JPH11139395A - Propelling performance improving device for vessel - Google Patents
Propelling performance improving device for vesselInfo
- Publication number
- JPH11139395A JPH11139395A JP9303995A JP30399597A JPH11139395A JP H11139395 A JPH11139395 A JP H11139395A JP 9303995 A JP9303995 A JP 9303995A JP 30399597 A JP30399597 A JP 30399597A JP H11139395 A JPH11139395 A JP H11139395A
- Authority
- JP
- Japan
- Prior art keywords
- propeller
- valve
- fin
- rudder
- propulsion performance
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/06—Steering by rudders
- B63H25/38—Rudders
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】この出願に係る発明は、船舶
の推進効率を改善させるために舵の前縁部に設けた小型
のバルブと左右一対のフィンとの組合せからなる船舶の
推進性能向上装置に関する。BACKGROUND OF THE INVENTION The present invention relates to an apparatus for improving the propulsion performance of a ship comprising a combination of a small valve and a pair of left and right fins provided at the front edge of a rudder to improve the propulsion efficiency of the ship. About.
【０００２】[0002]
【従来の技術】船舶の推進性能を改善させるための従来
技術の一つとして実公昭６０−１３７６０号公報に記載
のフィン付きバルブがある。これは図１３(a)側面図、
(b)正面図に示すように船尾０１に設けたプロペラ０２
の後方に舵０３にバルブ０４が設けられ、このバルブ０
４はその最大径がプロペラ径の０．２５乃至０．３５倍
の大型のバルブに形成されている。また、プロペラ径の
０．５乃至０．８倍の径を持つ片舷複数のフィン０５を
プロペラ軸芯Ｃを略中心として放射状に突設したもので
ある。2. Description of the Related Art A finned valve described in Japanese Utility Model Publication No. Sho 60-13760 is one of the prior arts for improving the propulsion performance of a ship. This is the side view of FIG.
(b) Propeller 02 provided on stern 01 as shown in front view
A valve 04 is provided on the rudder 03 behind the valve.
4 is formed in a large valve whose maximum diameter is 0.25 to 0.35 times the propeller diameter. A plurality of fins 05 each having a diameter of 0.5 to 0.8 times the diameter of the propeller are provided so as to protrude radially from the propeller shaft center C substantially at the center.
【０００３】上記バルブ０４の最大径位置０４ｍは舵０
３の前縁０３ａから後方へ入り込んだ舵０３の回転軸付
近にあり、しかもバルブ０４は舵０３の前後方向全体に
わたって延びて分布し、その最大径も大きく、大型のも
のである。The maximum diameter position 04m of the valve 04 is equal to
The valve 04 is located near the rotation axis of the rudder 03 entering the rear from the front edge 03a of the third, and the valve 04 extends and distributes over the entire longitudinal direction of the rudder 03, has a large maximum diameter, and is large.
【０００４】かかる構成は船尾流れの遅い低速肥大船
（バルクキャリア、オイルタンカ等）には有効で、特に
大型バルブ０４の果たす効果が大きいことが判ってい
る。[0004] Such a configuration is effective for a low-speed enlarged ship (bulk carrier, oil tanker, etc.) having a slow stern flow, and it has been found that the large valve 04 has a particularly large effect.
【０００５】[0005]
【発明が解決しようとする課題】しかし、上記従来のフ
ィン付きバルブは船尾流れの遅い低速肥大船には有効で
あるが、中・高速痩形船（ガスキャリア、コンテナ船
等）のような船尾の流れが速い船にこれを適用すると、
大型のバルブ０４はそれ自身による誘導抵抗の増加を招
くと共に、大直径バルブ０４によりフィン０５のスパン
を減じるためにプロペラ０２の回転エネルギを推力とし
て回収する効果を効率良く得ることができない。However, the above-mentioned conventional finned valve is effective for a low-speed swelling vessel having a slow stern flow, but is useful for a stern such as a medium / high-speed lean ship (gas carrier, container ship, etc.). If you apply this to a ship where the flow is fast,
The large valve 04 itself causes an increase in the induced resistance, and the large diameter valve 04 cannot efficiently obtain the effect of recovering the rotational energy of the propeller 02 as thrust in order to reduce the span of the fin 05.
