EP2692628A1 - Navire ayant une hélice et un gouvernail dans une chenal, le gouvernail étant orienté vers l'avant du navire - Google Patents

Navire ayant une hélice et un gouvernail dans une chenal, le gouvernail étant orienté vers l'avant du navire Download PDF

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Publication number
EP2692628A1
EP2692628A1 EP12179274.1A EP12179274A EP2692628A1 EP 2692628 A1 EP2692628 A1 EP 2692628A1 EP 12179274 A EP12179274 A EP 12179274A EP 2692628 A1 EP2692628 A1 EP 2692628A1
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EP
European Patent Office
Prior art keywords
ship
water flow
rudder
propeller
flow forming
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12179274.1A
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German (de)
English (en)
Inventor
Seiichi Igari
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SI Co Ltd
Original Assignee
SI Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by SI Co Ltd filed Critical SI Co Ltd
Priority to EP12179274.1A priority Critical patent/EP2692628A1/fr
Publication of EP2692628A1 publication Critical patent/EP2692628A1/fr
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens

Definitions

  • the present invention relates to ships including motorboats, pleasure boats, passenger ships, cargo ships, warships, and boats with outboard motors, and more particularly, to a ship with improved propulsive performance in order to save energy and with improved steering performance, and also to a rescue boat whose navigation is not hindered by floating matters on the water, obstacles in the water or the like.
  • Japanese Unexamined Patent Application Publication No. 2011-225169 discloses a ship having a stern pipe in a stern, the stern pipe being projected from the stern toward the back of a hull, and rotatably supporting a rotary shaft of a propeller.
  • the ship includes fins that are disposed on right and left sides of the stern, extended toward the outside of hull width direction and toward the upside of the hull from the stern near the stern pipe, and shield stern vortices S generated at the stern in radial direction from vortex centers X of the stern vortices S.
  • Japanese Unexamined Patent Application Publication No. 2011-140293 discloses a propulsion performance improving device for a ship having a superior effect with comparatively simple constitution, which can improve propulsion efficiency by increasing swirling water flows in direction opposite to propeller advancing rotating direction to allow the swirling water flows to flow in the propeller and to reduce rotating flows on a rear side of the propeller, and can prevent an increase in drag of the device itself.
  • This propulsion performance improving device includes rear fins having twisting angles larger than those of conventional fins, and front fins located in a front region and having twisting angles smaller than those of the conventional fins. Drag of the front fins and the rear fins is not increased as compared with the conventional fins, and a reduction effect of a propeller rear rotating flow is increased. As a result, the ship has better propulsion performance improving effect than that of the conventional ship, and less horsepower is required when the hull is navigated.
  • Japanese Unexamined Patent Application Publication No. 2011-121569 discloses a propulsion performance improving device of a ship capable of preventing a propeller from being damaged by a vortex generated by reaction fins.
  • This propulsion performance improving device for improving propulsion performance of the ship includes a plurality of reaction fins that are arranged on a front side of the propeller to generate a swirling flow in direction opposite to rotational direction of the propeller, and that are radially extending with a rotary shaft S of the propeller as the center.
  • the plurality of reaction fins include the reaction fin extending in obliquely upward direction and the reaction fins extending in horizontal direction or obliquely downward direction.
  • a first distance to a blade end of the reaction fin from the rotary shaft S is larger than a propeller radius of the propeller.
  • a second distance to a blade end of the reaction fin from the rotary shaft S is set to be smaller than the propeller radius.
  • Japanese Unexamined Patent Application Publication No. 2009-119934 discloses a ship rudder for enhancing course keeping performance of a ship by reducing rudder drag during forward movement of the ship with a simple method and reducing meeting rudder drag in a minute steering angle as small as possible, by improvement of a lower end of a conventional ship rudder having an inverted trapezoidal side shape.
  • the rudder at a stern is equipped with an additive object, as being a flat spindle body having an airfoil vertical cross section slightly projecting outward, on a lower end of the rudder body having the inverted trapezoidal side shape.
  • a center line of a vertical cross section of the additive object is inclined backward and obliquely upward, and an inclination angle ⁇ is set to be 4 to 10 degrees. Then, the additive object receives a stream toward a rear side of a ship's bottom near the rudder during navigation, so as to generate lift. As its forward component acts as thrust, the rudder drag can be reduced, and improved steering force can be expected at the time of steering.
