JP2011126509A - Ship propulsion performance improving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a ship propulsion performance improving device for giving propulsion performance improving effects even to a target ship which has a cross section shape showing a marked tendency to a V-shape and a wider deck. <P>SOLUTION: The propulsion performance improving device includes fins 14, 16 and 15 protruded from positions immediately lateral to a bossing 3 obliquely upward to a hull center line C1 at an inclination angle of 15° or smaller, and provided on the starboard and port sides and on the hull center line, respectively, the three fins being twisted for changing a water flow in opposition to the rotating direction of a propeller when generating forward thrust. The resistance component of each fin itself falls below the propulsion performance improving component of each fin when operated to reduce a rotating flow behind the propeller, to improve the propulsion performance of a hull, thus bringing about the effects of reducing the required horsepower of a main engine required for operation of the ship. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a propulsion performance improving device in a ship.

  FIG. 1 shows a side view of the stern portion when a conventional propulsion performance improving device in a ship is equipped, and FIG. 2 shows a cross-sectional view taken along the line II-II in FIG. A stern frame 2 is provided at the rear end of the hull 1, and a bossing 3 is provided at a substantially central portion in the vertical direction of the stern frame 2, and a propeller shaft 6 is rotatably provided through the bossing 3. The propeller 5 is provided at the rear end thereof, and the front end of the propeller shaft 6 is connected to a main engine installed on the ship (not shown). A shoe piece 4 is provided at the lower end of the stern frame 2, and a rudder 7 is provided between the upper end of the stern frame 2 and the rear end of the shoe piece 4. A rudder member 8 is provided at the upper end of the rudder 7, and the upper part of the rudder member 8 is connected to a steering machine installed in a ship (not shown). The lower end of the rudder is rotatable so as to be attached to the shoe piece 4. It is supported.

On the other hand, as shown in FIGS. 1 and 2, the propulsion performance improving device invented in the past protrudes radially from the core of the propeller shaft 6 from substantially right side to the upper region of the boshing 3, and the fins 9, fins 10, Fins 11, fins 12, and fins 13 are fixedly provided on the bossing 3. In that case, as shown in FIG. 6, the fin 9 on the port side is on line B with θ ₂ within 90 ° to 75 ° with respect to the hull center line CL, and the fin 10 has an A with θ ₁ within 50 ° to 35 °. The fins 12 and 13 are attached to the starboard side symmetrically with respect to the hull center line CL. Further, the fin 11 is fixed to the stern frame 2 and the bossing 3 on the hull center line CL. At that time, the fins 9 to 13 are twisted so that the water flow can be changed in the direction opposite to the forward rotation direction of the propeller 5. The forward rotation of the propeller 5 is defined as a case where the propeller 5 rotates and thrust is generated forward. In the present specification, for the sake of convenience, it is hereinafter referred to as forward rotation. The five fins 9, fins 10, fins 11, fins 12, and fins 13 have different twist angles. TL in FIG. 2 represents the rotation trajectory of the wing tip of the propeller 5, CL represents the center line of the hull 1, and SL represents a line that passes through the axis of the propeller shaft 6 and is orthogonal to the hull center line CL.
Utility model registration No. 3093097

  When the hull 1 in which the propulsion performance improving device invented in the past is installed is traveling forward, the water flow at the stern portion of the propeller 5 is caused by the action of the fins 9, fins 10, fins 11, fins 12 and fins 13. The rotation direction is changed to the opposite direction, and the propeller 5 is fed. As a result, the rotational flow generated behind the propeller 5 in the same direction as the rotation direction of the propeller 5 is reduced as compared with the case where the propulsion performance improving device is not provided, and as a result, corresponds to a decreasing component of the rotational flow. The hull propulsion performance is improved.

  As described above, the mechanism of the propulsion performance improvement effect in the conventional marine propulsion performance improvement device is that the flow of the stern part is changed in the direction opposite to the rotation direction of the propeller 5 by the fins 9, fins 10, fins 11, fins 12 and fins 13. The component obtained by subtracting the resistance component of each fin itself from the component that improves the propulsion performance by flowing into the propeller 5 is shown as the propulsion performance improvement effect, but the hull such as a car carrier, a container carrier, a car ferry and a fishing boat In the case of a stern type with a cross-sectional shape having a V-shaped tendency and a large deck area, the wake distribution at the propeller position shows a V-shaped shape as shown in FIG. The wake thickness is also narrowed. For such a stern type of the target ship, according to the conventional marine vessel propulsion performance improving device, the fins 9, fins 10, fins 11, fins 12, and fins are affected by the narrow width of the wake flowing into the propeller 5. The resistance component of 13 itself becomes large, and there is a problem that the propulsion performance improvement effect cannot be obtained more than the propulsion performance improvement component due to the reduction of the rotational flow behind the propeller 5 by each fin action.

