the other side surface 102.

[0112] The through-hole 30 can include an inlet 31 formed on one side surface 101 and an outlet 32 formed on the other side surface 102 behind the inlet 31. The through-hole 30 can guide the fluid that flows into the inlet 31 and is discharged from the outlet 32 to flow into the propeller 20 disposed behind the ship 1.

[0113] As described above with reference to FIGS. 5, 6, and 7, by allowing fluid to flow into the propeller 20 through the through-hole 30, the propulsion efficiency of the ship can be improved compared to a conventional ship (Without ESD).

[0114] By using the through-hole portion 30 instead of another PSD (Pre-Swirl Duct) member, even if it is damaged during operation due to an external impact, the problem of the propeller 20 being damaged can be prevented. For example, in the case of an existing member such as an additional structure where a duct is provided, when it separates from the ship due to an external impact, since the duct is arranged in the area adjacent to the propeller 20, it can cause damage to the propeller 20. When formed in the through-hole portion 30, since the problem of separating from the hull does not occur, the problem of the propeller 20 being damaged can be prevented.

[0115] As the area where the attachment structure 100 is coupled to the hull increases, by coupling to the hull stronger than the duct, the structural stability can be improved. For example, a conventional duct-shaped PSD can have a cantilever structure where a part is fixed to the hull. Since it has a cantilever structure, the duct can have a narrow area of coupling to the hull and a weak coupling force with the hull. On the other hand, the attachment structure 100 has a wide area of coupling to the hull and a coupling structure where the attachment structure 100 is generally attached to the hull, so the structural stability can be improved.

[0116] By forming the through-hole portion 30 in the attachment structure 100, the propeller 20 and the through-hole portion 30 can be arranged adjacent to each other. For example, the through-hole portion 30 can be arranged adjacent to the propeller 20 relatively closer than when the through-hole portion 30 is formed in the hull. When the through-hole portion 30 is formed in the hull, the position of the through-hole portion 30 may be restricted by the structural stability required by the ship class, but when the through-hole portion 30 is formed in the attachment structure 100, the through-hole portion 30 can be arranged adjacent to the propeller 20.

[0117] By arranging the propeller 20 and the through-hole portion 30 adjacent to each other, the effect of improving the propulsion efficiency of the ship can be increased.

[0118] An opening and closing device for controlling the flow of fluid can be arranged at the inlet 31 and the outlet 32. For example, a mesh for controlling the flow of fluid can be arranged at the inlet 31 and the outlet 32.

[0119] An injection device for injecting the fluid in the through-hole 30 can be arranged at the outlet 32, or a suction device for sucking the fluid can be further arranged at the inlet 31.

[0120] FIG. 11 is a rear view of a ship structure according to the fourth embodiment of the present invention.

[0121] FIG. 12 is a perspective view of the ship structure of FIG. 11.

[0122] FIGS. 11 and 12 are different from FIGS. 8 to 10 in that the attachment structure 100 can be attached to the stern 10 of the ship 1 while being biased in one direction.

[0123] Referring to FIG. 11, when viewed from the rear of the ship 1, the attachment structure 100 can be attached to the stern 10 of the ship 1 while being biased in one direction (for example, the -x direction).

[0124] A connecting line 103 can be formed by the contact of one side surface 101 and the other side surface 102 of the attachment structure 100. When viewed from the rear of the ship 1, the connecting line 103 can be formed so as not to be aligned with the central axis (C axis) orthogonal to the axis (P axis) of the propeller. For example, the connecting line 103 may be formed to be inclined so as not to be aligned with the central axis (C axis) of the axis (P axis) of the propeller.

[0125] The degree to which the connecting line 103 is inclined with respect to the central axis (C axis) can gradually increase from the axis (P axis) of the propeller toward the upper part. For example, referring to FIGS. 11 and 12, when the length of the propeller blade is 1.0R, the degree to which the connecting line 103 is inclined from the central axis (C axis) can gradually increase in the order of 0.3R, 0.5R, 0.7R, and 1.0R.

[0126] By inclining the connecting line 103 with respect to the central axis (C-axis), when viewed from the rear of the ship 1, the attachment structure 100 can be attached to the stern 10 while being displaced in one side surface direction (for example, the -x direction) with respect to the central axis (C-axis). By attaching the attachment structure 100 to the stern 10 while being displaced in the one side surface direction, the propulsion efficiency of the ship 1 can be improved as compared with the case of being aligned with the central axis (C-axis).

