JP2009202873A - Vessel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To change, by a bilge vortex occurring at a bilge, a downward flow occurring substantially on a propeller axis to a flow canceling a rotational flow occurring due to the rotation of a propeller, thereby reducing the resistance of a vessel body and improving propelling efficiency. <P>SOLUTION: At least one fin 20 is extended on a stern bottom external plate 11 positioned forward of the propeller 6 arranged on a stern 1', which changes, by the bilge vortex occurring at the bilge due to the running of the vessel body, the downward flow occurring substantially on the propeller axis to the flow canceling the rotational flow occurring due to the rotation of the propeller 6. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a ship that reduces hull resistance due to a bilge vortex and uses the downward flow of the bilge vortex as a thrust.

In the ship, as shown in FIG. 9 which is a perspective view seen from the bottom of the ship, an upward flow 2 that wraps upward from the ship bottom 1b near the rear end of the bilge part 1a of the stern 1 ′ of the hull 1 and the hull side A bilge vortex 5 having a bilge vortex center 4 having this portion as a generation source is generated.
The bilge vortex 4 also forms a bilge vortex 5 'on the port side opposite to the starboard side. Particularly in a large ship, the bilge vortices 5 and 5 ′ cause a large three-dimensional separation on the stern bottom shell in front of the propeller 6, which is a major cause of increasing hull resistance.

  These bilge vortices 5, 5 ′ induce a rotational flow rotating in opposite directions on the port side and starboard side as viewed from the stern side, flow to the propeller 6 position while developing, and flow away to the rear of the hull 1. The bilge vortices 5 and 5 ′ are downwardly flowing downward or downward on the hull side with respect to the bilge vortex center 4, and are upwardly upward or upwardly facing outward from the bilge vortex center 4. Yes. The flow around the bilge vortex center 4 is a rotational flow, and the energy that induces the rotational speed is given to the fluid as the hull 1 travels in the fluid against resistance.

Conventionally, as an invention for improving the propulsion performance of the ship by elucidating such a vortex phenomenon, one fin is attached to each of the left and right hull surfaces in front of the propeller, and the fin root of the fin has a surface on the hull surface. Some are on the top, with the wing tip located approximately in the center of the bilge vortex and having a downward camber.
In the present invention, it is attempted to reduce the hull resistance by converting the energy of the rotational flow caused by the bilge vortex accompanying the three-dimensional separation of the stern into thrust (see, for example, Patent Document 1).

Japanese Patent Laid-Open No. 09-136693 (FIG. 1)

  On the other hand, the present invention changes the flow of the downward flow generated substantially on the propeller shaft by the bilge vortex generated in the bilge portion to the flow that cancels the rotational flow generated by the rotation of the propeller. It is intended to reduce and improve propulsion efficiency.

The ship according to the present invention employs the following means in order to solve the above problems.
That is, according to the ship according to claim 1, the bilge vortex generated in the bilge portion when the hull sails only on one side of the stern bottom skin located in front of the propeller arranged at the stern. Thus, at least one fin extending the flow of the downward flow generated substantially on the propeller shaft into a flow that cancels the rotational flow generated by the rotation of the propeller is extended.

  In this ship, at least one fin is provided on only one side of the stern bottom skin located in front of the propeller, and the downward flow due to the bilge vortex generated on the substantial axis of the propeller shaft is prevented. It flows along the upper surface of the fin and cancels the rotational flow generated by the rotation of the propeller.

  According to the ship of claim 2, the propeller shaft is substantially shortened by the bilge vortex generated in the bilge portion when the hull sails on both sides of the stern bottom skin located in front of the propeller arranged at the stern. At least one fin for extending the flow of the downward flow generated on the shaft to the flow that cancels the rotational flow generated by the rotation of the propeller is extended.

  In this ship, at least one fin is provided on both sides of the stern bottom plate located in front of the propeller, and the downward flow due to the bilge vortex generated on the substantially axis of the propeller shaft is caused by this fin. It flows along the upper surface and cancels the rotational flow generated by the rotation of the propeller.

  According to the ship of Claim 3, the said fin is arrange | positioned so that a front edge part may be located above a rear edge part.

  In this marine vessel, the fin is disposed such that the front edge portion of the fin is positioned above the rear edge portion of the fin, that is, the fin is inclined with respect to the flow direction of the downward flow.

  According to the ship described in claim 4, the shape of the fin in a sectional view is an airfoil.