【０００６】そこで従来は左右舷にいずれも複数のフィ
ン０５を設けることにより有効な推力を得ようとしてい
るが、これは逆に複数フィン０５と舵０３との相互干渉
による抵抗の増加が船尾の流れが速い船では顕著になり
推進効率の改善に寄与しない結果を招く。Conventionally, however, an effective thrust is obtained by providing a plurality of fins 05 on both the left and right sides, but the increase in resistance due to the mutual interference between the plurality of fins 05 and the rudder 03 is conversely caused. It becomes remarkable in a ship where the flow is fast and results in not contributing to the improvement of the propulsion efficiency.
【０００７】他方、プロペラ効率比や船体効率などの自
航要素の観点からも大直径バルブ０４は船尾の流れが速
い中・高速船には適さないことが水槽試験等で確認され
ている。On the other hand, it has been confirmed by a water tank test and the like that the large-diameter valve 04 is not suitable for medium- and high-speed ships with a high stern flow from the viewpoint of self-propulsion factors such as propeller efficiency ratio and hull efficiency.
【０００８】また、上記のような大型バルブ０４と多数
フィン０５の組み合わせは複雑な構成による工作の難し
さとコストの増加を招く。[0008] Further, the combination of the large valve 04 and the large number of fins 05 as described above causes difficulty in machining due to a complicated configuration and increases cost.
【０００９】[0009]
【課題を解決するための手段】上記の課題を解決するた
めに、この出願発明は、小型バルブと右舷と左舷の２枚
フィンとして構成の簡素化を図ると共に、中・高速船の
ような船尾の流れが速い船でも、付加抵抗の増加よりも
推進効率の改善が大きくなるようにしたものである。そ
のために本願はバルブを大型にせずフィンの作用が支配
的になるように構成したものである。SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention is intended to simplify the structure of a small valve and two fins on the starboard and port sides, and to provide a stern such as a medium / high speed ship. Even with a fast-flowing ship, the improvement in propulsion efficiency is greater than the increase in added resistance. For this reason, the present application is configured so that the action of the fin becomes dominant without increasing the size of the valve.
【００１０】即ち、プロペラ後方の舵に翼断面をもつフ
ィンと小型のバルブを備えた装置で、該バルブは、略プ
ロペラ軸芯線上にあってその最大径を舵前縁位置又はこ
の近傍に有し、その略最大径から前端までのバルブ形状
をプロペラにできるだけ近接させるため略回転楕円体又
は長円体状に形成して舵前縁より突出させる。そして、
該フィンは、左右一対のフィンからなり、その前縁を前
記バルブの先端乃至は舵の前縁に一致させて突設してな
る船舶の推進性能向上装置である。That is, a device provided with a fin having a wing cross section and a small valve on the rudder behind the propeller, the valve being substantially on the axis of the propeller and having its maximum diameter at or near the rudder leading edge position. Then, in order to make the valve shape from the substantially maximum diameter to the front end as close as possible to the propeller, it is formed in a substantially spheroidal or elliptical shape and protrudes from the rudder front edge. And
The fin comprises a pair of left and right fins, and is a propulsion performance improving device for a boat, the front edge of which is aligned with the front end of the valve or the front edge of the rudder.
【００１１】この場合、略プロペラ軸芯線上の水平断面
におけるバルブ形状を、流線形断面形状を有する舵の最
大厚さ位置から左右対称に前方に延長して前端部のバル
ブ最大径位置付近に連なるようにしたのがよい。プロペ
ラボスからプロペラキャップ、バルブおよび舵への円滑
な流れを形成することができるからである。In this case, the valve shape in the horizontal cross section substantially on the axis of the propeller shaft is symmetrically extended forward from the maximum thickness position of the rudder having the streamline cross-sectional shape, and continues to the vicinity of the valve maximum diameter position at the front end. It is better to do so. This is because a smooth flow from the propeller boss to the propeller cap, the valve and the rudder can be formed.
