JP2011140293A - Propulsion performance improving device for vessel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a propulsion performance improving device for a vessel having a superior effect with a comparatively simple constitution preventing an increase of resistance of the device itself, while increasing improvement of propulsion efficiency by reducing rotating flows on a rear side of a propeller by increasing swirling water flows of an opposite direction of a propeller advancing rotating direction to make the swirling water flows flow in the propeller. <P>SOLUTION: This propulsion performance improving device includes rear fins 14, 15, 16 and 19 having twisting angles larger than those of conventional fins at mounting positions of the conventional fins, and includes front fins 20 and 21 having twisting angles smaller than those of the conventional fins in the front region. Resistance in the front fins 20 and 21 and the rear fins 14, 15, 16 and 19 therefore is not increased as compared with the conventional fins, and a propeller rear rotating flow reduction effect is increased than that in the conventional propulsion performance improving device. As a result, the propulsion performance improving effect is better than that in the conventional propulsion performance improving device, and there is an effect that required horsepower is reduced when a hull is navigated. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

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

  FIG. 1 is a side view of a stern portion when a conventional marine vessel propulsion performance improving device is installed, and FIG. 2 is a 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). Supported by

On the other hand, as shown in FIGS. 1 and 2, the marine vessel propulsion performance improving device that has been conventionally invented protrudes radially from the boshing 3 from the side to the upper side of the boshing 3, and the fins 9, fins 10, and fins 11 are projected. The fins 12 and the fins 13 are fixedly provided on the bossing 3. In this case, the fins 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. In FIG. 2, TL 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 perpendicular to the hull center line CL through the core of the propeller shaft 6.
Utility model registration No. 3093097

  When the hull 1 in which a conventional marine vessel propulsion performance improving device is installed is traveling forward, the water flow at the stern portion is rotated by the propeller 5 by the action of the fins 9, fins 10, fins 11, fins 12 and fins 13. The direction is changed in the direction opposite to the direction and flows into the propeller 5. As a result, the rotational flow in the same direction as the propeller 5 generated behind the propeller 5 is reduced as compared with the case where the marine vessel propulsion performance improving device is not provided, corresponding to the decrease in the rotational flow. The propulsion performance of the hull 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 opposite to the rotation direction of the propeller 5 by the action of 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 reduces the rotational flow behind the propeller 5 and improves the propulsion performance by flowing into the propeller 5 instead is shown as the propulsion performance improvement effect. In that case, when the twist angle of each fin 9, fin 10, fin 11, fin 12 and fin 13 is increased, the so-called fin effect of the propulsion performance improving component due to the decrease in the rotational flow behind the propeller 5 is increased, but beyond that The resistance increasing component of each fin itself exceeds the above, and there is a problem that the propulsion performance improvement effect exceeding a certain limit cannot be obtained and reaches a peak.

Means for Solving the Invention

  Therefore, the present invention is characterized in that a plurality of front fins are provided in front of the plurality of rear fins on at least the side where the wings of the propeller ascend when the hull moves forward.

The invention's effect

  As a result, according to the marine vessel propulsion performance improving device of the present application, the water flow is once changed by the action of the front fin in the direction opposite to the propeller forward rotation direction, and then the water flow is again reversed by the action of the rear fin from the propeller forward rotation direction. By changing to, the swirling water flow in the direction opposite to the propeller forward rotation direction is increased compared with the conventional one and allowed to flow into the propeller, thereby increasing the reduction in the rotational flow behind the propeller and increasing the propulsion efficiency. The increase in resistance of each fin itself is prevented. As a result, a propulsion performance improvement effect exceeding the limit of the propulsion performance improvement effect by the above-mentioned conventional one can be obtained, and it has an excellent effect by a relatively simple configuration, which can be said to be very effective industrially.