  In this ship, since the cross-sectional shape of the fin is an airfoil, the flow that collides with the front edge is smoothly guided to the upper surface or the lower surface, and the flow that flows away from the rear edge is a smooth flow. The

  The ship according to claim 5 is characterized in that the airfoil has a downward camber.

  In this ship, since the cross-sectional shape of the fin is an airfoil having a downward camber, a larger lift is generated when the downflow collides with the fin.

  The ship according to claim 6 is characterized in that the rear edge portion of the fin is provided so as to protrude from the stern bottom outer plate toward the propeller.

  In this ship, the trailing edge of the fin is provided so as to protrude from the stern bottom outer plate to the propeller side, so that the downflow is guided to a position closer to the propeller.

The ship according to the present invention has the following effects.
According to the ship of claim 1, at least one fin is provided only on one side of the stern bottom skin located in front of the propeller, and is generated substantially on the axis of the propeller shaft. Since the downward flow caused by the bilge vortex flows along the upper surface of the fin and cancels the rotational flow generated by the rotation of the propeller, the hull resistance can be reduced and the propulsion efficiency can be improved.

  According to the ship of claim 2, at least one fin is provided on both sides of the stern bottom skin located in front of the propeller, and the bilge vortex generated on the substantially axis of the propeller shaft is provided. Since the downward flow flows along the upper surface of the fin and cancels the rotational flow generated by the rotation of the propeller, the hull resistance can be reduced and the propulsion efficiency can be improved.

  According to the ship according to claim 3, since the fin is attached to the starboard side stern bottom skin so that the front edge of the fin is located above the rear edge, the forward side ( Propulsion to the bow side) is generated, and the propulsion efficiency of the hull can be improved.

  According to the ship of claim 4, the shape of the fin in cross-sectional view is an airfoil, and the flow that collides with the front edge is smoothly guided to the upper or lower surface of the fin and flows away from the rear edge. Since the flow is a smooth flow, it is possible to suppress turbulent flow and separation generated by colliding with the front edge, and to suppress wake generated at the rear edge, thereby reducing vortex resistance. The hull resistance can be reduced and the propulsion efficiency can be improved.

  According to the ship of claim 5, the cross-sectional shape of the fin is an airfoil having a downward camber, and when the downward flow collides with the fin, a larger lift is generated. Propulsion efficiency can be further improved.

  According to the ship according to claim 6, since the rear end portion of the fin is provided to protrude to the propeller side than the stern bottom outer plate, the downflow can be guided to the propeller side more efficiently, Propulsion efficiency can be further improved.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows one Embodiment of the ship by this invention, Comprising: (a) is a right view, (b) is b1-b1 arrow sectional drawing of (a), (c) is c1-c1 of (a). It is arrow sectional drawing. It is a figure similar to FIG.1 (c), Comprising: It is a figure for demonstrating the flow of a downstream wake. It is a figure which shows the wing | tip end part of the fin shown to Fig.1 (a), Comprising: It is a figure for demonstrating that lift arises in a fin by a downward flow. It is a figure similar to FIG.1 (b), Comprising: It is a figure which shows other embodiment of the ship by this invention. It is a figure which shows another embodiment of the ship by this invention, Comprising: (a) is a right view, (b) is b5-b5 arrow sectional drawing of (a), (c) is c5- of (a). It is c5 arrow sectional drawing. It is a figure which shows another embodiment of the ship by this invention, Comprising: It is a figure for demonstrating what employ | adopted the wing | blade shape for the fin shown in FIG. It is a figure which shows another embodiment of the ship by this invention, Comprising: (a) is a right view, (b) is b7-b7 arrow sectional drawing of (a), (c) is c7 of (a). -C7 arrow sectional drawing. It is a figure which shows another embodiment of the ship by this invention, Comprising: (a) is a figure similar to FIG.7 (b), (b) is a figure similar to FIG.7 (c). It is a perspective view of the ship seen from the ship bottom side, Comprising: It is a figure for demonstrating the generation | occurrence | production state of a bilge vortex.