【００１２】また、小型バルブの最大径をプロペラ径の
約０．２乃至０．２５倍にしたのがよい。中・高速船の
ような船尾流れの速い船でも抵抗増加を招かずフィンの
効果を最大限引き出すことができるからである。It is preferable that the maximum diameter of the small valve is about 0.2 to 0.25 times the diameter of the propeller. This is because the fin effect can be maximized without increasing the resistance even in a ship having a fast stern flow such as a middle- or high-speed ship.
【００１３】また、プロペラ回転方向が右回転の場合
に、左舷フィンはプロペラ半径の０．５乃至１．０倍の
スパンを有し、右舷フィンはプロペラ半径の０．３乃至
０．７倍、のスパンを有するものに形成したのがよい。
プロペラ後流を考慮して効率よく推進力を発生させるた
めである。When the propeller rotation direction is clockwise, the port fin has a span of 0.5 to 1.0 times the radius of the propeller, the starboard fin has a span of 0.3 to 0.7 times the radius of the propeller, It is good to form what has a span of.
This is because the thrust is efficiently generated in consideration of the wake of the propeller.
【００１４】また、左右舷フィンがいずれも０度から３
５度以内の後退角を有するのが操舵との関係でも好まし
い。The fins on both the side and the side are 0 to 3 degrees.
It is also preferable to have a retraction angle within 5 degrees in relation to steering.
【００１５】また、プロペラ回転方向が右回転の場合
に、翼断面の左舷フィンの正圧面が下側に、右舷フィン
では正圧面が上側にくるように配置したのがよいし、ま
た、左右舷フィンのアスペクト比をいずれも１から１.
４倍の範囲に設定したのがよい。フィンに流入してくる
プロペラ後流を利用して効率的に推力を発生させるため
である。In the case where the propeller rotates in the right direction, the pressure side of the port fin of the wing cross section is preferably located on the lower side, and the pressure side of the starboard fin is preferably located on the upper side. The aspect ratio of each fin is 1 to 1.
It is better to set the range to 4 times. This is because thrust is efficiently generated by utilizing the wake of the propeller flowing into the fin.
【００１６】[0016]
【発明の実施の形態】以下、この出願発明の実施形態を
図面を参照しながら説明する。図１は舵の前縁部に小型
のバルブと左右一対のフィンを備えた船尾部の側面図、
図２はフィン位置における平面図、図３は同要部斜視図
である。図１、図２に示すようにマリナー型船尾部１に
おいて後方に突出したプロペラボス６にプロペラ２が突
設され、プロペラボス６の先端にプロペラキャップ７が
連設されている。プロペラキャップ７はその先端が平坦
部をもつようなお椀状に形成されている。プロペラ２の
後方には、その軸芯Ｃの延長線上に船尾船底から垂下し
た矩形状をした舵３が配置されている。Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a side view of a stern having a small valve and a pair of left and right fins at a front edge of a rudder,
FIG. 2 is a plan view at a fin position, and FIG. 3 is a perspective view of the main part. As shown in FIGS. 1 and 2, a propeller 2 protrudes from a propeller boss 6 projecting rearward in the marine stern 1, and a propeller cap 7 is connected to a tip of the propeller boss 6. The propeller cap 7 is formed in a bowl shape with its tip having a flat portion. Behind the propeller 2, a rectangular rudder 3 hanging from the stern bottom is disposed on an extension of the axis C of the propeller.
