JP2013252774A - Marine vessel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a marine vessel improved in propulsion performance and steering performance.SOLUTION: A water current forming path 3 is formed on a ship bottom 2. A propeller 6 is arranged in the water current forming path 3 and a steering 8 is arranged at the back of the propeller 6. The movable side of the steering 8 is arranged toward the stem direction. As a result, a rapid water current is generated in the water current forming path 3 by action of the propeller 6, to thereby increase the thrust force and enhance the propulsion performance, and the rapid water flow rate in the water current forming path 3 is applied on the steering 8 to increase the steering performance. In a marine vessel 1 with an outboard motor, a vertical groove is formed in a stern 4, so that the outboard motor can be lowered and exchanged in the water current forming path 3 through the vertical groove, and a countermeasure in the event of failure can be simply performed by oneself, and a boat can be pulled out onto a sand beach or can be pulled back out of water as it is, because a propeller portion of the outboard motor is set back from the ship bottom surface.

Description

  The present invention relates to a ship such as a motor boat, a pleasure boat, a passenger ship, a cargo ship or a warship, a boat with an outboard motor, and more particularly to improve the propulsion performance in these ships to save energy, and in addition to the steering performance. The present invention relates to an improved ship, and in addition to a ship for rescue, which relates to a ship whose steering is not hindered by floating substances on the water surface, obstacles in the water, and the like.

In current ships, propellers (screws) and rudders for propulsion are exposed at the rear bottom of the hull, and this form has basically not changed since it was propelled by power.
On the other hand, there are many proposals to improve the propulsion performance and the steering performance.

Improve propulsion performance
(Japanese Patent Laid-Open No. 2011-225169) In a ship provided with a stern tube that protrudes from the stern to the stern rearward and supports the rotation shaft of the propeller so as to be rotatable, the stern is disposed on each of the left and right sides of the stern. A ship provided with fins that extend from the stern portion near the stern tube toward the outside in the width direction of the hull and upward in the hull direction, and shield the stern vortex S generated in the stern portion from the vortex center X of the stern vortex S in the radial direction.

(Japanese Patent Laid-Open No. 2011-140293) By increasing the swirling water flow in the direction opposite to the propeller forward rotation direction and flowing it into the propeller, the propulsion efficiency is improved by increasing the decrease in the rotary flow behind the propeller and increasing the propulsion efficiency. As a ship propulsion performance improvement device that can prevent an increase in its own resistance and has a superior effect with a relatively simple configuration, a rear fin having a larger twist angle than that of the conventional fin is provided, and a front fin is provided in the front region thereof. By providing the front fin having a smaller twist angle, the resistance of the upper fin and the rear fin itself is not increased as compared with the conventional one, and the propeller rear rotating flow reducing effect is increased as compared with the conventional one. Ships with improved propulsive performance compared to conventional ones and reduced horsepower when the hull sails.

In order to improve the propulsion performance of a ship in which the propeller is prevented from being damaged by the vortex generated by the reaction fin, the propulsion performance improving device is turned in the direction opposite to the propeller rotation direction. A plurality of reaction fins arranged on the front side of the propeller so as to generate a flow and extending radially about the rotation axis S of the propeller include reaction fins extending obliquely upward and reaction fins extending horizontally or obliquely downward The first distance from the rotation axis S to the tip of the reaction fin is larger than the propeller radius of the propeller. The second distance from the rotation axis S to the wing tip of the reaction fin is set smaller than the propeller radius.

Improved steering performance
(Unexamined-Japanese-Patent No. 2009-119934) With the improvement of the lower end part of the ship rudder which had the side shape of the inverted trapezoid used conventionally, while aiming at the reduction | decrease of rudder resistance during a straight advance of a ship by simple means, In order to reduce the rudder resistance at the time of a small rudder angle as much as possible and to improve the maintenance performance of the ship, the rudder provided at the stern is attached to the lower end of the rudder body having an inverted trapezoidal shape. It is equipped with an appendage as a flat spindle having a longitudinal section of the mold so as to slightly protrude outward, and the center line of the longitudinal section of the appendage is inclined obliquely upward and rearward. When the inclination angle α is set to 4 to 10 degrees, the additional component generates lift by receiving a flow toward the rear of the ship bottom near the rudder during navigation, and its forward component acts as a thrust. In addition to a reduction, the steering force during steering is increased It can be expected.

