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.

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

Background Art

[0003] In the case of a large ship, when the propeller provided at the stern rotates, the flow of fluid 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 flow direction of the fluid.

[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 the 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, which involve modifying the shape of the hull or attaching additional components, increase the ship's propulsion efficiency but also affect its resistance. They can be destroyed and damaged by floating debris and external forces during the ship's operation, requiring careful maintenance. [Overview of the project] [Problems that the invention aims to solve]

[0008] This invention was derived to solve the problems of the prior art described above, and aims to provide a ship structure that improves the propulsion efficiency of a ship by improving the ship's structure and that is easy to manufacture and maintain. [Means for solving the problem]

[0009] A ship structure according to one embodiment of the present invention includes a ship hull and an attachment structure that is attachable to the stern of the hull, the attachment structure including a penetration provided for fluid to flow from one side to the other, the penetration including an inlet formed on one side of the attachment structure and an outlet formed on the other side of the attachment structure behind the inlet.

[0010] According to one embodiment, the penetration can guide the fluid flowing into the inlet to flow through the outlet to a propeller located at the rear of the vessel.

[0011] According to one embodiment, the mounting structure can be positioned in front of a rudder connected to the stern end of the hull.

[0012] According to one embodiment, the mounting structure may have a shape corresponding to the bent portion of the stern of the hull.

[0013] According to one embodiment, when viewed from the rear of the vessel, the connecting line between one side and the other side of the mounting structure can be formed at an inclination so as not to align with the central axis perpendicular to the propeller shaft.

[0014] According to one embodiment, the degree to which the connecting wire is inclined with respect to the central axis can gradually increase as it moves upward from the propeller shaft.

[0015] According to one embodiment, a part of the mounting structure and a part of the stern of the hull can be formed by a fitting joint structure.

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

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

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

[0019] According to one embodiment, an injection device for injecting the fluid from the penetration portion may be arranged at the outlet, or a suction device for drawing in fluid may be arranged at the inlet.

[0020] According to one embodiment, the inlet is provided at a distance of 20% to 120% of the radius of the propeller, relative to the axis of the propeller, and the outlet is provided at a distance of 20% to 100% of the radius of the propeller, relative to the axis of the propeller.

[0021] According to an embodiment of the present invention, there is a mounting structure that can be attached to the stern of a ship's hull, the mounting structure including a through portion provided such that fluid flows from one side to the other side, the through portion including an inlet formed on one side of the mounting structure and an outlet formed on the other side of the mounting 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] It is a perspective view of a ship structure according to a first embodiment of the present invention. [Figure 2] It is a side view of a ship structure according to a first embodiment of the present invention. [Figure 3] It is a rear view of a ship structure according to a second embodiment of the present invention. [Figure 4] It is a conceptual diagram of a recess in a ship structure according to an embodiment of the present invention. [Figure 5] It is a diagram comparing the degree of improvement in the delivered horsepower required to operate a ship by CFD of a ship structure according to an embodiment of the present invention. [Figure 6] It is a diagram showing a comparison of CFD analysis results of a ship structure according to an embodiment of the present invention. [Figure 7] It is a diagram showing a comparison of CFD analysis results of a ship structure according to an embodiment of the present invention. [Figure 8] It is a perspective view of a ship structure according to a third embodiment of the present invention. [Figure 9] It is a perspective view of a ship structure seen from a direction different from that of FIG. 8. [Figure 10] It is a side view of the ship structure of FIG. 8. [Figure 11] It is a rear view of a ship structure according to a fourth embodiment of the present invention. [Figure 12]Figure 11 is a perspective view of the ship's structure. [Modes for carrying out the invention]

[0024] The object, particular advantages, and novel features of the present invention will become clearer from the following detailed description relating to the accompanying drawings and from preferred embodiments. It should be noted that, in assigning reference numerals to components in each drawing in this specification, efforts have been made to ensure that the same component has the same number even if it appears in other drawings. Furthermore, in describing the present invention, if it is determined that a specific description of related prior art would obscure the gist of the invention, such detailed description will be omitted.