【００１７】図１〜図３に示すように舵３の前縁部に小
型のバルブ４が設けられている。小型のバルブ４は、略
プロペラ軸芯Ｃに一致させて舵前縁３ａより突出し、そ
の先端が上記プロペラキャップ７に近接するように設置
してある。これは後述のフィンやバルブの効果を最大限
引き出すためである。バルブ４の最大径Ｄｂの位置４ｍ
は舵前縁３ａ位置付近に設定されており、バルブ４の先
端（前端）はプロペラキャップ７に近接し易いように平
坦状に近い曲面を有する。即ち、図４(a)に示すように
舵前縁３ａより前方のバルブ形状（バルブ前端部形状）
は、プロペラ軸芯Ｃ方向に対し直交する方向に長軸Ｐを
もつ回転楕円体状に形成されているか、或いは図４(b)
に示すように回転長円体状に形成されている。勿論これ
に近似した立体形状としてもよい。また、図２のように
舵前縁３ａより後方に延びるバルブ４は舵３の両側面に
滑らかに連なるように形成されている。即ち、略プロペ
ラ軸芯線Ｃ上の水平断面におけるバルブ形状を、流線形
断面の舵３の最大厚さ位置付近から左右対称に前方に延
長して前端部のバルブ略最大径位置４ｍ付近に連なって
いる。なお、バルブ最大径Ｄｂは下記に示すように従来
のバルブより小さくボス径よりやや大きい位である。こ
れによりプロペラボス６、プロペラキャップ７、バルブ
４および舵３とで滑らかなストリームラインが形成さ
れ、バルブ４から出る剥離渦を抑えると共に 、プロペ
ラ２のハブ渦を整流することによりプロペラ作動時の抵
抗を低減させることができる。As shown in FIGS. 1 to 3, a small valve 4 is provided at the front edge of the rudder 3. The small valve 4 projects from the rudder front edge 3a so as to substantially coincide with the propeller axis C, and is installed such that its tip is close to the propeller cap 7. This is to maximize the effects of fins and valves described later. Position 4m of maximum diameter Db of valve 4
Is set near the position of the rudder front edge 3a, and the tip (front end) of the valve 4 has a curved surface that is almost flat so as to easily approach the propeller cap 7. That is, as shown in FIG. 4A, the valve shape (valve front end shape) ahead of the rudder leading edge 3a.
Is formed in a spheroidal shape having a major axis P in a direction orthogonal to the direction of the propeller axis C, or as shown in FIG.
As shown in FIG. Of course, a three-dimensional shape similar to this may be used. Also, as shown in FIG. 2, the valve 4 extending rearward from the rudder front edge 3a is formed so as to smoothly connect to both side surfaces of the rudder 3. That is, the valve shape in the horizontal section on the substantially propeller axis C is extended forward symmetrically from the vicinity of the maximum thickness position of the rudder 3 in the streamlined section to the vicinity of the valve substantially maximum diameter position 4 m at the front end. I have. In addition, the valve maximum diameter Db is smaller than the conventional valve and slightly larger than the boss diameter as shown below. As a result, a smooth streamline is formed by the propeller boss 6, the propeller cap 7, the valve 4 and the rudder 3, suppressing the separation vortex coming out of the valve 4 and rectifying the hub vortex of the propeller 2 to reduce the resistance at the time of operating the propeller. Can be reduced.
【００１８】中・高速船のような船尾の流れの速い船で
も上述のバルブ効果が得られるようにバルブ自体による
誘導抵抗を低減させる最適なバルブ最大径は、水槽試験
及び数値計算結果から求められた図７から導かれる。The optimum maximum diameter of the valve for reducing the induced resistance by the valve itself so that the above-mentioned valve effect can be obtained even in a ship having a fast stern flow such as a middle- or high-speed ship can be obtained from a tank test and numerical calculation results. FIG.
【００１９】即ち、図７は、縦軸にバルブ最大径Ｄｂ/
プロペラ径Ｄｐ、横軸に１−ｗ（nominal wake）をとっ
て、自航要素（船体効率、プロペラ効率比など）の観点
からＤｂ/Ｄｐの最適ラインを表したグラフである。１
−ｗが０．４になる近辺が従来の肥大船、０．５近辺が
最近の肥大船、０．６近辺が中速船、０．７近辺が高速
船である。この図７から、0.２≦バルブ最大径/プロペ
ラ径≦0.２５であれば最近の肥大船から中・高速船にま
で幅広く適用できることがわかる。That is, in FIG. 7, the vertical axis represents the maximum valve diameter Db /
It is the graph which represented the optimal line of Db / Dp from a viewpoint of self-propulsion factors (hull efficiency, propeller efficiency ratio, etc.) by taking propeller diameter Dp and 1-w (nominal wake) on the horizontal axis. 1
The vicinity of where -w is 0.4 is a conventional enlarged ship, the vicinity of 0.5 is a recent enlarged ship, the vicinity of 0.6 is a medium-speed ship, and the vicinity of 0.7 is a high-speed ship. It can be seen from FIG. 7 that if 0.2 ≦ maximum valve diameter / propeller diameter ≦ 0.25, it can be widely applied from recent enlarged vessels to medium and high speed vessels.