(Japanese Patent Laid-Open No. 2007-186204) In order to obtain a rudder shape with high pumping that suppresses the increase in rudder resistance as small as possible, the horizontal cross-sectional shape of the rudder main body has a front end shape of an arc shape or a shape similar thereto, The cross-sectional width gradually increases toward the rear of the rudder body to reach the maximum width, and the cross-sectional width decreases while changing from a convex shape on the outside to a concave shape on the outside, and then to the rear end. The rudder shape has a linear portion formed by substantially parallel straight lines and a rear end having a finite width.

(Japanese Patent Laid-Open No. 2005-246996) A ship capable of efficiently improving the propulsion performance by efficiently converting the rotational energy of the propeller-future downstream of the shaft into lift to improve the rudder performance by increasing the rudder area. In order to obtain a rudder for a ship, in a rudder arranged behind a propeller of a ship, a propeller wake is provided between the rudder body and a fin that generates lift by receiving the wake of the propeller in front of or obliquely forward of the rudder body. It has a gap S to flow in and is provided so that the span direction of the fins is the vertical direction of the rudder.

However, in the above propulsion performance improving means, since the propeller is entirely located in the water, the resistance acting on the propeller is subjected to wave resistance and the thrust is reduced, and the thrust toward the rear is dispersed. Therefore, the thrust generated by the propeller is considerably reduced.

Next, in the means for improving the steering performance, the resistance of water acting on the rudder becomes the steering force. In this case as well, the rudder is entirely located in the water. The steering force generated by the contact is dispersed in the surrounding water, and a sufficient steering force cannot be obtained.

The problems described above have been improved and proposed as eternal problems for ships, but no definitive improvement plan has been proposed to date.

  Also, in the case of a conventional ship with a rescue boat or outboard motor, there is a risk of suspending the surface of the water or damaging the propellers and rudder due to rocks due to thin water. May not be close.

  Also, in the case of boats with outboard motors etc., if the outboard motor breaks down, it will not be possible to return to the sea, so usually a spare machine is loaded, but it takes time and effort to change this spare machine, especially when one person is alone. There is a problem. Also, in the case of a boat with an outboard motor, it is necessary to lift the outboard motor to the ship one by one because the propeller will get in the way when it is pulled up to the ground (sandy beach) or returned from the ground to the water. It is.

  The object of the present invention is to improve the propulsion performance to reduce the amount of fuel and to improve the steering performance to ensure the safety of navigation. The object is to provide a ship capable of exchanging outboard motors.

  In order to achieve the above object, the invention according to claim 1 is characterized in that a water flow formation path is formed at the bottom of the ship, a propeller is disposed in the water flow formation path, and a rudder is disposed behind the propeller, and the movable side of the rudder Is characterized by improved propulsion and steering performance characterized by being directed in the bow direction.

According to the present invention, since the propeller is located in the water flow formation path, the thrust generated by the propeller creates a strong water flow concentrated in the rear in the water flow formation path, and the water flow is strong from the outlet opening at the stern. Because it is released as a jet stream, the propulsive force acting on the ship is significantly improved by the addition of the propeller thrust and the thrust of the jet stream compared to the thrust of the conventional propeller that was exposed entirely in the water. In addition, the speed of the ship and the fuel cost can be reduced.

  In addition, the rudder direction is not backwards, but the movable side is forward (the rudder is opposite to the conventional direction), so that the strong water flow generated by the propeller is received by this forward rudder and the steering force As a result, the turning radius can be reduced as compared with the conventional case to improve the steering performance and to avoid danger in the event of an emergency.

Next, the invention according to claim 2 is characterized in that, in the ship according to claim 1, the bow side of the water flow forming path is formed so as to continue from the bottom of the ship via the slope to the road bottom. It is what.

According to the present invention, the water flow formation path gradually becomes deeper through the slope from the middle of the ship bottom, so no vortex flow is generated in the water flowing into the water flow formation path, and thus the flow resistance can be minimized. .

Next, the invention according to claim 3 is characterized in that, in the ship according to claim 1, a water flow is formed in the water flow formation path from the opening on the bow side of the water flow formation path on the bow side. It is.

According to the present invention, it is practical for a relatively small ship, and in accordance with the invention according to claim 2, it is possible to improve the straight running performance of the ship and suppress the inclination of the ship due to waves.