[0025] Furthermore, the accompanying drawings are provided to facilitate understanding of the embodiments disclosed herein, and should be understood that the accompanying drawings do not limit the technical ideas disclosed herein and include all modifications, equivalents, or substitutions that fall within the concept and technical scope of the present invention.

[0026] Preferred embodiments of the present invention will be described in detail below with reference to the attached drawings. The present invention is a ship structure, where ship 1 is a general expression that includes not only merchant ships such as carriers for transporting liquefied gases, but also offshore plants such as FLNGs and FSRUs.

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

[0028] Referring to Figures 1 and 2, the ship structure according to the first embodiment of the present invention may include a penetration 30 that goes through the stern 10.

[0029] The penetration section 30 is provided above and forward of the propeller shaft 20 and can be formed to penetrate the stern 10, and may include an inlet 31 on one side of the stern 10 and an outlet 32 ​​connected to the inlet 31 on the other side.

[0030] The penetration section 30 may include a passage (not shown) from the inlet 31 to the outlet 32. The passage may consist of one passage or multiple passages, and the number is not limited. If there are multiple passages, each passage may have a different area or shape from the others.

[0031] Referring to Figure 2, one inlet 31 and one outlet 32 ​​are shown, but the number and shape of the inlets 31 and outlets 32 are not limited, and a single passage or a combination of multiple passages is possible, allowing for various ship structures.

[0032] When the vessel 1 is operating or at anchor, the fluid generated by the ocean current flows along the shape of the vessel 1, but when the fluid comes into contact with the penetration 30 at the stern 10, it can pass through the penetration 30 and be transmitted to the propeller 20.

[0033] Depending on the size and height of the inlet 31 and outlet 32, the fluid flow through the penetration 30 can differ. If the height of the inlet 31 is set higher than the height of the outlet 32, the fluid flow through the penetration 30 will be downward, and if the height of the inlet 31 is set relatively lower, the fluid flow through the penetration 30 will be upward.

[0034] The relative height and position of the inlet 31 and outlet 32 ​​can be set differently depending on the rotation direction of the propeller 20, and generally the inlet 31 can be set higher than the outlet 32 ​​so that the fluid flowing through the penetration 30 is downward.

[0035] As an example, when the propeller 20 turns right, the inlet 31 is provided on the starboard side, and the penetration 30 is formed to penetrate 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 penetration 30 is formed to penetrate from the port side to the starboard side.

[0036] The inlet 31 is located at the stern 10 above the propeller 20 shaft, and the outlet 32 ​​is located behind the inlet 31 and can be located at the stern 10. Therefore, the outlet 32 ​​can be located closer to the propeller 20 than the inlet 31, but a predetermined distance must 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] 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 at least the same as or larger than the size and area of ​​the outlet 32.

[0038] The equations relating to the fluid are based on Bernoulli's equation. If the flow rate of the fluid passing through the penetration 30 is constant, the flow rate is calculated as the product of the unit area and the fluid velocity. Therefore, the fluid velocity can be increased at the outlet 32, which has a smaller unit area.

[0039] Referring to Figure 2, the inlet 31 and outlet 32 ​​are located on the stern 10 above the shaft of the propeller 20, as described above, but they can also be located behind a watertight bulkhead SFBH, which is separately provided on the stern 10. The watertight bulkhead SFBH, as a stern frame bulkhead, is a wall that prevents flooding in adjacent compartments when one compartment of the ship 1 is damaged and flooding occurs, and it can also function as a longitudinal / horizontal member.

[0040] Watertight bulkheads can be provided in the bow, stern 10, engine room, etc., but in the ship structure according to the first embodiment of the present invention, the inlet 31 and outlet 32 ​​can be located behind the watertight bulkhead SFBH provided in the stern 10. Therefore, the inlet 31 and outlet 32 ​​can be provided between the watertight bulkhead provided in the stern 10 and the propeller 20.

[0041] The inlet 31 and outlet 32 ​​are located on the upper part of the propeller 20's shaft, but can be located inside or 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 a distance of 20% to 120% of the radius of the propeller 20, relative to the axis of the propeller 20, and the outlet 32 ​​can be provided at a distance of 20% to 100% of the radius of the propeller 20, relative to the axis of the propeller 20.