【００２０】図１〜図３のように上記舵３の両側には左
右一対のフィン５、つまり左舷フィン５ａと右舷フィン
５ｂとが配設されている。このフィン５は、プロペラ軸
芯Ｃの高さに舵３及びバルブ４から舵中心線３ｃから両
舷に対称に又は後述の図６のように非対称に張り出し、
プロペ後流に適合する発生推力が最大となる最適な取付
角に設定された、断面翼型のフィンである。取付角は半
径方向に一定（ねじれがないもの）として工作コストの
低減を図っている。図２のように、フィン５は、通常は
フィンの前縁（延長）５ｃが舵前縁３ａに一致して張り
出し、舵角を考慮して約３５度の後退角を有する。もっ
とも、図５に示すように、後退角を０度から３５度の範
囲で設定してもよい。また、フィン５の前縁５ｃをバル
ブ４の前縁４ａに一致させる位置にまでもってきてプロ
ペラ２に近づけてもよい。この場合においてもフィン５
はプロペラ２に近い程有効な推力を発生するが操舵を考
慮に入れた場合、フィン５の後退角は０度以上３５度以
下にするのが好ましい。As shown in FIGS. 1 to 3, a pair of left and right fins 5, that is, a port fin 5a and a starboard fin 5b are disposed on both sides of the rudder 3. The fins 5 project symmetrically on both sides from the rudder center line 3c from the rudder 3 and the valve 4 to the height of the propeller shaft center C or asymmetrically as shown in FIG.
This is a fin with an airfoil cross section that is set to an optimal mounting angle that maximizes the generated thrust suitable for the wake of the prop. The mounting angle is constant (no twist) in the radial direction to reduce the machining cost. As shown in FIG. 2, the fin 5 usually has a leading edge (extension) 5c of the fin extending in accordance with the rudder leading edge 3a, and has a receding angle of about 35 degrees in consideration of the rudder angle. However, as shown in FIG. 5, the receding angle may be set in the range of 0 to 35 degrees. Alternatively, the front edge 5c of the fin 5 may be brought to a position where the front edge 5c of the fin 5 coincides with the front edge 4a of the bulb 4 and brought closer to the propeller 2. Even in this case, the fins 5
The closer to the propeller 2, the more effective thrust is generated. However, in consideration of the steering, the retraction angle of the fin 5 is preferably set to 0 to 35 degrees.
【００２１】図６(a)は左右のフィン５ａ、５ｂが非対
称フィンとなっている場合の平面図、図６(b)は同正面
図である。一般的にプロペラ回転方向は右回転であり、
プロペラ２の後方ではその回転流として左舷において上
向きの流れが、右舷においては下向きの流れが生じる。
そして、これに船尾船底からの上向きの流れが流入して
くるので、結果的に左舷側では上向きの流れがフィン５
ａに流れ込んでくる一方、右舷側では相殺されて図８の
ように半径方向０．７スパン以上ではそれまで下向きで
あった流れが逆転して上向きの流れとなる。従って、左
舷フィン５ａではその正圧面が下側に、右舷フィン５ｂ
ではスパンを短くして正圧面が上側にくるように配置す
るのが有効な推力を発生させる上で望ましい。FIG. 6A is a plan view when the left and right fins 5a and 5b are asymmetric fins, and FIG. 6B is a front view of the same. Generally, the propeller rotation direction is clockwise,
An upward flow on the port side and a downward flow on the starboard are generated as the rotational flow behind the propeller 2.
Then, the upward flow from the stern bottom flows into this, and as a result, the upward flow is generated by the fins 5 on the port side.
On the other hand, on the starboard side, the flow is offset, and as shown in FIG. 8, the flow which has been downward in the radial direction of 0.7 span or more is reversed to become an upward flow as shown in FIG. Therefore, the pressure side of the port fin 5a is on the lower side, and the starboard fin 5b is on the lower side.