Means for Solving the Invention

  Therefore, the present invention has been proposed in order to obtain a propulsive performance improvement effect with a relatively simple configuration even in a stern type where the width of the wake flowing into the propeller 5 is relatively narrow and tends to be V-shaped. 3 on one side of the hull center line CL and one on the hull center line CL with a slope of 0 ° to 15 ° with respect to the hull center line CL. A total of three fins are installed with a twist so that the water flow can be changed in the direction opposite to the propeller forward rotation direction.

The invention's effect

  As described above, in the conventional propulsion performance improvement device in the stern type having the wake distribution as described in detail, the propulsion performance improvement was not obtained, but the marine propulsion performance improvement device of the present application has a relatively simple configuration. Propulsion performance improvement effect is obtained, and an industrially very effective device is provided.

  Hereinafter, a marine vessel propulsion performance improving apparatus according to an embodiment of the present invention will be described with reference to the drawings. FIG. 3 is a diagram showing the wake distribution at the propeller 5 position. The curve shown in the figure represents the wake. For example, 0.9 represents a speed reduction value of 90% of the ship speed, that is, 10% of the ship speed represents the forward flow velocity component of the hull. The arrows indicate the width of the hull and the direction of water flow in the depth direction. Since FIG. 3 is symmetrical, the starboard side with respect to the hull center line CL is omitted and only the port side is displayed. 4 shows a side view of the stern part, and FIG. 5 shows a sectional view taken along the line IV-IV in FIG. FIG. 6 is an explanatory view showing the attachment positions of the fins related to the conventional propulsion performance improvement apparatus, and FIG. 7 is an explanatory view showing the attachment positions of the fins related to the propulsion performance improvement apparatus of the present application. In the figure, the same reference numerals and symbols as those of the conventional ones indicate the same constituent members as those of the conventional ones, and the description thereof is omitted.

The fins 14 and the fins 16 are fixed to the bossing 3 so as to protrude in an upward oblique direction from the substantially lateral side of the bossing 3. At that time, the attachment position of the fin 14 on the port side is attached on the line D as shown in FIG. Further, the fin 16 is attached to the starboard side position symmetrical to the hull center line CL. The line D has an angle θ ₃ of 0 ° with respect to a line C parallel to the hull center line CL from a point B on the surface of the bossing 3 on a line SL orthogonal to the hull center line CL through the core of the propeller shaft 6. Is set within 15 °. The fins 15 are fixed to the stern frame 2 and the bossing 3 on the hull center line CL. In addition, although the fin 14, the fin 15, and the fin 16 are twisted so that the water flow can be changed in the direction opposite to the forward rotation direction of the propeller 5, the twist angle is different for each of the three fins.

  When the hull 1 installed with the propulsion performance improving device shown in the embodiment of the present application is sailing forward, the water flow at the stern part is opposite to the rotation direction of the propeller 5 by the action of the fins 14, 15, and 16. Is changed into and flows into the propeller 5. As a result, the rotational flow in the same direction as the rotation direction generated behind the propeller 5 is reduced as compared with the case where the propulsion performance improving device of the present application is not provided. Therefore, the propulsion performance of the hull is improved corresponding to the reduced rotational flow. On the other hand, since the fins 14 and 16 are installed in the range of 0.5 to 0.9 in the wake distribution diagram shown in FIG. Therefore, the resistance component of the fins 14, the fins 15, and the fins 16 themselves is less than the propulsion performance improvement component corresponding to the reduction of the rotational flow due to the action of the fins 14, the fins 15, and the fins 16.

  It is a side view of the stern part which shows the conventional boat propulsion performance improvement apparatus.   It is an II-II cross-sectional arrow view in FIG.   It is a figure showing the wake distribution of a propeller position.   It is a side view of the stern part which shows the propulsion performance improvement apparatus for ships of this application.   FIG. 5 is a VV cross-sectional arrow view in FIG. 4.   It is explanatory drawing which shows the attachment position of each fin in the conventional boat propulsion performance improvement apparatus.   It is explanatory drawing which shows the attachment position of each fin in the ship propulsion performance improvement apparatus of this application.

Reference explanation

DESCRIPTION OF SYMBOLS 1 Hull 2 Stern frame 3 Boshing 4 Shoe piece 5 Propeller 6 Propeller shaft 7 Rudder 8 Rudder material 9 Fin 10 Fin 11 Fin 12 Fin 13 Fin CL Hull center line SL Line TL Propeller blade tip rotation trajectory 14 fin 15 fin 16 fin

Claims (1)

  In front of the propeller, one fin on the left and right sides and one on the hull center line are provided on the left and right sides, respectively, with a slant angle of 15 ° or less to the hull center line from the side of the boshing. A marine vessel propulsion performance improving device, wherein the three fins are twisted so that the water flow can be changed in the direction opposite to the rotational direction in which the propeller generates thrust forward.

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