[0043] In other words, the inlet 31 and outlet 32 ​​can be set between 20% and 120% of the radius with respect to the propeller shaft 20, and 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 set to 120% or less of the radius.

[0044] The distance between the inlet 31 and outlet 32 ​​and the propeller 20 can be maintained at a predetermined distance, which can be achieved by adjusting the distance between the stern 10, where the inlet 31 and outlet 32 ​​are located, and the propeller 20.

[0045] Referring to Figure 2, the distance or length b between the stern 10 (hereinafter referred to as the stern 10), where the inlet 31 and outlet 32 ​​are provided, and the propeller 20 can be measured and calculated at a height of 70% of the radius of the propeller 20, and can be expressed by a formula relating 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 distance 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. Therefore, the larger the diameter D of the propeller 20 and the smaller the number Z of fins on the propeller 20, the longer the distance b between the stern 10 and the propeller 20 can be, and the further apart the stern 10 and the propeller 20 can be.

[0047] Figure 2 is a side view of a ship structure according to the first embodiment of the present invention, and it can be seen that a side view of a conventional ship structure is shown at the upper left corner of Figure 2 for comparison.

[0048] Referring to Figure 2, it can be seen that the length b' between the stern 10 and the propeller 20 in a 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 conventional ship structures, the length b' between the stern 10 and the propeller 20 is relatively long, and the stern 10 has a concave shape, allowing the propeller 20 to protrude 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 made relatively short, and an inlet 31 and an outlet 32 ​​can be provided in the newly formed stern 10 portion compared to conventional ship structures.

[0051] However, since a predetermined distance must be maintained between the stern 10 and the propeller 20 according to the classification societies, 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 set to be longer than the predetermined distance according to the classification societies.

[0052] Referring to Figures 1 and 2, the shapes of the inlet 31 and outlet 32 ​​are shown as rectangles, but the shapes of the inlet 31 and outlet 32 ​​can be polygonal or polygonal. A polygonal shape means a shape such as a circle or an ellipse, while a polygon can mean a shape with angles such as a triangle, square, pentagon, or trapezoid.

[0053] The inlet 31 and outlet 32 ​​may be provided with different shapes; for example, the inlet 31 may be rectangular and the outlet 32 ​​may be circular. If the area of ​​the rectangular inlet 31 is larger than the area of ​​the circular outlet 32, the flow velocity at the circular outlet 32 ​​can be formed to be relatively faster according to the Bernoulli equation described above.

[0054] Furthermore, although the fluid is discharged to the outlet 32 ​​via the inlet 31 and passage, the form and velocity of the discharged fluid may differ depending on the shape of the outlet 32. For example, even if the outlet 32 ​​is provided in an elliptical shape, the form and velocity of the discharged fluid may differ depending on the position or curvature of the center of the ellipse.

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

[0056] The following description will focus on the differences between this embodiment and the embodiment described above, and any parts that have been omitted from the description will be based on the content described above.

[0057] Referring to Figure 3, it can be seen that control fins 40 are provided inside the through-hole 30. Three control fins 40 are shown in the figure, but this is just an example, and at least one or more control fins 40 may be provided.

[0058] The control fin 40 may include an internal fin (not shown) provided inside the through-section 30 and a protruding fin (not shown) that protrudes from the through-section 30. The control fin 40 may have at least one internal fin, and may not have any protruding fins. That is, the control fin 40 may be located only inside the through-section 30 and may be provided so as not to protrude from the through-section 30.

[0059] Internal fins may refer to fins provided in the passage (not shown) of the penetration 30 and not protruding from the penetration 30. The angle and position of the internal fins may vary, but they can generally be positioned in the transverse direction, which is the longitudinal direction of the ship, or in the longitudinal direction, which is the height direction.

[0060] Internal fins can be provided in the passage of the through-section 30 between the inlet 31 and the outlet 32. The size and shape of the inlet 31 and the outlet 32 ​​may be the same, but preferably, since the size of the inlet 31 may be larger than the size of the outlet 32, the internal fins may have a trapezoidal shape or the like, with a relatively larger size in the direction of the inlet 31.

