JP2014118096A - Marine propulsion device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a marine propulsion device that has great improvement effect by integrating the versatility and implementation cost without being affected by the size and speed of a ship, when generally examining an effect as a propulsion device from a viewpoint of an energy-saving technique of a ship, by effectively utilizing a V-shaped wave energy generated in a stern and converting it into propulsion power of a ship.SOLUTION: A marine propulsion device is characterized by: providing a horizontal fin 4 extending substantially horizontally to a steering shaft 3 of a stern; forming a leading edge of a cross section of the horizontal fin to face the lower direction slightly, and a trailing edge to face the rear substantially horizontally, which is formed in a similar shape as an airfoil cross section of an aircraft; disposing two pieces of vertical fin 5 symmetrically with respect to the steering shaft in upper and lower surfaces in the horizontal fin; and forming the leading edge of the cross section of the vertical fin to face rather outside of a ship body, and the trailing edge to face the rear of the ship body substantially in parallel, which is formed in the similar shape as the airfoil cross section of the aircraft.

Description

  The present invention relates to a marine vessel propulsion device, and in particular, converts a wave generated at the stern into a propulsive force, resulting in a reduction in resistance associated with the running of the vessel and a reduction in fuel consumption, thereby improving economic efficiency. The present invention relates to a marine propulsion device.

  As a method for reducing the resistance of the stern, which is generally used at present, there is a method in which a guide plate is attached along a gentle inclination of the bottom of the ship so as to arrange the water flow to the propulsion device. Further, there is a type in which a rectifying fin is provided between two propellers in order to change the twisted wake of the propeller into propulsive force.

  With regard to the former propulsion device, it seems that a certain effect is obtained for a specially shaped ship called a paddock hull form, but it is not widely applicable, and in many general hull forms, the stern of the entire hull is generated. After the stern pushes up the water surface at the stern, it remains as a large V-shaped wave, and energy is lost. The latter propeller that attempts to rectify the wake has an effect of directing the upward flow in the horizontal direction, but does not have the effect of converting the V-wave generated at the stern into propulsive force.

JP2004-136781 JP20111097044A

The technical background is that fossil fuels are almost exhausted, and the practical application of technology that has the effect of reducing the amount of fuel used for operation is an immediate issue. In the known technology, there are many improved methods related to the propulsion device, but there is no method that can be widely applied to yachts and the like and that can substantially convert the stern wave energy into thrust.
There is a need for a method that can be easily applied to existing ships, is inexpensive, and can produce a propulsive force in a wide range of use.

  The problem to be solved by the present invention is comprehensively studied from the viewpoint of energy saving technology of the ship, and is not affected by the size, speed, and propulsion method of the ship. It is intended to provide a marine propulsion device that has a significant improvement effect by integrating costs.

  Means for solving the above-mentioned problem of the present invention is that a stern steering shaft is provided with a lateral fin extending in a substantially horizontal direction, the front edge of the cross section of the fin is directed slightly downward, and the rear edge is substantially horizontally rearward. It is formed to have a shape similar to that of an airfoil cross section of the aircraft, and two vertical fins are arranged on the upper and lower surfaces of the horizontal fin as a target with respect to the steering shaft. For a ship characterized in that the front edge of the cross section of the vertical fin faces a little outside the hull and the rear edge faces the rear of the hull almost in parallel to form a shape similar to an airfoil cross section of an aircraft. The propulsion device is provided.

  During driving, the water pushed by the hull at the bow becomes an upward flow from the bottom at the stern, and flows toward the center from the sides of the stern. The energy is lost. As the speed of the ship increases, this wave resistance becomes much greater than the frictional resistance between water and the ship's flank and occupies much of the propulsion resistance. When the upward flow from the bottom of the ship is changed horizontally by a horizontal fin, a force similar to the lift of the aircraft acts on the horizontal fin, and a component in the propulsion direction of this lift becomes a propulsive force. Further, when a spilling wave from the side surface is bent by a vertical fin into a flow parallel to the rear of the hull, a force similar to the lift of the aircraft acts on the vertical fin, and a component in the propulsion direction of this lift becomes a propulsive force. If only one of the vertical and horizontal fins is used, the water flow will escape in a direction in which it can easily flow, so a sufficient effect cannot be obtained. The above effect has been confirmed in an aquarium experiment and an actual outdoor navigation experiment. In this case, the stern V-shaped wave is small, and the effect of vertical fins and horizontal fins according to this proposal has been proved. In the state where there is one vertical fin as in the case of a normal rudder, the energy of the flow from the side surfaces on both sides of the stern toward the center is canceled and cannot be converted into thrust.

FIG. 1 is a side view showing an embodiment of the present invention. FIG. 2 is a rear view showing an embodiment of the present invention. FIG. 3 is a bottom view showing an embodiment of the present invention. FIG. 4 is a bottom view showing another embodiment of the present invention.

  The embodiment for simplifying and realizing in the range which does not impair the function of the vessel propulsion device of the present invention is shown.