  Hereinafter, the marine vessel propulsion performance improving apparatus according to the first embodiment of the present application will be described with reference to the drawings. FIG. 3 is a side view of the stern part. FIG. 4 shows a sectional view taken along the line IV-IV in FIG. FIG. 5 shows a VV cross-sectional arrow view in FIG. 3, 4, and 5 show a case where thrust is generated forward when the propeller 5 is clockwise when viewed from the rear. 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, so that the description thereof is omitted. The rear fin 14, the rear fin 15, the rear fin 16, the rear fin 17, the rear fin 18, and the rear fin 19 are fixed to the bossing 3 so as to protrude radially from the core of the propeller shaft 6. At that time, the fins are twisted so that the water flow can be changed in the direction opposite to the forward rotation direction of the propeller 5. The rear fin 16 is also fixed to the stern frame 2, and the rear fin 19 is also fixed to the stern frame 2 and the shoe piece 4. On the other hand, when the propeller 5 is rotating forward, the front fin 20 and the front fin 21 protrude radially from the core of the propeller shaft 6 in front of the rear fins on the heel side where the propeller blades rise. It is fixed to the hull 1. At that time, the front fin 21 is installed at a position such that it projects substantially halfway between the rear fin 14 and the rear fin 15 as projected from the rear. The front fin 20 is fixed to the hull 1 so as to protrude obliquely downward from an orthogonal line SL passing through the center of the hull center line CL and the propeller 6.

  The twist angles of the front fin and the rear fin will be described in detail below in comparison with the conventional one. An example of the conventional fin 9 on the heel side where the propeller blade rises when the propeller 5 is rotating forward, and the angle of attack of the flow with respect to the fin 9 and the change in flow due to the fin action will be described with reference to FIG. The hull flow R1 is an angle α1 with respect to the orthogonal line SL passing through the core of the hull center line CL and the propeller shaft 6 and orthogonal to the orthogonal line SL. The fin 9 is installed at an angle of the mounting angle θ1. As a result, the flow R1 is changed in direction and flows into the propeller 5 as an R2 flow having an angle of the flow angle β1 with respect to the orthogonal line SL. As a result, the upward flow originally becomes a downward flow, and a flow in the direction opposite to the forward rotation direction of the propeller 5 is generated. On the other hand, the case of the present application will be described with reference to FIGS. 7 and 8 in comparison with the conventional case described above. First, the flow R1 around the hull rises at an angle α1, and in order to make the angle of attack γ2 smaller than the conventional angle of attack γ1, the mounting angle with respect to the orthogonal line SL is larger than that of the conventional one. The front fin 20 is installed in the hull 1 with the reduced θ2. As a result, the flow R3 changed by the action of the fin 20 becomes a downward flow having a smaller flow angle β2 than the conventional flow angle β1 with respect to the orthogonal line SL and flows into the rear fin 14. As shown in FIG. 8, the rear fin 14 is installed on the bossing 3 at an angle of the attachment angle θ3 with respect to the orthogonal line SL in order to make the angle of attack γ3 with respect to the flow R3 of the rear fin 14. As a result, the flow R4 creates a downward flow with an angle β3 with respect to the orthogonal ship BL, and the forward flow of the propeller 5 is stronger because the downward flow degree is stronger than the downward flow R2 with an angle β1 in the conventional case. Since the rotation and the reverse flow are increased and flow into the propeller 5, the rotational flow behind the propeller 5 is greatly reduced as compared with the conventional case. At that time, since the angle of attack with respect to the flow is also set smaller in the front fin 20 and the rear fin 14 than in the conventional one, even if the resistance of the front fin and the rear fin itself is combined, it is almost increased from the conventional one. There is nothing. The front fin 21 and the rear fin 15 also have the above-described action. In the opposite side, the upward flow around the hull is opposite to the forward rotation of the propeller 5, so no front fin is provided, and the rear fin 16, the rear fin 17 and the rear fin 18 are the same as in the conventional case. And a rear fin 19 is provided between the boshing 3 and the shoe piece 4. Since these operations and effects are the same as the conventional ones, the description thereof is omitted.