[0127] The present invention is not limited to the embodiments described above, and combinations of the above embodiments or combinations of at least any one of the above embodiments and known techniques can be further included as other embodiments.

[0128] As described above, the present invention has been described in detail with reference to specific embodiments, but this is for specifically explaining the present invention, and the present invention is not limited thereto, and it is obvious that those having ordinary knowledge in the art can modify and improve it within the technical idea of the present invention.

[0129] Any simple deformation or change of the present invention belongs to the scope of the present invention, and the specific protection scope of the present invention is clarified by the appended claims.

Claims

1. A through-hole provided at the upper part of the shaft of the propeller and penetrating the stern, wherein the through-hole includes an inlet and an outlet located on the rear side of the inlet, and a fluid passing through the through-hole is transmitted to the propeller, a ship structure.

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

3. The inlet is provided at least in the same size as the outlet and is located on the rear side of the watertight bulkhead provided on the stern. The ship structure according to claim 2.

4. The inlet is provided based on the shaft of the propeller, at 20% or more and 120% or less of the radius of the propeller. The ship structure according to claim 3.

5. The outlet is provided based on the shaft of the propeller, at 20% or more and 100% or less of the radius of the propeller. The ship structure according to claim 4.

6. At the height of 70% of the radius of the propeller, the length between the propeller and the stern is provided longer than (0.35 - 0.02Z)D with respect to the diameter D of the propeller and the number Z of fins of the propeller. The ship structure according to claim 5.

7. The shapes of the inlet and the outlet are each provided as a non-angular shape or a polygonal shape. The ship structure according to claim 6.

8. A recess having an area larger than the shape is provided at the periphery of the shape. The ship structure according to claim 7.

9. The through-hole further includes at least one or more control fins inside, wherein the control fins include at least one or more protruding fins protruding from the through-hole or internal fins that do not protrude at all. The ship structure according to claim 8.

10. The control fins are provided with individually set angles, and the angles of the protruding fins and the internal fins are provided to be the same or different. The ship structure according to claim 9.

11. The protruding fins are located within the diameter of the propeller. The ship structure according to claim 10.

12. A hull of a ship and a mounting structure provided to be attachable to the stern of the hull, wherein the mounting structure includes a through-hole provided such that fluid flows from one side to the other side, and the through-hole An inlet formed on one side of the attachment structure, A ship structure including an outlet formed on the other side of the attachment structure behind the inlet. **Claim 13** The ship structure according to claim 12, wherein the through portion guides the fluid flowing into the inlet to flow into a propeller disposed behind the ship through the outlet. **Claim 14** The ship structure according to claim 12, wherein the attachment structure is disposed in front of a ladder connected to an end of the stern of the hull. **Claim 15** The ship structure according to claim 12, wherein the attachment structure has a shape corresponding to a bent portion of the stern of the hull. **Claim 16** When viewed from behind the ship, The ship structure according to claim 12, wherein a connecting line where one side surface and the other side surface of the attachment structure are in contact is inclined so as not to align with a central axis orthogonal to the axis of the propeller. **Claim 17** The ship structure according to claim 16, wherein the degree of inclination of the connecting line with respect to the central axis gradually increases from the axis of the propeller upward. **Claim 18** The ship structure according to claim 12, wherein a part of the attachment structure and a part of the stern of the hull are formed in a fitting connection structure. **Claim 19** The ship structure according to claim 12, wherein a filler is formed in the internal space of the attachment structure. **Claim 20** The ship structure according to claim 12, wherein the internal space of the attachment structure is formed in a honeycomb structure. **Claim 21** The ship structure according to claim 12, wherein an opening and closing device for controlling the flow of fluid is disposed at the inlet and the outlet. **Claim 22** The ship structure according to claim 12, wherein an injection device for injecting the fluid in the through portion is disposed at the outlet, or a suction device for sucking the fluid is disposed at the inlet. **Claim 23** The inlet is provided at 20% or more and 120% or less of the radius of the propeller based on the axis of the propeller, The ship structure according to claim 12, wherein the outlet is provided at 20% or more and 100% or less of the radius of the propeller based on the axis of the propeller. **Claim 24** An attachment structure provided so as to be attachable to the stern of a ship's hull, The attachment structure includes a through portion provided so that fluid flows from one side surface to the other side surface, The through portion is, An inlet formed on one side surface of the attachment structure, An attachment structure including an outlet formed on the other side surface of the attachment structure.

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