JP5426699B2 - 2-axis twin skeg ship - Google Patents

Description

  The present invention relates to a twin-screw twin-skeg ship, and more specifically, a forward flow is obtained by using a wing in an upward flow flow inside the skeg, and an asymmetric flow that rectifies the flow inside the skeg and flows into the propeller surface. The present invention relates to a twin-screw twin-skeg ship that can suppress and reduce propeller vibration.

  As a stern shape of a biaxial ship with two propellers at the stern, the propeller support is formed by a skeg integrated with the hull, and a twin skeg type ship having a tunnel portion between the skegs and the propeller is supported by a shaft bracket There is a shaft bracket type ship.

  In this 2-axis twin skeg ship, the flow outside the skeg flows from the bottom side to the stern rearward along the stern side, as in a normal ship, but the bottom between these skegs gradually headed toward the stern direction. Since it is rising, the inner flow between the skegs passes through a tunnel surrounded by skegs on both sides, and the inner flow between the skegs is an upward flow with little bilge vortex. Since the upward flow is formed in a shape closer to the vertical wall on the inner side of the skeg than on the outer side, the upward flow becomes a relatively uniform flow and the flow velocity is also relatively fast. On the other hand, the flow on the outer side of the skeg has a more complicated shape on the ship side than the inner side of the skeg, and therefore the flow velocity becomes slower.

  Therefore, a diagonal flow from the inner side to the outer side of the skeg occurs on the propeller surface at the rear end of the skeg. Due to this mixed flow, problems such as propeller cavitation occur. Furthermore, since the flow inside and outside the skeg is greatly different, the asymmetry of the flow flowing into the propeller becomes remarkable, and there is a problem that the propeller vibration force such as bearing force is adversely affected.

  Considering the flow between the skegs and the flow outside the skegs, in order to rectify all the stern flows generated on both the inside and outside of the left and right skeg parts, Fins for regulating the descending flow of the stern flow are provided at the required height position of the wall surface so as to protrude in the left-right direction, and the width of the fin on the inside of each skeg portion is the width of the outer fin. There has been proposed a propulsion performance improvement device for a twin-skeg ship configured to be smaller than that (see, for example, Patent Document 1).

This twin-skeg ship propulsion performance improvement device rectifies the stern flow by regulating the downward flow, recovers the pressure loss at the stern caused by the downward flow, reduces hull resistance, and improves the propulsion performance. The use of the energy of the upward flow in the tunnel between the skegs of the twin skeg ship and the reduction of the boundary layer development in the tunnel have not been made sufficiently. In addition, the problem of the vibration force of the propeller is not mentioned.
JP 2006-341640 A

  The present invention has been made in order to solve the above-described problems. The purpose of the present invention is to obtain a forward force using fins in the flow of the upward flow inside the skeg in a displacement type twin-screw twin skeg ship, It is an object of the present invention to provide a twin-screw twin skegg ship capable of reducing propeller vibration force by rectifying the flow inside the skeg with this fin and suppressing the asymmetric flow flowing into the propeller surface.

In order to achieve the above object, a twin-screw twin-skeg ship of the present invention has a chord direction extending in the front-rear direction of the hull between the skegs of a displacement-type twin-screw twin-skeg ship, and is more lateral than the propeller. The front fin, which is not connected from starboard skeg to port skeg, has a T-structured central fin supported on the bottom of the ship by struts, and the direction of the chord extends in the left-right direction of the hull in the longitudinal direction of the hull. A fin disposed behind the central fin and in front of the propeller and cantilevered by the starboard skeg, and the direction of the chord extends in the left-right direction of the hull in the front-rear direction of the hull. And a fin that is cantilevered on the port skeg, and the chord length of all the fins is 0.5% to 3.0% of the length between the normals, and All of the above And then the distance between the ship bottom 20% to 100% of the chord length, is constituted by arranging to obtain advancing force in skeg internal upflow.

  These fins are preferably arranged in the horizontal direction with respect to the left-right direction, that is, the width direction of the fins, but may be inclined with respect to the horizontal direction, and may have the shape of a forward wing or a backward wing. . Moreover, the left-right direction does not necessarily need to be linear, and when viewed from the stern direction, it may be a curved surface shape, a polygonal shape, or the like.

