선박 상부 형상에 따른 풍하중 및 유동장 연구 :Research on flow field change with respect to various superstructures of a ship

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자료유형: 학위논문

저자정보: 정영인 (과학기술연합대학원대학교, 과학기술연합대학원)

지도교수: 권기정

발행연도: 2015

저작권: 과학기술연합대학원대학교 논문은 저작권에 의해 보호받습니다.

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2015

드릴십 형상에 따른 풍하중 및 유동장 변화

정영인 , 권기정 대한조선학회 논문집 2015.06 학술저널

선박 상부 형상에 따른 풍하중 및 유동장 연구

정영인 대학교 2015.01 학위논문

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이 실험은 한국항공우주연구원 1-M 아음속풍동에서 실험을 진행하였으며 해상 대기 경계층 재현 조건에서 선박의 상부구조물의 형상에 따른 풍하중 변화를 분석하고 입자영상유속계를 사용하여 모델 주변 유동과 후류를 관찰하였다. 실험은 드릴십의 풍하중과 주변 유동특성을 이해하고 풍하중 저감방안을 모색하는 것을 목적으로 한다.
실험 선박 모델은 드릴십의 1/640 축소 모델이며 실제 존재하지 않으나 드릴십의 형상적 특징들을 가지도록 제작하였다. 선 내 복잡한 구조물은 간략화 하였고 공력에 영향을 크게 끼치지 않는 구조물은 생략하였다. 주요 상부 구조물들은 형상을 변경할 수 있도록 제작하였고 실험은 선체 길이를 기준으로 레이놀즈수 약 1500000에서 진행하였다.
실제 선박이 노출되는 환경과 유사한 실험 조건을 재현하기 위하여 풍동 시험부 입구와 바닥에 스파이어와 체인라인을 설치하였으며 그 모양과 개수를 조절해가며 시험적으로 해상 대기 경계층을 재현하였다. 시험부 중앙에 선박 모델을 설치하고 6축 로드셀과 연결하여 작용하는 힘과 모멘트를 측정하였고 회전 테이블을 이용하여 풍향각을 10° 간격으로 회전시키며 풍하중을 측정하였다.
풍하중 측정결과 드릴십의 풍하중에 영향을 미치는 주요 요인은 선수에 위치한 선실의 모양과 높이였으며, 모델의 표면에서 박리된 유동에 의해 발생한 후류의 크기와 선실에 의해 발생하는 압력저항이 그 원인인 것을 PIV 기법을 통하여 확인하였다. 선실의 모양이 둥근 경우 풍하중이 최대 20% 감소하였고 모델 표면에서 발달된 후류의 크기가 현저히 감소하였다. 선실의 높이가 낮은 경우 풍하중이 최대 10% 감소하였으며 선실 뒤쪽에서 발생하는 recirculation zone이 제거됨에 따라 압력저항이 감소하였다. 선체의 형상에 따라 특정 각도에서 풍하중 특성이 두드러졌으나 풍하중 크기변화는 미미하였으며, 선수루의 형상 변화에 따른 풍하중 변화 또한 미미하였다.
시험부에서의 해상 대기 경계층 재현 조건에 따른 선박 풍하중 변화 분석에서 경계층 풍속구배 멱급수 지수가 높아지거나 흐름방향과 수직방향으로의 난류강도가 증가하면 풍하중이 소폭 감소하는 경향을 나타내었다.

Wind load of a drill model is measured with respect to various configurations of its super-structures in reproduced off shore atmospheric boundary layer condition. 1-M subsonic wind tunnel which located in Korea Aerospace Research Institute is used to identify wind load and flow characteristics by using PIV technique that it can measure wake of the ship model and flow-field around it. Propose of this experiment is figure out a way to decrease windload of the ship.
Scale of model is 1:640 and it has shape characteristics of drill ship. It has changeable configuration of super-structure and it is simplified complex configurations which wouldn''t affect its aerodynamic characteristic. Test reynolds number is 1500000 based on length of the ship model.
Off-shore boundary layer was reproduced by regulating number of spires and shape of them because it is ncessary to make similar conditions where real ship is being exposed. The ship model is installed in center of test section and it is connected 6-component balance that it measures forces and moments of ship model at every 10° wind direction.
It was found that cabin''s shape and height which located on stem are dominant factor of wind load change that area size of wake separated from model surface and pressure drag caused from cabin shape was closely related with them, it is identified by using PIV measurement. A round shape cabin has much smaller wake size than rectangular one and wind load decreased approximately 20% at ±30°. Low height cabin has 10% smaller wind load at ±30° than high-height cabin because it is eliminated low pressure recirculation zone behind the cabin. The influence of changing forecastle shape and hull shape was insignificant, but hull shape influence at 60° was a little remarkable caused from vortex characteristic.
An analysis regarding to wind load change of the ship with respect to reproduced off shore atmospheric boundary layer, wind load of the ship was slightly decreased in high exponent and high turbulence intensity conditions.

Ⅰ. 서 론 ····························································································· 1
1. 연구배경 ························································································ 1
2. 연구목적························································································· 4
3. 연구내용························································································· 5
Ⅱ. 이론적 배경 ················································································· 8
1. 풍동실험과정·················································································· 8
2. 무차원계수와 상사성···································································· 9
3. 레이놀즈수와 항력계수······························································ 12
4. 힘과 모멘트·················································································· 14
5. 대기 경계층 ················································································· 15
6. Blockage effect ·········································································· 19
7. 입자영상유속계 ·········································································· 21
Ⅲ. 실험장비 ···················································································· 25
1. 풍동 ······························································································ 25
2. 경계층 재현 설비········································································· 25
3. 6-axis load cell·········································································· 28
4. 회전테이블 ·················································································· 30
5. 실험 선박 모델 ············································································ 31
6. 자료 계측 프로그램····································································· 32
7. 입자영상유속계 장비·································································· 33
Ⅳ. 실험결과 ···················································································· 35
1. 해상 대기 경계층 재현 ······························································ 35
2. 경계층에 따른 풍하중 변화························································ 40
3. 풍하중 ·························································································· 50
4. 후류측정 ······················································································ 54
Ⅴ. 결 론···························································································· 59
참고문헌 ··························································································· 60

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