In this case, it is desirable to shorten the span and dispose the pressure surface on the upper side in order to generate effective thrust.
【００２２】左右舷のフィン５ａ、５ｂを非対称にした
のがよい場合があるのは以下の理由からである。図８は
フィン位置における流入角のプロペラ半径方向の変化を
表す。図９は同プロペラ軸方向速度成分、図１０は同周
方向成分（プロペラは右回転）を表す。プロペラ後流は
一般にその流入角及び流速は図８から図１０から判るよ
うに、右舷と左舷で非対称であり、フィンの取付角を一
定（ねじりがない）としたとき右舷フィン５ｂは、プロ
ペラ半径の０.７倍以上スパンを増やすと抵抗増加にな
るが、左舷フィン５ａは半径方向にプロペラ半径の1.0
倍まで有効な流速および流入角が得られるからである。The reason why the fins 5a and 5b on the left and right sides are preferably asymmetric may be as follows. FIG. 8 shows the change in the inflow angle in the propeller radial direction at the fin position. FIG. 9 shows the propeller axial direction speed component, and FIG. 10 shows the same circumferential direction component (the propeller rotates clockwise). As can be seen from FIGS. 8 to 10, the wake 5 of the propeller is generally asymmetric on the starboard side and the port side, and when the fin mounting angle is constant (no torsion), the starboard fin 5b has a propeller radius. When the span is increased by 0.7 times or more, the resistance increases, but the port fin 5a has a propeller radius of 1.0
This is because an effective flow velocity and inflow angle can be obtained up to twice.
【００２３】この結果に基づきフィンの最適なスパン
は、水槽試験および数値計算結果から下記範囲であるこ
とが判明している。Based on these results, the optimum span of the fin has been found to be in the following range from the results of the tank test and numerical calculations.
【００２４】 0.３≦右舷フィンスパン/プロペラ半径≦0.７ 0.５≦左舷フィンスパン/プロペラ半径≦1.0 また、フィンに入り込む流れを考慮すると左右舷フィン
のアスペクト比をいずれも１から１.４倍の範囲に設定
すると効率的な推力発生が望める。0.3 ≦ starboard fin span / propeller radius ≦ 0.7 0.7 ≦ port fin span / propeller radius ≦ 1.0 In consideration of the flow entering the fin, the aspect ratio of both the port fin and the port fin is 1 to 1. If it is set in the range of .4 times, efficient thrust generation can be expected.
【００２５】[0025]
【発明の効果】この出願発明は、以上説明したような形
態で実施され、従来との効果の比較を図１１と図１２に
示す。The present invention is embodied in the form described above, and a comparison of effects with the conventional one is shown in FIGS.
【００２６】 図１１は低速肥大船における馬力節減
効果を示す。FIG. 11 shows the horsepower saving effect of a low-speed enlarged ship.
【００２７】縦軸に馬力（ＨＰ）を横軸に船速をとって
示す。実線はフィン付きバルブのない舵のみの場合、一
点鎖線は従来のフィン付きバルブの場合、点線は本願の
フィン付きバルブの場合を示す。舵のみに比べ従来のフ
ィン付きバルブは４％程度の軽減は見込めるが、本願で
は更に改善され、５％の低減が期待できる。The vertical axis shows horsepower (HP) and the horizontal axis shows boat speed. The solid line shows the case of only the rudder without the finned valve, the dashed line shows the case of the conventional finned valve, and the dotted line shows the case of the finned valve of the present application. Compared to the rudder alone, the conventional finned valve can be expected to reduce about 4%, but in the present application, it is further improved and a reduction of 5% can be expected.
【００２８】 図１２は高速痩形船における馬力節減
効果を示す。FIG. 12 shows the horsepower saving effect of a high-speed lean ship.