  According to this configuration, a stable lift can be generated by the fins arranged against the relatively clean upflow flow with few bilge vortices inside the skeg, so a part of this lift can be used for the forward force. As a result, propulsion efficiency can be improved.

  In addition, when the tunnel inclination angle increases, the positive pressure gradient along the tunnel increases, so the boundary layer develops more, and the pressure recovery at the stern worsens, increasing the viscous pressure resistance, It can be reduced by fins.

  Correspondingly, the flow inside the skeg is rectified by this fin, and the flow that goes around the outside of the skeg from the tunnel part between the skegs can be suppressed, so the asymmetric flow of the water flowing into the propeller at the rear end of the skeg is symmetrical Can be close to the current flow. As a result, the propeller vibration force can be reduced.

  In the above two-shaft twin skeg ship, as a reference example of the present invention, when fins are formed to communicate from starboard skeg to port skeg, and this fin is formed with full-width wings, the fin can be fixedly supported at the skeg portion. A strut for fixing and supporting the bottom of the ship becomes unnecessary, and resistance can be reduced.

In the above-described two-axis twin-skeg ship, when the fins are arranged in front of the propeller in the longitudinal direction of the hull, forward force can be obtained and the fin rectifying effect on the propeller surface can be further enhanced.

  Alternatively, in the above-described two-axis twin-skeg ship, if the fins are arranged behind the propeller in the longitudinal direction of the hull, the forward force can be obtained and the stern flow can be rectified, so the stern resistance can be reduced. Can do.

  In the above-described two-axis twin skeg ship, when a plurality of fins are arranged, the fins can be arranged at a more appropriate place and each fin can be made smaller than in the case of one fin. The force acting on the fin can be reduced. Therefore, the strength of the fin itself and the strength of the fin support structure can be reduced, and the structure can be simplified.

  According to the twin-screw twin-skeg ship of the present invention, it is possible to improve the propulsion efficiency by obtaining the advancing force by the fins arranged with respect to the upward flow inside the skeg. In addition, the rectifying action of the fins suppresses the asymmetry of the water flow flowing into the propeller and approaches the symmetric flow to reduce the propeller vibration force, or the rectifying action of the fins rectifies the stern flow and Resistance can be reduced.

It is the figure seen from the stern side which shows the 2-axis twin skeg ship used as the reference of this invention. It is a fragmentary sectional side view which shows the stern shape of the biaxial twin skeg ship used as the reference of this invention. It is the figure seen from the stern side which shows the 2-axis twin skeg ship used as the reference of this invention. It is a fragmentary sectional side view which shows the stern shape of the biaxial twin skeg ship used as the reference of this invention. It is the figure seen from the stern side which shows the biaxial twin skeg ship of embodiment which concerns on this invention. It is a fragmentary sectional side view which shows the stern shape of the biaxial twin skeg ship of embodiment which concerns on this invention. It is the figure seen from the stern side which shows the 2-axis twin skeg ship used as the reference of this invention. It is a fragmentary sectional side view which shows the stern shape of the biaxial twin skeg ship used as the reference of this invention. It is the figure seen from the stern side which shows the 2-axis twin skeg ship used as the reference of this invention. It is a fragmentary sectional side view which shows the stern shape of the biaxial twin skeg ship used as the reference of this invention. It is the figure seen from the stern side which shows the biaxial twin skeg ship provided with the fin which supported the both ends strut.

  Embodiments of a twin-screw twin-skeg ship according to the present invention will be described below with reference to the drawings.

  This 2-axis twin skeg ship is a displacement type ship, and corresponds to a bulk carrier, a tanker, an LNG carrier, and the like.

  1 and 2 show a biaxial twin skeg ship 1A which is a reference of the present invention. This 2-axis twin-skeg ship 1A is located in the tunnel between the skegs 2 and 2, that is, between the skegs 2 and 2 of the 2-axis twin-skeg ship 1A. The fins 10 are arranged to extend. That is, the fin 10 is formed as a fin of a full-width wing whose width is extended in a substantially horizontal direction over the entire length between the skegs 2 and 2. In addition, the blade arrangement is a single blade arrangement.