FIG. 1 is a side view showing an embodiment of a marine vessel propulsion apparatus according to the present invention, FIG. 2 is a rear view of the embodiment of the present invention as viewed from the rear side of the hull, and FIG. 3 is an embodiment of the present invention. It is the shown bottom view.
1, 2, and 3, a steering shaft 3 is rotatably provided on the stern portion 2 of the hull 1 of the ship, and a horizontal lateral fin 4 is provided on the steering shaft 3. Further, the horizontal fin 4 has two vertical fins 5 disposed on the upper and lower surfaces thereof with respect to the steering shaft 3. The cross section of the horizontal fin 4 has a shape similar to the cross section of an aircraft having a camber as a whole, with the leading edge curved slightly downward along the shape of the stern part 2 and the trailing edge substantially oriented horizontally. ing. The cross section of the vertical fin 5 is a camber as a whole when the steering angle is 0 degree and the front edge is slightly outside along the shape of the stern part 2 and the rear edge is substantially parallel to the rear of the hull 1. It is made into the shape similar to the wing cross section of the aircraft which has. Since the horizontal fins 4 and the vertical fins 5 are attached to the steering shaft 3, they naturally rotate together with the steering shaft 3 during steering. In the case of the present plan, the positional relationship among the propeller for propulsion, the horizontal fins 4 and the vertical fins 5 is not stipulated, but naturally there is a difference in effect due to the positional relationship. The vertical fin 5 has an effect as a rudder, and needless to say, it is provided at a position where it does not interfere with the propeller due to the swing angle of the steering shaft. If necessary, a plurality of vertical fins 5 may be attached to both sides of the horizontal fin 4.
[Operation]

The operation of the marine vessel propulsion device of the present invention shown in the above embodiment will be described.
As described in the section of the effect of the invention, the water pushed by the hull at the bow of the ship during the traveling flows upward from the bottom of the ship as indicated by the broken arrow in FIG. 1, and from the sides on both sides, the broken line in FIG. As shown by the arrow, it flows toward the center, gathers behind the stern, pushes up the water surface, and then becomes a V-shaped wave, losing its energy. When the upward flow from the bottom of the ship is changed to the horizontal direction by the horizontal fin 4, a force similar to the lift of the aircraft as shown in FIG. 1 acts on the horizontal fin 4, and the component L1 in the propulsion direction of this lift becomes the propulsive force. . Further, when the spilling wave from the side is bent by the vertical fin 5 into a flow parallel to the rear of the hull, a force similar to the lift of the aircraft as shown in FIG. 1 acts on the vertical fin 5 and the component L2 in the propulsion direction of this lift Is the driving force. In a state where there is one vertical fin as in a normal rudder, the energy of the flow from the side surfaces on both sides of the stern toward the center is offset by the left and right and cannot be converted into thrust. The arrangement of the vertical fins 5 is extremely important. Some yachts have two rudders on the left and right, but there is no equivalent to the horizontal fin 4 and there is no shape that can increase the propulsive force as in this proposal. However, as shown in FIG. 4, a normal ship having two steering shafts is provided with a horizontal fin 4 for each, and a vertical fin 5 is added thereto, so that the arrangement is substantially the same as described above. Doing so does not depart from the spirit of the proposal. Furthermore, as shown in FIGS. 1 and 3, the fact that the front edges of the horizontal fins 4 and the vertical fins 5 are tilted rearward is to prevent floating substances and the like from being caught when sailing on the ocean.

  As is apparent from the above description, the marine vessel propulsion device of the present invention can convert the V-shaped wave generated at the stern into propulsive force by simply attaching the horizontal fin and the vertical fin to the steering shaft near the stern of the hull. This effect is not affected by the speed and size of the ship and can be applied to a wide range of applications. It can be easily installed on existing ships, and the structure is simple and its cost is high. Therefore, it can be put into practical use at an early stage and can easily realize an energy saving effect, and its industrial power enhancement effect on the ship industry is extremely remarkable.

1 Hull 2 Stern 3 Steering shaft 4 Horizontal fin 5 Vertical fin

Claims (2)

A horizontal fin extending in the horizontal direction is provided on the stern steering shaft, and the front edge of the cross section of the horizontal fin faces slightly downward, and the rear edge is substantially horizontal. The vertical fin has two vertical fins on the top and bottom sides of the horizontal fin. The front edge of the vertical fin cross section is slightly outside the hull when the steering angle is 0. The marine vessel propulsion device is formed so as to have a shape similar to a cross section of an airfoil when the rear edge faces the rear of the hull substantially in parallel. Similar to the airfoil cross section of the stern, with two horizontal fins extending in the horizontal direction on the two stern steering shafts, with the front edge of the horizontal fin facing slightly downward and the rear edge facing substantially rearward The vertical fins are provided in the vicinity of the two steering shafts, and the front edge of the cross section of the vertical fins faces slightly outside the hull when the steering angle is 0, and the rear edge is almost A marine vessel propulsion device characterized in that it has a shape similar to an airfoil cross section of an aircraft as it faces the hull in parallel.

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