【００２９】縦軸に馬力（ＨＰ）を横軸に船速をとって
示す。実線はフィン付きバルブのない舵のみの場合と従
来のフィン付きバルブの場合を示す。つまり、高速船で
は従来のフィン付きバルブは効果が期待できない。しか
し本願のフィン付きバルブの場合には舵のみ及び従来の
フィン付きバルブに比べ約２％の馬力軽減が見込める。The vertical axis shows horsepower (HP) and the horizontal axis shows boat speed. The solid line shows the case of only the rudder without the finned valve and the case of the conventional finned valve. That is, the effect of the conventional finned valve cannot be expected on a high-speed ship. However, in the case of the finned valve of the present application, it is possible to reduce horsepower by about 2% compared to the rudder only and the conventional finned valve.
【００３０】従って、本願発明では低速船に限らず、高
速船に適用しても一定の馬力節減を期待できるので、低
速肥大船から高速痩形船まであらゆる商船の船型に普遍
的に利用が拡大できる。Accordingly, the present invention is not limited to low-speed vessels, and can be expected to save a certain amount of horsepower even when applied to high-speed vessels. Therefore, the present invention is widely used for all types of merchant vessels, from low-speed enlarged vessels to high-speed lean vessels. it can.
【図１】舵の前縁部に小型のバルブと左右一対のフィン
を備えた船尾部の側面図である。FIG. 1 is a side view of a stern provided with a small valve and a pair of left and right fins at a front edge of a rudder.
【図２】同フィン位置における平面図である。FIG. 2 is a plan view at the fin position.
【図３】同要部斜視図である。FIG. 3 is a perspective view of the main part.
【図４】(a)(b)はバルブ前端部形状の２つの例である。FIGS. 4A and 4B show two examples of the shape of the front end of the valve.
【図５】フィンの配置の変化例を示す平面図である。FIG. 5 is a plan view showing an example of a change in the arrangement of fins.
【図６】(a)は非対称フィンの平面図、(b)は同正面図で
ある。FIG. 6A is a plan view of an asymmetric fin, and FIG. 6B is a front view of the same.
【図７】低速船から高速船に好適なバルブ最大径を示す
図である。FIG. 7 is a view showing a valve maximum diameter suitable for a low-speed ship to a high-speed ship.
【図８】プロペラ半径方向における左右舷フィンの流入
角を表す図である。FIG. 8 is a diagram illustrating an inflow angle of a port fin in a radial direction of a propeller.
【図９】フィン位置における軸方向速度成分を示す図で
ある。FIG. 9 is a diagram illustrating an axial velocity component at a fin position.
【図１０】フィン位置における周方向速度成分を示す図
である。FIG. 10 is a diagram showing a circumferential velocity component at a fin position.
【図１１】低速船の馬力節減効果図である。FIG. 11 is a diagram showing the horsepower saving effect of a low-speed ship.
【図１２】高速船の馬力節減効果図である。FIG. 12 is a diagram showing a horsepower saving effect of a high-speed ship.
【図１３】(a)は従来のフィン付きバルブの側面図、(b)
は同正面図である。FIG. 13A is a side view of a conventional finned valve, and FIG.
FIG.
１…船尾部 ２…プロペラ ３…舵 ３ａ…舵前縁 ４…バルブ ４ａ…バルブ前縁 ４ｍ…バルブ最大径位置 ５…フィン ５ａ…左舷フィン ５ｂ…右舷フィン ５ｃ…フィン前縁 ６…プロペラボス ７…プロペラキャップ DESCRIPTION OF SYMBOLS 1 ... Stern part 2 ... Propeller 3 ... Rudder 3a ... Rudder leading edge 4 ... Valve 4a ... Valve leading edge 4m ... Valve maximum diameter position 5 ... Fin 5a ... Port fin 5b ... Starboard fin 5c ... Fin leading edge 6 ... Propeller boss 7 … Propeller cap
───────────────────────────────────────────────────── フロントページの続き (72)発明者 前田 直樹 兵庫県神戸市中央区東川崎町３丁目１番１ 号 川崎重工業株式会社神戸工場内 (72)発明者 小村 淳 兵庫県神戸市中央区東川崎町３丁目１番１ 号 川崎重工業株式会社神戸工場内 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Naoki Maeda 3-1-1 Higashi Kawasaki-cho, Chuo-ku, Kobe-shi, Hyogo Inside the Kobe Plant of Kawasaki Heavy Industries, Ltd. (72) Inventor Jun Komura Higashi-Kawasaki-cho, Chuo-ku, Kobe, Hyogo 3-1-1, Kawasaki Heavy Industries, Ltd. Kobe Plant
Claims (7)
と小型のバルブを備えた装置であって、該バルブは、略
プロペラ軸芯線上にあってその最大径を舵前縁位置又は
この近傍に有し、バルブ前端部形状を略回転楕円体又は
長円体状に形成してその前端を該舵前縁より突出させる
と共に、該フィンは、左右一対のフィンからなり、その
フィン前縁を前記バルブの先端乃至舵前縁に一致させて
突設してなる船舶の推進性能向上装置。1. A device comprising a fin having a wing cross section and a small valve on a rudder behind a propeller, the valve being substantially on the axis of the propeller and having a maximum diameter at or near a rudder leading edge position. The front end of the valve is formed in a substantially spheroidal or ellipsoidal shape, and the front end protrudes from the rudder front edge.The fins comprise a pair of left and right fins. An apparatus for improving the propulsion performance of a ship, which is provided so as to coincide with the tip of the valve or the leading edge of the rudder.