Hereinafter, an embodiment of a ship according to the present invention will be described with reference to the drawings. In addition, the same code | symbol is attached | subjected to the part similar to the prior art mentioned above, and the detailed description is abbreviate | omitted.
1A and 1B are diagrams showing the main part of the stern 1 ', where FIG. 1A is a right side view, FIG. 1B is a cross-sectional view taken along the line b1-b1 in FIG. 1A, and FIG. It is c1 arrow sectional drawing.
In FIG. 1A, reference numeral 10 denotes a rudder for changing the course of the hull 1 (see FIG. 9), reference numeral 11 denotes a stern bottom outer plate forming the bottom of the stern 1 ′, and reference numeral 12 denotes a bossing. 1 (b). L. Is the center line (center line) connecting the bow and stern, and the reference V. in FIG. L. Indicates a vertical axis located at the center of the hull 1. Further, a circle indicated by a solid line in FIG. 1C indicates the rotation diameter of the propeller 6. In the embodiment described below, it is assumed that the propeller 6 rotates rightward (clockwise) when viewed from the stern side.

As shown in FIG. 1, a ship according to the present invention includes a stern bottom skin 11 located in front of the propeller 6, and in this case, the propeller 6 rotates to the right. Fins 20 are provided.
The fin 20 is disposed such that the blade root portion 20a is positioned on the starboard side stern bottom outer plate 11 located above the bossing 12 and the blade tip portion 20b is positioned above the blade root portion 20a. It has been done.
That is, in the fin 20, the blade tip 20 b positioned on the right side in FIG. 1C is positioned above the blade root 20 a positioned on the left side, and the upper surface 20 c of the fin 20 is inclined from the upper right to the lower left. Is provided.
As shown in FIG. 1B, the line connecting the blade tip 20b is the center line C.I. L. It is parallel to.
The blade root portion 20a is formed to match the shape of the corresponding starboard side stern bottom skin 11.

  Further, the rear end surface (rear edge portion) 20d of the fin 20 does not protrude rearward (propeller 6 side) from the rear end 11a of the stern bottom skin 11 to which the fin 20 is attached, that is, the rear end surface of the fin 20 20d and the rear end 11a of the stern bottom skin 11 are center lines L. It arrange | positions so that it may be located on the line parallel to the line orthogonal to.

  As shown in FIG. 2, which is a view similar to FIG. 1C, the fin 20 has a downward flow of the bilge vortex 5 generated on the starboard side, that is, a downward flow generated substantially on the axis of the propeller shaft. It functions to change the flow to a flow in a direction that cancels out the rotational flow generated by the rotation of the propeller 6.

  By providing such a fin 20, the downward flow of the bilge vortex 5 generated substantially on the axis of the propeller shaft is directed in a direction to cancel the rotational flow generated by the rotation of the propeller 6 along the upper surface 20 c of the fin 20. The propulsion efficiency can be improved.

As shown in FIGS. 1A and 3, it is more advantageous if the fin 20 is attached so that the front end (front edge) 20e of the fin 20 is positioned above the rear end face 20d.
That is, as shown in FIG. 3, the fins 20 are attached to the downstream wake 201 of the bilge vortex 5 (see FIG. 2) (that is, the inclination angle α with respect to the horizontal line l parallel to the water surface). Therefore, lift 202 is generated. Further, since the forward component of the lift 202 becomes the thrust 203, the thrust 203 acts on the hull 1 to reduce the hull resistance.
Thus, by attaching the fin 20 to the starboard side stern bottom plate 11 so that the front end 20e of the fin 20 is positioned above the rear end surface 20d, thrust to the fin 20 toward the forward side (the bow side). As a result, the propulsion efficiency of the hull can be improved.

  Next, another embodiment according to the present invention will be described with reference to FIG. FIG. 4 is a view similar to FIG. The difference between this embodiment and the embodiment described with reference to FIGS. 1 to 3 is that the rear end surface 20d of the fin 20 protrudes rearward from the rear end 11a of the stern bottom skin 11 to which the fin 20 is attached. Whether or not. That is, the fin 21 of this embodiment is arrange | positioned so that the rear-end surface 20d may protrude back (propeller 6 side) rather than the rear end 11a of the stern bottom outer plate 11. FIG. Since other configurations and attachment states are the same as those of the embodiment described with reference to FIGS. 1 to 3, the description thereof is omitted here.

In this way, by projecting the rear end surface 20d of the fin 21 rearward (propeller 6 side) from the rear end 11a of the stern bottom bottom plate 11, the area of the fin 21 (area for receiving the downward flow) is increased. Many downflows can be guided to the propeller 6 side, and the propulsion efficiency can be further improved.
Further, since the rear end surface 20d of the fin 21 protrudes rearward (propeller 6 side) from the rear end 11a of the stern bottom skin 11, the downward flow can be guided more efficiently to the propeller 6 side. Efficiency can be further improved.