[0061] Internal fins are provided in the passage of the through-section 30 and may not exert much fluid resistance, but protruding fins protrude from the through-section 30 and may exert strong fluid resistance; therefore, they can have different materials and shapes from the internal fins.

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

[0063] The angle of the protruding fins may be the same as that of the internal fins, or it may be formed differently, and whether or not the internal fins and protruding fins are connected can be determined independently of the angle.

[0064] When multiple control fins 40 are provided in the penetration 30, each control fin 40 can have its angle set individually, generating various fluid flows. If the penetration 30 has multiple passages, whether or not control fins 40 are provided in each passage may differ.

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

[0066] The control fins 40 may be fixed in place, or their angle and position may be changed as needed, and an actuator (not shown) may be provided for this purpose.

[0067] When an actuator is installed, the fluid passing through the penetration 30 can be stopped by using the control fins 40 to block the inlet 31 or outlet 32, and this can be done even while the vessel 1 is in operation.

[0068] In the case of protruding fins, they may be provided protruding outside the inlet 31 or outlet 32, but they may also be provided inside or outside the diameter of the propeller 20, provided that they are located within the diameter of the propeller 20 and do not interfere with the fluid transmitted to the propeller 20.

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

[0070] In the following, this embodiment will be described primarily in terms of how it differs from the embodiment described above, and the parts that are omitted from the explanation will be based on the content described above.

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

[0072] Therefore, the recess 50 provided in the inlet 31 can be used to ensure that the fluid flowing along the stern 10 collects well at the inlet 31, and the recess 50 provided in the outlet 32 ​​can be used to allow the fluid to be dispersed or concentrated, depending on its configuration.

[0073] The shape of the recess 50 may generally be similar to the shape of the inlet 31 and outlet 32, but this may vary. When the recess 50 is provided, the passage of the through-section 30 can be shorter than when the recess 50 is not provided. That is, since the recess 50 is provided in a recessed form that converges at the inlet 31 or outlet 32, the inlet 31 or outlet 32 ​​can be provided at a specific point in the recessed form of the recess 50 and formed relatively inward.

[0074] The recess 50 is represented by a figure that includes the shape of the inlet 31 or outlet 32, but it may be located only in part of the shape of the inlet 31 or outlet 32, and may be formed in the form of lines and points rather than a figure.

[0075] Conventional ESDs modified the flow by either modifying the ship's stern, propeller, ducts, rudder, etc., to an asymmetrical shape, or by adding an appendage to a symmetrical shape. Consequently, asymmetric shapes or appendages could cause flow deflection and non-uniformity on the port and starboard sides, requiring additional processes compared to a typical ship's process, inevitably leading to increased costs.

[0076] The ship structure according to one embodiment of the present invention is provided with a penetration portion 30 that penetrates the stern 10 and a control fin 40, and therefore, compared to conventional ESDs, it is easier to manufacture a relatively simple structure, can be made structurally stable, and can have at least the same amount of improvement in the amount of transmitted horsepower required to operate the ship 1 as conventional ESDs.

[0077] The positional limitations of the outlet 32, inlet 31, and control fins mentioned above are illustrative examples from one embodiment, and the positional limitations may be deviated from depending on the design.

[0078] Figure 5 is a diagram comparing the degree of improvement in the transmitted horsepower required to operate Ship 1 based on CFD of a ship structure according to one embodiment of the present invention, Figure 6 is a diagram comparing the CFD analysis results of a ship structure according to one embodiment of the present invention, and Figure 7 is a diagram comparing the CFD analysis results of a ship structure according to one embodiment of the present invention.

[0079] Referring to Figure 5, it is possible to see whether there is an improvement in transmitted horsepower for each vessel 1 equipped with different ESDs compared to a conventional vessel without ESD (demonstrated based on self-propulsion and contract speed).

[0080] The values ​​in Figure 5 are shown as a percentage for comparison, with the first bar representing a conventional ship without ESD (Without ESD) set to 100%.