  • Japanese Unexamined Patent Application Publication No. 2007-186204 discloses a rudder that has high lift and suppresses increase in rudder drag as small as possible.
  • a horizontal cross section of a rudder body has an arc or similar shape at a front end portion. Its sectional width gradually increases toward a rear side of the rudder body, reaches the maximum width, and then, gradually decreases while changing from an outwardly projecting shape to an outwardly and gently recessed shape. Then, the rudder has a linear portion formed by approximately parallel lines continuing to the rear end of a finite width.
  • Japanese Unexamined Patent Application Publication No. 2005-246996 discloses a ship rudder capable of improving propulsive performance by efficiently converting rotational energy of a propeller wake at a shaft into lift, and improving rudder performance by increasing a rudder area.
  • fins to generate the lift from the propeller wake are provided on a front side or an obliquely front side of a rudder body with a space S in which the propeller wake flows between the propeller and the rudder body, so that span direction of the fins becomes vertical to the rudder.
  • the propeller is entirely located in the water.
  • thrust produced by the propeller is substantially reduced because the thrust is diminished and the thrust toward the rear side is dispersed by receiving wave drag.
  • water drag acting on the rudder becomes the steering force.
  • the rudder is also entirely located in the water, and therefore it is impossible to obtain the sufficient steering force because of dispersion of the steering force in the surrounding water, the steering force being produced by making contact with water and determining the direction.
  • the boat With the boats with the outboard motors, the boat usually has a spare outboard motor because it cannot sail back home once the outboard motor is broken. However, there is a problem that replacement of the spare outboard motor takes time and effort especially when being alone. With the boats with the outboard motors, the propeller becomes obstructive when pulling the boat onto the ground (beach) and letting it down into the sea. Therefore, the outboard motor needs to be put on board each time, which is quite bothersome.
  • a first aspect of the present invention provides a ship with improved propulsion and steering performance, including: a water flow forming path formed in a ship's bottom; and a propeller disposed in the water flow forming path and a rudder on a rear side of the propeller. A movable side of the rudder faces toward a bow.
  • the propeller is located inside the water flow forming path, and therefore thrust by the propeller produces a strong stream flowing in the water flow forming path toward the rear side in a concentrated way, and the stream is discharged as a strong jet flow from an outlet in a stern.
  • propulsion force acting on the ship is increased to a great extent by the addition of the propulsion force by the propeller and the thrust by the jet flow, which makes it possible to increase speed of the ship and cut down on fuel expenditure.
  • the movable side of the rudder is made to face forward (i.e. the direction of the rudder is opposite to that of the conventional rudder).
  • the rudder facing forward receives the strong stream produced by the propeller to increase the steering force.
  • a radius of rotation can be decreased as compared with the conventional radius of rotation, so that the steering performance can be improved and risks can be avoided in case of emergency.
  • a bow side of the water flow forming path is formed to have a slope from a surface of the ship's bottom connecting to a path's bottom.
  • the water flow forming path gradually deepens from the middle of the ship's bottom through the slope. As a vortex current is not generated in the stream flowing into the water flow forming path, it is possible to minimize drag of the water.
  • a stream is formed in the water flow forming path from an opening in a bow side of the water flow forming path.
  • This aspect of the present invention can be practically adapted to relatively small ships. Together with the second aspect, it is possible to improve forward movement performance of the ship and to reduce careen of the ship due to wave motion.
  • the water flow forming path is formed at positions symmetrical to each other with a center line of the ship's bottom as a boundary.
  • Each water flow forming path is provided with a propeller and a rudder therein.
  • This aspect of the present invention can be practically adapted to small ships including motorboats, so as to achieve high-speed performance.
  • the water flow forming path is formed by partitions formed in parallel to protrude from an undersurface of the ship's bottom.
  • the water flow forming path can be formed only by providing the partitions on the undersurface of the ship's bottom, without making strength calculation of the hull again.
  • implementation of this aspect is facilitated and reduction in costs can be achieved.
  • the ship comprises a motorboat, a small boat, a large ship, or a warship.