Next, according to a fourth aspect of the present invention, in the boat according to any one of the first to third aspects, the water flow forming path is formed in a symmetrical position with respect to the center line of the bottom of the ship. A propeller and a rudder are arranged in each water flow formation path.

According to the present invention, high-speed performance can be improved by putting it to practical use in a small boat such as a motor boat.

Next, according to a fifth aspect of the present invention, in the ship according to any one of the first to fourth aspects, the water flow formation path is formed by parallel partition walls formed to protrude from the surface of the ship bottom. It is a feature.

According to the present invention, since the water flow formation path can be formed simply by providing the bulkhead on the surface of the ship bottom without changing the strength calculation of the hull, the present invention can be easily implemented, and the cost can be reduced. .

Next, the invention according to claim 6 is the ship according to any one of claims 1 to 5, wherein the ship includes a motor boat, a small ship, a large ship or a warship. .

  Next, in the invention according to claim 7, in the case where the ship according to claim 1 is equipped with an outboard motor, a longitudinal groove is formed on the stern surface of the ship on the stern surface of the ship. The propeller is configured to be located in the water flow formation path via the route.

  According to the present invention, the outboard motor can be easily replaced by one person at sea, and in the case of a rescue boat or fishing boat, the propeller can be moved from the bottom of the ship even in places where it cannot be approached by floating objects or thin water. Because it is retracted in the back, you can easily get over the obstacles and reach the destination or sail. Further, since the propeller part is drawn into the water flow formation path from the bottom of the ship, it can be pulled up on the sandy beach as it is or can be pulled back into the water, and there is no worry of damaging the propeller or rudder.

  According to the present invention, since the propeller and the rudder are disposed in the water flow formation path, the propulsion performance is improved, the fuel amount can be reduced, and the steering performance is improved.

Explanatory drawing of the ship which concerns on this invention Side view for explanation of water flow formation path, propeller and rudder Plan view for explanation of water flow formation path, propeller and rudder Rear view for explanation of water flow formation path, propeller and rudder Illustration of water flow formation path Explanatory drawing of the Example which formed the water flow formation path, the propeller, and the rudder in the symmetrical position of the ship bottom Explanatory drawing of the Example which formed the water flow formation way with the dam wall in the ship bottom Explanatory drawing of the bottom of the outboard motor Side view of outboard motor Front view of outboard motor viewed from stern direction Side view of the outboard motor installed (A)-(C) Explanatory drawing of the steering example of an outboard motor

Embodiments of the present invention described in claims 1 and 2 will be described in detail with reference to FIGS.
1 to 4, reference numeral 1 denotes the entire ship, and 2 denotes the ship bottom. 3 is a water flow formation path formed toward the stern 4 in the center of the ship bottom. This water flow formation path 3 is formed with a gentle slope 5 on the bow side and a cross section toward the stern 4 side. It is a water channel formed in an inverted U shape.

  Reference numeral 6 denotes a propeller disposed in the water flow formation path 3 on the stern 4 side thereof, and is driven by the power source 7.

  8 is a rudder disposed between the propeller 6 and the stern opening 3a of the water flow formation path 3, and this rudder 8 is attached to the counter shaft 9 so that the movable side 8a faces the bow side. Therefore, steering is performed by the steering machine 10.

  In the ship having the above configuration, a water flow is generated in the water flow formation path 3 by the rotation of the propeller 6, and the ship 1 moves forward by this water flow. Of course, when the propeller 6 rotates counterclockwise, the ship 1 moves backward.

  When the movable side 8a of the rudder 8 is rotated to the left (counterclockwise) by a certain angle in accordance with the forward movement, the flowing water in the water flow formation path 3 hits the front surface of the rudder 8, and the stern 4 is swung counterclockwise. As a result, the ship 1 makes a left turn.

  When the rudder 8 is rotated in the clockwise direction, the ship 1 turns right as opposed to the above.

  In this way, the propeller 6 of the ship 1 rotates in the restricted space (in the water flow formation path 3) and moves forward by obtaining reaction force from the water in the restricted space, so that the thrust by the propeller 6 is effective. It is transmitted to the water in the water flow formation path 3 and becomes a large driving force and is transmitted to the ship 1. Further, the water in the partitioned space in the water flow forming path 3 flows out as a jet flow from the opening 3 a of the stern 4, so that the thrust by the jet flow also acts on the ship 1.