[0081] The second bar (With PSD) shows a vessel equipped with a Pre-Swirl Duct (PSD), which represents an improvement of approximately 3% in the transmitted horsepower of a conventional vessel (Without ESD).

[0082] The third rod (With Intake hole) is a vessel 1 equipped with a through-hole 30 (Intake hole), which is a feature of the present invention, and it can be seen that, like the second rod (With PSD), the transmitted horsepower of the vessel 1 has been improved by approximately 3%.

[0083] The fourth bar (With FCF) indicates a vessel equipped with FCF (Flow Control Fin), showing an improvement of approximately 1% in the vessel's transmitted horsepower compared to a conventional vessel (Without ESD).

[0084] The fifth bar (With AFG) shows a ship equipped with an AFG (Asymmetric Flow Generator), which represents an improvement of approximately 2% in the ship's transmitted horsepower compared to a conventional ship (Without ESD).

[0085] Referring to Figure 5, it can be seen that the third rod (With Intake hole) of the vessel 1, which is equipped with the through-hole 30 (Intake hole) that is a feature of the present invention, shows an improvement of approximately 3% in the transmitted horsepower of the vessel 1 compared to a conventional vessel (Without ESD), similar to the second rod (With PSD).

[0086] The second rod (With PSD) is a vessel equipped with a PSD (Pre-Swirl Duct), which is an add-on structure with a duct provided in front of the propeller. The degree of improvement is the same as that of the third rod (With Intake hole), to which the penetration portion 30, a feature of the present invention, is applied. The vessel structure of the present invention can have at least the same or a superior improvement in the amount of horsepower transmission required to operate the vessel 1 as that of a conventional ESD.

[0087] Figures 6 and 7 show the CFD analysis results for a conventional ship and a ship with the ship structure of the present invention, illustrating the results for n (propeller rotation speed), Q (torque), T (thrust), and Power (transmitted horsepower).

[0088] In Figures 6 and 7, Existing, shown on the x-axis, is a conventional vessel without the through-hole 30 that is a feature of the present invention, while NEW is a vessel 1 having a vessel structure with the through-hole 30 that is a feature of the present invention.

[0089] A ship with a ship structure featuring the through-hole 30, which is a characteristic of the present invention (NEW), is an improvement over a conventional ship without the through-hole 30, when the same speed is used as a reference, as n (propeller rotation speed), Q (torque), and Power (transmitted horsepower) are smaller, and T (thrust) is larger.

[0090] In Figure 7, the Power (transmitted horsepower) of a ship with a ship structure equipped with the through-hole 30, which is a feature of the present invention (NEW), is found to have approximately 3.2% improved Power (transmitted horsepower) compared to a conventional ship (Existing), which is consistent with the results in Figure 5 mentioned above.

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

[0092] Figure 9 is a perspective view of the ship's structure from a different direction than Figure 8.

[0093] Figure 10 is a side view of the ship structure shown in Figure 8.

[0094] The vessel 1 in Figures 8, 9, and 10 may include the attachment structure 100 in addition to the vessel 1 in Figure 1. The vessel 1 in Figures 8, 9, and 10 may refer to features that overlap with the vessel 1 in Figures 1 to 7.

[0095] Referring to Figures 8 to 10, an attachment structure 100 can be positioned at the stern 10 of the hull of ship 1. The attachment structure 100 can be provided so as to be attachable to the stern 10. The penetration 30 can be formed in the attachment structure 100, which is separate from the hull of ship 1.

[0096] If a penetration is directly formed in the stern 10 of the vessel 1, a problem may arise in which the structural stability of the vessel is reduced. In order to solve the design limitations imposed by not allowing the formation of a penetration 30 in the hull, some shipowners may create an attachment structure 100 that is manufactured separately from the hull and can be attached to the stern 10.