  When the hull 1 in which the marine vessel propulsion performance improving apparatus shown in the first embodiment of the present application is installed is traveling forward, the water flow at the stern portion is rotated by the front fin 20 and the front fin 21 in the rotational direction of the propeller 5. It is changed in the opposite direction and flows backward, and is further changed in the direction opposite to the rotation direction of the propeller 5 by the action of the rear fin 14, the rear fin 15, the rear fin 16, the rear fin 17, the rear fin 18 and the rear fin 19. It 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 conventional marine vessel propulsion performance improving device is provided. Therefore, the propulsion performance of the hull is improved corresponding to the reduction of the rotational flow, and as shown in FIG. 9, the required horsepower of the main engine is reduced compared with the case where the conventional propulsion performance improvement device is installed, and the propulsion performance for the ship. This is shown as a greater required horsepower reduction effect than when no improvement device is installed. FIG. 9 shows a so-called required horsepower curve in which the horizontal axis represents the ship speed and the vertical axis represents the required horsepower. In FIG. When equipped with the marine vessel propulsion performance improving device, the alternate long and short dash line indicates the case when the marine vessel propulsion performance improving device is equipped.

  Next, FIG. 10 shows a second embodiment of the present application. 10 shows the VV cross-sectional arrow view in FIG. 3 in the same manner as FIG. 5 in the first embodiment, but the front fin 22 and the front fin 23 are provided on the opposite side of the first embodiment. The front fin 20 and the front fin 21 are installed and configured at substantially symmetrical positions. The front fin 22 and the front fin 23 are twisted so that the water flow can be changed in the direction opposite to the rotation direction of the propeller 5, but the front fin 20, the front fin 21, the front fin 22, and the front fin Each of 23 has a different twist angle.

  When the hull 1 equipped with the marine vessel propulsion performance improving device of the second embodiment of the present application is traveling forward, the wing of the propeller 5 is lowered when the propeller 5 is rotating forward as compared to the first embodiment. The flow around the hull 1 is changed in the direction opposite to the rotation direction of the propeller 5 by the action of the front fin 22 and the front fin 23, and further changed in the direction opposite to the rotation direction of the propeller 5 by the action of the rear fin 17 and the rear fin 18. And flows into the propeller 5. These fluid mechanisms are the same as described in the first embodiment. On the side where the wings of the propeller 5 are lowered, the upward flow around the hull is opposite to the forward rotation of the propeller 5 as described above. Since it is oriented, the effect is smaller than the case of the heel side shown in the first embodiment.

  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 side view of the stern part which shows the propulsion performance improvement apparatus for ships of 1st Example of this application.   FIG. 4 is a sectional view taken along the line IV-IV in FIG. 3.   It is a VV cross section arrow directional view in FIG.   It is explanatory drawing of the effect | action of the fin in the conventional boat propulsion performance improvement apparatus.   It is explanatory drawing of the effect | action of the front fin in the propulsion performance improvement apparatus for ships of this application.   It is explanatory drawing of the effect | action of the rear fin in the ship propulsion performance improvement apparatus of this application.   It is a comparison figure of required horsepower.   It is a VV cross-sectional arrow view in FIG. 3 which shows 2nd Example 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 Rotation locus θ1 of the blade tip of the TL propeller 5 Fin mounting angle θ2 relative to the orthogonal line SL Fin mounting angle θ3 relative to the orthogonal line SL Fin mounting angle α1 relative to the orthogonal line SL Flow angle β1 relative to the orthogonal line SL Flow relative to the orthogonal line SL The angle β2 of the flow with respect to the orthogonal line SL The angle of the flow β3 with respect to the orthogonal line SL The angle of attack γ2 of the flow with respect to the fin The angle of attack γ3 of the flow with respect to the fin The angle of attack of the flow with respect to the fin R1 The flow R2 The flow R3 The flow R4 The flow 14 15 Rear fin 16 Rear fin 17 Rear fin 18 Rear fin 19 Rear fin 20 Front fin 21 Front fin 22 Front fin 23 Front fin

Claims (1)

  In the front area of the propeller, a plurality of fins that protrude radially from the right side to the upper area of the boshing are provided in the boshing, and the fins are twisted to change the water flow in the direction opposite to the propeller forward rotation. In the marine vessel propulsion performance improving apparatus, a plurality of rear fins having substantially the same configuration as the plurality of fins and having different twist angles are provided at the installation positions of the plurality of fins, and at least a propeller in a front region of the rear fins A marine vessel propulsion performance improving device, comprising: a plurality of front fins provided on the heel side where the propeller blades rise when the propeller is rotating forward.

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