Another embodiment according to the present invention will be described with reference to FIG. FIG. 5 is a view similar to FIG. 1 showing the main part of the stern 1 ', where (a) is a right side view, (b) is a cross-sectional view taken along the line b5-b5 in (a), and (c) is ( It is c5-c5 arrow sectional drawing of a). The difference between the present embodiment and the embodiment described with reference to FIGS. 1 to 3 is whether or not the wing tip portion 20b of the fin 22 is arranged so as to be positioned at the approximate center of the bilge vortex 5. It is. That is, the fin 22 of this embodiment is arrange | positioned so that the wing | tip end part 20b may be located in the approximate center of the bilge vortex 5 along a longitudinal direction (bow forward direction). Accordingly, the attachment position and the attachment angle with respect to the stern bottom plate 11 are the same as those of the fin 20 described above, but the fin 22 protrudes into the water in order to position the wing end 20b of the fin 22 at the approximate center of the bilge vortex 5. It can be seen from FIG. 5 that the length, that is, the blade width is longer than that of the fin 20. For this reason, the front end 20e is formed of a side parallel to the rear end surface 20d.
Since other configurations and attachment states are the same as those of the embodiment described with reference to FIGS. 1 to 3, the description thereof is omitted here.

As described above, by disposing the blade tip portion 20b of the fin 22 substantially at the center of the bilge vortex 5, almost all of the downward flow of the bilge vortex 5 can be guided to the propeller 6 side. Can be further improved.
As shown in FIG. 4, also in this embodiment, the rear end surface 20 d of the fin 22 can be protruded rearward (propeller 6 side) from the rear end 11 a of the stern bottom outer plate 11. Thereby, the area of the fin 22 increases, more downflow can be guide | induced to the propeller 6 side, and a propulsion efficiency can further be improved.
Furthermore, since the rear end surface 20d of the fin 22 protrudes rearward (propeller 6 side) from the rear end 11a of the stern bottom shell 11, the downward flow can be guided more efficiently to the propeller 6 side. Efficiency can be further improved.

The cross-sectional shape of the fin 22 shown in FIG. L. It is further advantageous if the cross-sectional shape cut by a plane parallel to the shape is an airfoil as shown in FIG.
Thus, by making the cross-sectional shape of the fin 20 into an airfoil, it is possible to suppress turbulent flow and separation generated by colliding with the front edge portion 20e, and to suppress wake generated at the rear edge portion 20d. The vortex resistance can be reduced, the hull resistance can be reduced, and the propulsion efficiency can be improved.

  Further, as shown in FIG. 6, by attaching a downward camber to the airfoil, the lift 202 described with reference to FIG. 3 can be generated more, thereby generating the thrust 203 more greatly. The propulsion efficiency can be further improved.

Still another embodiment according to the present invention will be described with reference to FIG. FIG. 7 is a view similar to FIGS. 1 and 5 showing the main part of the stern 1 ′, in which (a) is a right side view, (b) is a cross-sectional view taken along arrow b7-b7 in (a), (c) ) Is a sectional view taken along the line c7-c7 in (a). This embodiment differs from the embodiment described with reference to FIG. 5 in that, in addition to the fin 20 shown in FIG. 5, a fin 20 ′ similar to the fin 20 shown in FIG. 1 is located above the fin 20 shown in FIG. 5. It is that it is provided in. That is, in this embodiment, two fins 25 are provided in the vertical direction.
The fin 25 has a fin 22 shown in FIG. 5 and a fin 20 ′ similar to FIG. 1 attached above the fin 22.

As described with reference to FIG. 5, the fin 22 is arranged such that the blade tip portion 20 b is positioned substantially at the center of the bilge vortex 5 along the longitudinal direction (head-to-tail direction). Since other configurations and attachment states are the same as those of the embodiment described with reference to FIG. 5, the description thereof is omitted here.
On the other hand, the fin 20 ′ is different from that of FIG. 1 in that its attachment position is located above that of FIG. 1, but the other configurations and attachment states have been described with reference to FIG. Is the same as

The fins 20 ′ and the fins 22 are arranged such that the upper surface 20c ′ and the upper surface 20c are parallel to each other. Further, the length in the width direction of the fin, that is, the center line C.I. L. The length in the direction perpendicular to the stern (in other words, the length that protrudes toward the water from the stern bottom skin 11) is formed such that the fin 20 'positioned above is shorter than the fin 22 positioned below. Yes.
FIG. 7C shows these states in an easy-to-understand manner. By configuring and arranging the fins 20 ′ and the fins 22 in this manner (that is, as shown in FIG. 7), the downflow located outside the bilge vortex 5 (that is, the side close to the hull) is allowed to flow upward. Along the vertical axis V.20c ′. L. The downward flow located inside (center side) of the bilge vortex 5 flows along the upper surface 20c of the fin 22 along the vertical axis V.V. L. It will flow toward.