  • a vertical channel in communication with the water flow forming path is formed in a stern surface of the ship.
  • the propeller is located inside the water flow forming path through the vertical channel.
  • the present invention it is easy to make replacement of the outboard motor alone over the ocean. Even when an approach to the destination is difficult because there are floating matters around the destination or the destination is in the shallows, it is possible for a rescue boat and a fishing boat to easily navigate and reach the destination by getting over obstacles, since the propeller is recessed from the ship's bottom. As the propeller is recessed from the surface of the ship's bottom into the water flow forming path, it is possible to pull the boat onto the beach and let it down into the sea while leaving the propeller as it is, which is quite convenient. Also, there is no risk of damaging the propeller and the rudder.
  • the propeller and the rudder are provided in the water flow forming path, so as to improve the propulsive performance to reduce an amount of fuel, and improve the steering performance.
  • a ship 1 as a whole, a ship's bottom 2, and a water flow forming path 3 are illustrated.
  • the water flow forming path 3 is formed in the center of the ship's bottom toward a stern 4, and is a path having a gentle slope 5 on a bow side and an inversed U-shaped cross section toward a stern 4 side.
  • a propeller 6 is disposed on the stern 4 side in the water flow forming path 3, and driven by a power source 7.
  • a rudder 8 is disposed between the propeller 6 and a stern opening 3a in the water flow forming path 3.
  • the rudder 8 is attached in such a manner that a movable side 8a, opposed to a spindle 9, faces the bow side, and steered by a steering gear 10.
  • rotation of the propeller 6 forms a stream inside the water flow forming path 3, and the stream allows the ship 1 to go ahead. It is needless to say that, when the propeller 6 is reversely rotated, the ship 1 is allowed to go astern.
  • the propeller 6 of the ship 1 rotates within the limited space (in the water flow forming path 3) and receives reaction force from water in the limited space to move forward. Thrust by the propeller 6 is effectively transmitted to the water in the water flow forming path 3, and becomes large propulsive force to be transmitted to the ship 1. Further, the water in the partitioned space in the water flow forming path 3 is discharged as a jet flow from the opening 3a in the stern 4, and thrust of the jet flow also acts on the ship 1.
  • a second embodiment corresponds to claim 3.
  • a water flow forming path 3 has an inlet 3b on a bow 1a side, which is effectively adapted to relatively small ships.
  • a third embodiment corresponds to claim 4.
  • a water flow forming path 3 a propeller 6, and a rudder 8 are formed in a ship's bottom 2 at positions symmetrical to each other, which can be adapted to relatively small ships.
  • a fourth embodiment corresponds to claim 5.
  • weir walls 11a, 11b are provided in parallel to protrude from an undersurface of a ship's bottom 2 to form a water flow forming path 3 between the weir walls 11a, 11b, in contrast to the first embodiment in which the water flow forming path 3 is formed in the ship's bottom 2 to have the inversed U-shaped cross section. This is effectively adapted to tankers and large ships while achieving reduction in construction costs and avoiding reduction in capacity.
  • Performance comparison is made between the ship according to this embodiment and the conventional ship under the same conditions of size of the hull (boat), weight, engine output, and fuel.
  • An example of the comparison is shown in Table 1.
  • Table 1 Speed (km/h) Traction (kg) Engine Ship of this embodiment 30 15 29 cc Conventional ship 20 10 29 cc Ship size (for both ships)
  • a fifth embodiment corresponds to claim 7, and relates to a boat with an outboard motor and a rescue boat.
  • the structure of a water flow forming path 3 is the same as that of the first embodiment.
  • a vertical channel 13 in communication with the water flow forming path 3 is formed in a stern surface 4a of a boat or a rescue boat 12, and an outboard motor 14 is brought down through the vertical channel 13 into the water flow forming path 3 for attachment.
  • a guard plate 15 prevents the propeller 6 from being damaged, but the guard plate 15 may be omitted.
  • a clamp 16 for fixing the outboard motor 14 is illustrated.
  • Fig. 12(A) to Fig. 12(C) show examples of steering by the outboard motor.
  • Fig. 12(A) shows the example of forward movement
  • Fig. 12(B) shows the example of a right turn
  • Fig. 12(C) shows the example of a left turn.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
EP12179274.1A 2012-08-03 2012-08-03 Navire ayant une hélice et un gouvernail dans une chenal, le gouvernail étant orienté vers l'avant du navire Withdrawn EP2692628A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP12179274.1A EP2692628A1 (fr) 2012-08-03 2012-08-03 Navire ayant une hélice et un gouvernail dans une chenal, le gouvernail étant orienté vers l'avant du navire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP12179274.1A EP2692628A1 (fr) 2012-08-03 2012-08-03 Navire ayant une hélice et un gouvernail dans une chenal, le gouvernail étant orienté vers l'avant du navire