[0097] Furthermore, in the case of large vessels where the distance between the stern 10 and the propeller 20 is great, the effect of the fluid passing through the penetration 30 on transmitting horsepower to the propeller 20 may be minimal. By forming the penetration 30 in the size-adjustable mounting structure 100, the distance between the penetration 30 and the propeller 20 can be adjusted as needed, even in large vessels where the distance between the stern 10 and the propeller 20 is great. By adjusting the distance between the penetration 30 and the propeller 20, the effect of transmitting horsepower to the propeller 20 can be increased.

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

[0099] The stern 10 of the hull may include a bend 11 that curves forward (e.g., in the +y direction). The bend 11 can connect one part of the hull connected to the rudder 60 with another part of the hull connected to the propeller 20.

[0100] The mounting structure 100 can be formed symmetrically with respect to a central axis (the C-axis in Figures 9 and 10) perpendicular to the propeller shaft (P-axis). For example, when viewed from the rear of the ship 1, the mounting structure 100 can be formed symmetrically with respect to the central axis (C-axis).

[0101] The mounting structure 100 may be formed in a shape corresponding to the hull. For example, the mounting structure 100 may be formed in a streamlined shape corresponding to the hull. However, the shape of the mounting structure 100 is not limited to this. As another example, the shape of the mounting structure 100 may be formed in a partially angular form.

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

[0103] By forming the attachment structure 100 in a shape corresponding to the hull of the ship 1, the manufacturer can provide the shipowner with a ship that does not appear to have a distinct appearance from 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 though the attachment structure 100 is attached separately from the hull, the image of a single ship 1 can be formed.

[0104] The mounting structure 100 can be attached to the stern 10 of the hull by a connecting member (not shown). The connecting member may include at least one of a welded member, a bolting member, a rivet member, a bonding member, and a taping member.

[0105] As another example, the mounting structure 100 can be fitted and coupled to the hull of the ship 1. For example, a part of the mounting structure 100 and a part of the hull stern 10 can be formed in a fitted coupling structure (not shown). For example, a part of the mounting structure 100 may be formed in an intaglio shape, and a part of the hull stern 10 may be formed in relief. The mounting structure 100 can be attached to the hull by fitting and coupling the intaglio of the mounting structure 100 and the relief of the stern 10. As yet another example, a part of the mounting structure 100 may be formed in a relief shape, and a part of the hull stern 10 may be formed intaglio.

[0106] Since the mounting structure 100 is formed to be attachable to the hull of the ship 1 by connecting members, the manufacturer can either install the mounting structure 100 on the ship 1 or detach the mounting structure 100 according to the shipowner's requirements.

[0107] To enhance the durability of the mounting structure 100, a filler material may be formed in the internal space of the mounting structure 100. For example, the internal space of the mounting structure 100 may be filled with a filler material that provides buoyancy to the vessel 1. Alternatively, the internal space of the mounting structure 100 may be filled with a filler material that does not provide buoyancy to the vessel 1.

[0108] The aforementioned internal space may include the space between the mounting structure 100 and the hull when the mounting structure 100 is attached to the hull.

[0109] As another example, reinforcing members that support the mounting structure 100 can be formed in the internal space of the mounting structure 100. For example, a honeycomb structure can be formed in the internal space of the mounting structure 100.

[0110] By forming a removable attachment structure 100 on the hull, maintenance can be easily performed even after the hull manufacturing process by separating only the attachment structure 100. For example, if the attachment structure 100 is damaged during the operation of the vessel 1, the attachment structure 100 can be easily separated and maintained.

[0111] The mounting structure 100 may include a through-hole 30. The through-hole 30 can be seen in Figures 1 to 7. For example, the through-hole 30 can form a fluid channel through which fluid can move from one side 101 to the other side 102 of the mounting structure 100.

[0112] The penetration 30 may include an inlet 31 formed on one side 101 and an outlet 32 ​​formed on the other side 102 behind the inlet 31. The penetration 30 can guide fluid flowing into the inlet 31 and discharged from the outlet 32 ​​to flow into the propeller 20 located at the rear of the ship 1.

[0113] As described above in Figures 5, 6, and 7, the inflow of fluid into the propeller 20 through the penetration 30 improves the propulsion efficiency of the ship compared to conventional ships (without ESD).