  The fin 10 is formed to communicate from the starboard skeg 2 to the port skeg 2 and is supported by a central strut 11 connected to the ship bottom 3. By connecting the fins 10 to the skegs 2 and 2, the struts on the skeg 2 side of the fins 10, that is, the end portions of the fins can be omitted. Therefore, the resistance can be reduced as compared with the case of supporting with struts, and the wraparound of the water flow can be prevented. Furthermore, the structure is simplified, and the weight can be reduced by the amount that the strut is unnecessary. The central strut 11 can also be omitted depending on the strength of the fin 10.

  The chord length of the fin 10 is preferably 0.5% to 3.0% of the length Lpp between perpendiculars. Within this range, resistance and weight do not become too large, and a forward force can be obtained efficiently. If it is less than 0.5%, the advancing force obtained becomes small, and if it is more than 3.0%, the weight increases, which is inappropriate from the balance with the advancing force obtained. Further, the separation distance from the ship bottom 3 is preferably 20% to 100% of the chord length. If it is this range, the ground effect which assumed the ship bottom 3 as the ground can be acquired, a driving force can be obtained efficiently, and development of a boundary layer can be reduced effectively. Further, the angle with respect to the ship bottom 3, that is, the angle of attack with respect to the flow along the ship bottom varies depending on the cross-sectional shape of the fin 10, but in the case of a normal airfoil cross-sectional shape, the tunnel inclination angle is −20 ° to + 20 °. It is preferable.

  As shown in FIG. 11, the fin 10 can be supported by the struts 11 on both sides without communicating from the starboard skeg 2 to the port skeg 2, but in this case, the shape and direction of the struts 11 on both sides are supported. Can be rectified, the flow on the propeller surface can be further rectified. However, if an appropriate configuration is not possible, the rectifying effect is deteriorated or the forward force obtained by increasing the resistance is reduced. Therefore, when supporting with the strut 11 of both sides, sufficient consideration is required for the shape and arrangement of the strut 11.

  3 and 4 show a biaxial twin skeg ship 1B which is a reference of the present invention. This biaxial twin skeg ship 1B has a plurality of fins 10 extending in the left-right direction in the longitudinal direction of the biaxial twin skeg ship 1B in the tunnel portion between the skegs 2 and 2 above the rotating shaft 4c of the propeller 4. It is arranged and configured. That is, the fin 10 is formed as a full-width blade, but the blade arrangement is a multi-blade arrangement.

  According to this structure, since the flow in each part between the skegs 2 and 2 can be efficiently used, a larger forward force can be obtained and the rectification effect of the water flow can be further improved. In addition, since the individual fins 10 can be made smaller in the case of multiple blades than in the case of a single blade, the force acting on the individual fins 10 is reduced. Therefore, the structure of each fin 10 and its supporting structure is simplified and the strength is also improved.

  5 and 6 show a biaxial twin skeg ship 1C according to an embodiment of the present invention. This 2-axis twin skeg ship 1C has a plurality of fins 10 extending in the left-right direction in the front-rear direction of the 2-axis twin skeg ship 1C in the tunnel portion between the skegs 2 and 2 rather than the rotating shaft 4c of the propeller 4. It is arranged at the top. A part of the fin 10 is cantilevered from the skegs 2 and 2, and the central fin 10 is formed in a T-type structure supported on the ship bottom 3 by a strut 11. None of these fins 10 communicate from the starboard skeg 2 to the port skeg 2. In this way, in consideration of the water flow between the skegs 2 and 2 and the structural aspect, it may be formed with a finite-width wing such as a T-wing, a cantilever wing, or a U-shaped wing having struts 11 on both sides. Good. In addition, when supporting with the strut 11, it is preferable to form the shape of the strut 11 in a streamline shape so that the resistance of the strut 11 does not increase.

  According to the structure of this finite width blade, since the flow in each part of the water flow between the skegs 2 and 2 can be used with a small width of the fin 10, the weight can be further reduced. 5 and 6 are formed only with finite-width blades, but depending on the state of the water flow between the skegs 2 and 2 and the structural aspect, the full-width blades such as FIG. 1 and FIG. A finite-width wing such as 6 may be mixed.