The flow along the upper surface 20c ′ of the fin 20 ′ is guided to the outside of the rotation diameter of the propeller 6, that is, near the blade tip of the propeller 6, and the flow along the upper surface 20c of the fin 22 is directed to the inside of the rotation diameter of the propeller 6. That is, it is guided to the vicinity of the blade middle portion between the blade tip of the propeller 6 and the blade root (propeller boss).
In this way, the downward flow of the bilge vortex 5 is guided in a distributed manner at different positions outside the rotation diameter of the propeller 6 and inside the rotation diameter of the propeller 6, so that the bilge vortex 5 as shown in FIG. The propulsion efficiency can be improved as compared with the case where the downward flow of the engine is concentrated and guided inside the rotation diameter of the propeller 6.

  Still another embodiment according to the present invention will be described with reference to FIG. FIG. 8A is a view similar to FIG. 1B, FIG. 4, FIG. 5B, and FIG. 7B. FIG. 8B is the same diagram as FIG. 1C, FIG. 5C, and FIG. 7C. The difference between the present embodiment and the embodiment described with reference to FIGS. 1 to 3 is that, as shown in FIG. 8 (a), the fin 30 is located on the propeller 6 side from the rear end 11a of the stern bottom skin 11 as in FIG. And is provided so as to protrude from the stern bottom shell 11 on the port side to the port underwater side. In the case of the present embodiment, the upper surface 30c of the fin 30 is configured to be a single plane.

  By configuring and arranging the fins 30 in this way (that is, as shown in FIG. 8), the vertical axis V.V. of the bilge vortex 5 generated on the starboard side is caused to flow downward. L. And the direction of the downstream flow of the bilge vortex 5 'generated on the port side can be changed to a direction that more counteracts the rotational flow generated by the rotation of the propeller 6. Efficiency can be further improved.

In addition, in embodiment mentioned above, everything was demonstrated as a mere plate-shaped member in which the edge part of a fin has a corner | angular part except what was demonstrated using FIG. However, the present invention is not limited to this, and the front edge, the blade tip, and the rear edge of the fin are chamfered or appropriately rounded (R portion) so that turbulence, separation, and wake Of course, measures may be taken as appropriate to prevent the occurrence of this.
Further, the embodiments described so far can be appropriately combined as necessary.

DESCRIPTION OF SYMBOLS 1 Hull 1 'Stern 1a Bilge part 5 Bilge vortex 5' Bilge vortex 6 Propeller 11 Stern bottom shell 20 Fin 20 'Fin 20a Blade root part 20b Wing edge part 20d Rear end face (rear edge part)
20e front end (front edge)
21 Fin 22 Fin 30 Fin 201 Downflow

Claims (6)

  A descent that occurs on the main axis of the propeller shaft due to the bilge vortex generated in the bilge part when the hull sails only on either side of the stern bottom skin located in front of the propeller located at the stern. A ship having at least one fin extending to change a flow of a flow into a flow that cancels out a rotary flow generated by the rotation of the propeller.   The flow of the downward flow generated on the approximate axis of the propeller shaft is caused by the bilge vortex generated in the bilge part when the hull sails on both sides of the stern bottom skin located in front of the propeller arranged at the stern. The ship is characterized in that at least one fin for extending the rotational flow generated by the rotation of the propeller to a flow that cancels out is extended.   The ship according to claim 1, wherein the fin is disposed such that a front edge portion is located above a rear edge portion.   The ship according to any one of claims 1 to 3, wherein a shape of the fin in cross-sectional view is an airfoil.   The ship according to claim 4, wherein the airfoil has a downward camber.   The ship according to any one of claims 1 to 5, wherein a rear edge portion of the fin is provided so as to protrude from the stern bottom bottom plate toward the propeller.

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