[0114] By using the penetration section 30 instead of a separate PSD (Pre-Swirl Duct) member, the problem of the propeller 20 being damaged even if it is damaged during operation due to an external impact can be prevented. For example, in the case of existing members such as add-on structures with ducts, if they detach from the ship due to an external impact, the duct is located in an area adjacent to the propeller 20, which can cause damage to the propeller 20. When formed as a penetration section 30, the problem of detachment from the hull does not occur, thus preventing damage to the propeller 20.

[0115] As the area over which the mounting structure 100 connects to the hull increases, the structural stability can be improved by connecting more strongly to the hull than a duct. For example, a conventional duct-shaped PSD may have a cantilever structure in which a portion is fixed to the hull. Due to its cantilever structure, the duct has a small area of ​​connection to the hull and a weak connection force to the hull. On the other hand, the mounting structure 100 has a large area of ​​connection to the hull and a connection structure in which the mounting structure 100 is generally attached to the hull, thereby improving structural stability.

[0116] By forming a penetration 30 in the mounting structure 100, the propeller 20 and the penetration 30 can be positioned adjacent to each other. For example, the penetration 30 can be positioned relatively closer to the propeller 20 than when the penetration 30 is formed in the hull. When the penetration 30 is formed in the hull, the position of the penetration 30 may be restricted by the structural stability required by the classification society, but when the penetration 30 is formed in the mounting structure 100, the penetration 30 can be positioned adjacent to the propeller 20.

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

[0118] Opening and closing devices for controlling the fluid flow can be placed at the inlet 31 and outlet 32. For example, a mesh for controlling the fluid flow can be placed at the inlet 31 and outlet 32.

[0119] An injection device for injecting the fluid from the penetration section 30 may be placed at the outlet 32, or a suction device for drawing in fluid may be further placed at the inlet 31.

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

[0121] Figure 12 is a perspective view of the ship structure shown in Figure 11.

[0122] Unlike Figures 8-10, Figures 11 and 12 show that the mounting structure 100 can be attached to the stern 10 of the ship 1 with an offset in one direction.

[0123] Referring to Figure 11, when viewed from the rear of the vessel 1, the mounting structure 100 can be attached to the stern 10 of the vessel 1 with an offset in one direction (e.g., the -x direction).

[0124] A connecting line 103 can be formed when one side 101 and the other side 102 of the mounting structure 100 are in contact. When viewed from the rear of the ship 1, the connecting line 103 can be formed so as not to align with the central axis (C axis) perpendicular to the propeller axis (P axis). For example, the connecting line 103 may be formed at an angle so as not to align with the central axis (C axis) of the propeller axis (P axis).

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

[0126] Because the connecting wire 103 is inclined with respect to the central axis (C-axis), when viewed from the rear of the vessel 1, the mounting structure 100 can be attached to the stern 10 offset in one lateral direction (e.g., -x direction) with respect to the central axis (C-axis). By attaching the mounting structure 100 to the stern 10 offset in the aforementioned lateral direction, the propulsion efficiency of the vessel 1 can be improved compared to when it is aligned with the central axis (C-axis).

[0127] The present invention is not limited to the embodiments described above, and may further include combinations of the embodiments or combinations of at least one of the embodiments with known technology as other embodiments.

[0128] Although the present invention has been described in detail above with reference to specific embodiments, this is for the purpose of specifically illustrating the present invention, and it is clear that the present invention is not limited thereto, and that modifications and improvements can be made within the technical concept of the present invention by those with ordinary skill in the art.

[0129] Any simple modification or alteration of the present invention falls within the scope of the present invention, and the specific scope of protection of the present invention is clarified by the appended claims.

Claims

1. A penetration section located at the top of the propeller shaft and passing through the stern, The aforementioned through portion is It includes an inlet and an outlet located behind the inlet, The aforementioned through portion is It includes at least one control fin inside, The control fins are The flow of fluid entering the inlet and the amount of fluid flowing out through the outlet are adjusted. A ship structure in which the fluid passing through the aforementioned penetration is transmitted to the propeller.