Publications (1)

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EP2692628A1 true EP2692628A1 (fr) 2014-02-05

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EP12179274.1A Withdrawn EP2692628A1 (fr) 2012-08-03 2012-08-03 Navire ayant une hélice et un gouvernail dans une chenal, le gouvernail étant orienté vers l'avant du navire

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7062238B1 (ja) * 2021-05-26 2022-05-06 剛太 山内 貫流溝を有するプッシャ・バージ船

Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1346279A (en) * 1919-07-22 1920-07-13 Thomas R Tarn Screw-propelled chambered-stern towboat
US3469557A (en) * 1967-05-01 1969-09-30 Donald L Wollard Channel stern power boat
DE2234813A1 (de) * 1972-07-13 1974-01-31 Odawara Chuichiro Schiffsrumpfkonstruktion
AU452634B2 (en) * 1970-12-24 1974-09-12 G Bv Products Pty Limited Improvements relating to propeller driven boats
US4057027A (en) * 1974-08-08 1977-11-08 Foster Daniel S Boat propulsion with surface-running propeller drive
JP2005246996A (ja) 2004-03-01 2005-09-15 Mitsui Eng & Shipbuild Co Ltd 船舶用舵及び船舶
JP2007186204A (ja) 2007-03-16 2007-07-26 Universal Shipbuilding Corp 船舶用舵
US7270583B1 (en) * 2006-07-10 2007-09-18 Solas Science & Engineering Co., Ltd High efficiency watercraft propulsion system
JP2009119934A (ja) 2007-11-12 2009-06-04 National Maritime Research Institute 船舵
JP2011121569A (ja) 2009-12-14 2011-06-23 Mitsubishi Heavy Ind Ltd 船舶の推進性能向上装置
JP2011140293A (ja) 2010-01-09 2011-07-21 Kurinoura Dockyard Co Ltd 船舶用推進性能向上装置
JP2011225169A (ja) 2010-04-22 2011-11-10 Ihi Corp 船舶

Patent Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1346279A (en) * 1919-07-22 1920-07-13 Thomas R Tarn Screw-propelled chambered-stern towboat
US3469557A (en) * 1967-05-01 1969-09-30 Donald L Wollard Channel stern power boat
AU452634B2 (en) * 1970-12-24 1974-09-12 G Bv Products Pty Limited Improvements relating to propeller driven boats
DE2234813A1 (de) * 1972-07-13 1974-01-31 Odawara Chuichiro Schiffsrumpfkonstruktion
US4057027A (en) * 1974-08-08 1977-11-08 Foster Daniel S Boat propulsion with surface-running propeller drive
JP2005246996A (ja) 2004-03-01 2005-09-15 Mitsui Eng & Shipbuild Co Ltd 船舶用舵及び船舶
US7270583B1 (en) * 2006-07-10 2007-09-18 Solas Science & Engineering Co., Ltd High efficiency watercraft propulsion system
JP2007186204A (ja) 2007-03-16 2007-07-26 Universal Shipbuilding Corp 船舶用舵
JP2009119934A (ja) 2007-11-12 2009-06-04 National Maritime Research Institute 船舵
JP2011121569A (ja) 2009-12-14 2011-06-23 Mitsubishi Heavy Ind Ltd 船舶の推進性能向上装置
JP2011140293A (ja) 2010-01-09 2011-07-21 Kurinoura Dockyard Co Ltd 船舶用推進性能向上装置
JP2011225169A (ja) 2010-04-22 2011-11-10 Ihi Corp 船舶

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7062238B1 (ja) * 2021-05-26 2022-05-06 剛太 山内 貫流溝を有するプッシャ・バージ船

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