バルブ形状を、流線形断面形状を有する舵の略最大厚さ
位置から左右対称に前方に延長して前端部のバルブ最大
径位置付近に連なるようにした請求項１記載の船舶の推
進性能向上装置。2. A valve shape in a horizontal cross section on a substantially propeller axis center line is extended symmetrically forward from a substantially maximum thickness position of a rudder having a streamlined cross sectional shape to continue near a valve maximum diameter position at a front end. The ship propulsion performance improving device according to claim 1, wherein
乃至０．２５倍にした請求項１又は２記載の船舶の推進
性能向上装置。3. The maximum diameter of the valve is set to about 0.2 of the propeller diameter.
3. The marine vessel propulsion performance improvement device according to claim 1, wherein the marine vessel propulsion performance is increased by 0.25 times.
舷フィンはプロペラ半径の０．５乃至１．０倍のスパン
を有し、右舷フィンはプロペラ半径の０．３乃至０．７
倍、のスパンを有するものに形成した請求項１〜３いず
れか１項に記載の船舶の推進性能向上装置。4. The port fin has a span of 0.5 to 1.0 times the radius of the propeller and the starboard fin has a span of 0.3 to 0.7 times the radius of the propeller when the rotation direction of the propeller is clockwise.
The marine vessel propulsion performance improving device according to any one of claims 1 to 3, wherein the marine propulsion performance improving device is formed to have a span twice as large.
以内の後退角を有する請求項１〜４いずれか１項に記載
の船舶の推進性能向上装置。5. The marine vessel propulsion performance improving apparatus according to claim 1, wherein each of the port fins has a retreat angle of 0 to 35 degrees.
断面の左舷フィンの正圧面が下側に、右舷フィンでは正
圧面が上側にくるように配置した請求項１〜５いずれか
１項に記載の船舶の推進性能向上装置。6. The air conditioner according to claim 1, wherein the pressure side of the port fin of the wing section is located on the lower side and the pressure side of the starboard fin is located on the upper side when the propeller rotation direction is clockwise. The propulsion performance improving device for a ship according to the above.
１から１.４倍の範囲に設定した請求項１〜６いずれか
１項に記載の船舶の推進性能向上装置。7. The ship propulsion performance improving apparatus according to claim 1, wherein the aspect ratio of each of the starboard fins is set in a range of 1 to 1.4 times.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9303995A JP3004238B2 (en) | 1997-11-06 | 1997-11-06 | Ship propulsion performance improvement device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9303995A JP3004238B2 (en) | 1997-11-06 | 1997-11-06 | Ship propulsion performance improvement device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH11139395A true JPH11139395A (en) | 1999-05-25 |
| JP3004238B2 JP3004238B2 (en) | 2000-01-31 |
Family
ID=17927791
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9303995A Expired - Lifetime JP3004238B2 (en) | 1997-11-06 | 1997-11-06 | Ship propulsion performance improvement device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3004238B2 (en) |
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