2. When the propeller is driven to rotate to the right (clockwise rotation), the inlet is located on the starboard side, and the penetration extends from the starboard side to the port side. The ship structure according to claim 1, wherein when the propeller is driven to rotate to the left (counterclockwise), the inlet is provided on the port side, and the penetration portion penetrates from the port side to the starboard side.

3. The aforementioned inlet is, The ship structure according to claim 2, wherein the outlet is provided in a manner at least similar in size to the outlet and is located behind the watertight bulkhead provided at the stern.

4. The aforementioned inlet is, The ship structure according to claim 3, wherein the shaft of the propeller is provided above the reference point at a position that is 20% to 120% of the radius of the propeller.

5. The aforementioned outlet is, The ship structure according to claim 4, wherein the shaft of the propeller is provided above the reference point at a position that is 20% or more and 100% or less of the radius of the propeller.

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

7. The shapes of the inlet and outlet are, The ship structure according to claim 6, provided in the form of no sides or polygons, respectively.

8. The ship structure according to claim 7, wherein a recess having a larger area than the shape is provided on the periphery of the shape.

9. The control fin is The ship structure according to claim 1, comprising at least one protruding fin that protrudes from the penetration portion, or internal fins that do not protrude at all.

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

11. The aforementioned protruding fins are The ship structure according to claim 10, wherein the distance of the propeller from the shaft is located at a position that is 100% or less of the radius of the propeller.

12. The hull of a ship, This includes an attachment structure that is attached to the stern of the hull, The aforementioned mounting structure includes a penetration portion provided so that fluid flows from one side to the other. The aforementioned through portion is An inlet formed on one side of the aforementioned mounting structure, Including an outlet formed on the other side of the mounting structure behind the inlet, The internal space of the aforementioned mounting structure is a ship structure formed by a honeycomb structure.

13. The ship structure according to claim 12, wherein the penetration guides the fluid flowing into the inlet to flow through the outlet to a propeller located at the rear of the ship.

14. The ship structure according to claim 12, wherein the mounting structure is positioned in front of a rudder connected to the stern end of the hull.

15. The ship structure according to claim 12, wherein the mounting structure has a shape corresponding to the bend at the stern of the ship's hull.

16. When viewed from the rear of the aforementioned vessel, The ship structure according to claim 12, wherein the connecting line between one side and the other side of the mounting structure is perpendicular to the rotational axis (P-axis) of the propeller and is formed at an inclination so as not to coincide with or be parallel to the central axis (C-axis) passing through the rotational center of the propeller.

17. The ship structure according to claim 16, wherein the degree to which the connecting line is inclined with respect to the central axis gradually increases as it moves upward from the propeller shaft.

18. The ship structure according to claim 12, wherein a part of the mounting structure and a part of the stern of the hull are formed by a fitting joint structure.

19. A filler material is formed in the internal space of the mounting structure, as described in claim 12. Construction.

20. The hull of a ship, This includes an attachment structure that is attached to the stern of the hull, The aforementioned mounting structure includes a penetration portion provided so that fluid flows from one side to the other. The aforementioned through portion is An inlet formed on one side of the aforementioned mounting structure, Including an outlet formed on the other side of the mounting structure behind the inlet, A ship structure wherein opening and closing devices for controlling the flow of fluid are arranged at the inlet and outlet.

21. The ship structure according to claim 12, wherein an injection device for injecting fluid from the penetration is arranged at the outlet, or a suction device for drawing in fluid is arranged at the inlet.

22. The inlet is positioned such that, with respect to the propeller shaft, it is between 20% and 120% of the propeller radius. The ship structure according to claim 12, wherein the outlet is provided at a position that is 20% or more and 100% or less of the radius of the propeller, with respect to the shaft of the propeller.

23. An attachment structure that is designed to be attached to the stern of a ship's hull, The aforementioned mounting structure includes a penetration portion provided so that fluid flows from one side to the other. The aforementioned through portion is An inlet formed on one side of the aforementioned mounting structure, The outlet formed on the other side of the mounting structure, An attachment structure in which opening and closing devices for controlling the flow of fluid are arranged at the inlet and outlet.

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