  7 and 8 show a biaxial twin skeg ship 1D which is a reference of the present invention. This 2-axis twin skeg ship 1D has a plurality of fins 10 in the vicinity of the exit of the tunnel portion between the skegs 2 and 2 and the direction of the chord extends in the left-right direction in the front-rear direction of the 2-axis twin-skeg ship 1D. Arranged above 4c.

  The fin 10 is disposed immediately before the propeller 4 with respect to the front-rear direction of the biaxial twin-skeg ship 1D. With this arrangement, the effect of rectifying the water flow flowing into the plane of the propeller 4 is further increased. 7 and 8, the support structure is formed with a full-width wing that simplifies, but it can also be formed with a cantilever-supported finite-width wing disposed only in the vicinity of the propeller 4 in the horizontal direction of the ship. If structural strength is not sufficient with cantilever support, a strut may be provided on the center side of the hull of a finite-width wing for support.

  9 and 10 show a two-axis twin skeg ship 1E which is a reference of the present invention. This biaxial twin skeg ship 1E exits the tunnel part between the skegs 2 and 2 with respect to the longitudinal direction of the ship, and the chord length direction of the biaxial twin skeg ship 1E is at the rudder 5 part behind the propeller 4. The fin 10 extending in the left-right direction in the front-rear direction is arranged above the rotating shaft 4 of the propeller 4. The fin 10 serves as a stern spoiler and has a role of obtaining a forward force by lift and a role of reducing the resistance of the stern part by rectifying the flow of the stern part.

  According to the two-axis twin skeg ships 1A to 1F configured as described above, lift can be generated in the fins 11 arranged with respect to the flow of the upward flow inside the skegs 2 and 2, so a part of this lift is advanced. Propulsion efficiency can be improved by using the power. In addition, the flow inside the skegs 2 and 2 is rectified by the fins 11 and the flow around the outside of the skegs 2 and 2 from the tunnel portion between the skegs 2 and 2 is suppressed and flows into the propeller 4 at the rear end of the skeg 2 The asymmetry of the flowing water flow can be suppressed and the water flow can be brought close to a symmetrical flow, and the propeller vibration force can be reduced.

  In addition, the above-described two-shaft twin skates 1A to 1F are effective even in a normal ship, but the square coefficient Cb is 0.65 to 0.88, and the voyage speed Vs is 0.12 to 0.00 in terms of Froude number Fn. This is particularly effective in the case of 35 ships or in the case of a medium-sized ship or a large ship having a length between vertical lines (Lpp) of 100 m to 350 m.

  This square coefficient Cb is a dimensionless which becomes Cb = V / (Lpp × B × d), where V is the drainage volume of the ship, Lpp is the length between the vertical lines of the ship, B is the mold width, and d is the mold draft. Is the value of

This Froude number Fn is a dimensionless display with respect to the ship speed Vs (m / s). When the length between the normals of the ship is Lpp (m) and the gravitational acceleration is g (m / s ² ), Fn = Vs / It is a dimensionless value that is (g × Lpp) ^1/2 . Note that the nautical speed Vs is sometimes referred to as a planned speed or the like, and therefore it is assumed here that the nautical speed includes the planned speed.

1A, 1B, 1C, 1D, 1E, 1F 2-axis twin-skeg ship 2 Skeg 3 Ship bottom 4 Propeller 4c Rotating shaft of propeller 5 Rudder 10 Fin 11 Strut

Claims (1)

Between the skegs of a two-axis twin-skeg ship of the displacement type, the direction of the chord extends in the left-right direction of the hull in the front-rear direction of the hull, and is placed in front of the propeller. The center fin of the T-structure supported on the bottom of the ship and the direction of the chords extend in the left-right direction of the hull in the front-rear direction of the hull, and are arranged behind the center fin and in front of the propeller. A fin that is supported, and a fin that extends in the left-right direction of the hull in the longitudinal direction of the hull in the longitudinal direction of the hull, is disposed behind the central fin and in front of the propeller, and is cantilevered on the port skeg And comprising
The chord length of all the fins is set to 0.5% to 3.0% of the length between perpendiculars, and the separation distance of all the fins from the ship bottom is set to 20% to 100% of the chord length, A twin-axis twin-skeg ship arranged to obtain forward force in the upward flow inside the skeg .

Images