  On the other hand, since the rudder 8 is formed forward, the flowing water in the water flow formation path 3 hits the rudder 8 and flows from the space opposite to the direction of the rudder 8 to the stern 4 side. It is further increased by. In this regard, in the case of a conventional rearward rudder, only the resistance of water acting on the rudder contributes to the turning force, and thus the turning radius has to be increased.

  The present embodiment 2 corresponds to the invention described in claim 3, and, as shown in FIG. 5, the inlet 3b is opened on the bow 1a side in the water flow forming path 3, and this form is relatively This is effective for small vessels.

  The third embodiment corresponds to the invention described in claim 4, and as shown in FIG. 6, the water flow formation path 3, the propeller 6, and the rudder 8 are formed at the left and right symmetrical positions on the ship bottom 2. It can be applied to small ships.

  The fourth embodiment corresponds to the invention described in claim 5 and, as shown in FIG. 7, the water flow forming path 3 is not formed in the inverted U-shaped cross section on the ship bottom 2 as in the first embodiment. The weir walls 11a and 11b are projected in parallel to the surface of the ship bottom 2, and the space between the weir walls 11 and 11a is formed as a water flow formation path 3, which reduces construction costs and prevents volume reduction in tankers and large ships. It is valid.

Comparative Example 1

The performance of the ship implementing the present invention and the conventional ship were compared under the same conditions for the size, weight, engine output, and fuel of the hull (boat). This comparative example is shown in Table 1.

  The fifth embodiment corresponds to the invention of claim 7 and relates to a boat with an outboard motor or a rescue boat.

In the fifth embodiment, the configuration of the water flow formation path 3 is the same as that of the first embodiment, but the vertical groove 13 that follows the water flow formation path 3 is formed on the stern surface 4a of the boat or rescue boat 12, and the outboard motor 14 is installed. When the spare outboard motor 14a is exchanged by forming the vertical groove 13 in this manner, it is installed from the shipboard. The propeller 6 can be positioned in the water flow formation path 3 simply by pulling up the outboard motor 14 that has failed and lowering the spare machine 14a.

  Therefore, the outboard motor 14a can be easily replaced in a short time by one person and the propeller 6 does not protrude outward from the bottom surface. Can be pulled back into the water. 11 and 12, reference numeral 15 denotes a guard plate piece for preventing the propeller 6 from being damaged, and this plate piece 15 may be omitted.

  Reference numeral 16 denotes a clamp for fixing the outboard motor 14.

  12A to 12C are examples of steering by an outboard motor, in which (A) is straight ahead, (B) is a right turn, and (C) is a left turn.

DESCRIPTION OF SYMBOLS 1 Ship 2 Ship bottom 3 Water flow formation path 4 Stern 5 Slope 6 Propeller 7 Power source 8 Rudder 8a Movable side 9 Support shaft 10 Steering machine 11a, 11b Weir wall 12 Rescue boat 13 Vertical groove 14 Outboard motor 14a Spare outboard motor 15 Guard plate

Claims (7)

  Propulsion and steering characterized in that a water flow formation path is formed at the bottom of the ship and a propeller and a rudder are disposed behind the propeller in the water flow formation path, and the movable side of the rudder is directed in the bow direction. A ship with improved performance.   2. The ship according to claim 1, wherein the bow side of the water flow formation path is formed so as to continue from the ship bottom to the road bottom via a slope.   The ship according to claim 1, wherein a water flow is formed in the water flow formation path from the opening on the bow side of the water flow formation path.   The said water flow formation path is formed in the left-right symmetric position on the boundary of the center line of a ship bottom, and the propeller and the rudder are arrange | positioned in each water flow formation path of Claim 1 thru | or 3 characterized by the above-mentioned. The ship according to any one of the above.   The ship according to claim 1, wherein the water flow formation path is formed by a parallel partition wall that protrudes from the surface of the ship bottom.   The ship according to any one of claims 1 to 5, wherein the ship includes a motor boat, a small ship, a large ship, or a warship. When the ship is an outboard motor, a longitudinal groove is formed on the stern surface of the ship so as to follow the water flow formation path, and the outboard motor is mounted in the longitudinal groove. The ship according to 1.

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