JPS6127796A - Ship with aft rotor - Google Patents

Abstract

PURPOSE:To kill a rotational flow due to propeller rotation as well as to make improvements in propulsion efficiency, by constitution both upper and lower rotors attached to a stern part so as to cause them to be rotated and driven in the opposite direction with each other. CONSTITUTION:At the rear end part of a stern part more frontward than a propeller 2, there are provided with an upper rotor 10a and a lower rotor 10b rotating with a rotation axis in vertical directions as the center so as to make a flow of water flowing in the propeller 2 twist in an opposite direction to a direction of rotation in the said propeller 2. Each of these rotors is made so as to be rotated by motors 11a and 11b controlled by a control unit 16. The flow of water twisted in the opposite direction to the direction of rotation in the propeller 2 by these upper and lower rotors 10a and 10b works to kill a rotational flow to be generated by the propeller 2 so that propulsion efficiency is thus improved.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to a ship equipped with a propeller at the rear of the stern, and more specifically to a ship equipped with a rotor at the stern for improving propulsion efficiency.

[Prior Art] - In general, a ship is equipped with a propeller behind the stern of the ship, and the propeller rotates in a fixed direction to provide propulsive force to the ship.

However, since a rotational flow accompanying the rotation of the propeller remains behind the propeller, the propulsive force by the propeller is reduced by the rotational energy of this rotational flow.

Therefore, in the past, the stern part of the ship's hull was formed into an asymmetrical shape to give the flow of water flowing into the propeller a twist in the opposite direction to the rotational direction of the propeller. By canceling out the rotational flow caused by the rotation of the propeller, the rotational flow generated behind the propeller is reduced and the propulsion efficiency of the propeller is improved.

That is, as shown in Figures 14 and 15, a propeller 2 is attached to the tip of a propeller shaft 3 at the stern of the hull 1, and the propeller 2 moves in the direction of the arrow in the figure (clockwise). ) is rotationally driven.

Also, Prope? Behind the propeller 2, a rudder 4 is supported by the hull 1 via a rudder support member 5.6 Below, the forward stern end 8 of the propeller 2
As shown in the figure, the upper part of the ζ propeller shaft 3 is twisted to the port side, and the part lower than the propeller shaft 3 is twisted to the starboard side, so that the stern part of the hull 1 is formed into an asymmetrical shape. .

Therefore, the flow of water flowing into the propeller 2 at the stern part is given a leftward twist at the upper part of the propeller shaft 3, as shown by the arrow 9a in FIG. In the lower part, a rightward twist is applied, as shown by arrow 9b in FIG. 17. In other words, the flow of water flowing into the propeller 2 is twisted in the direction opposite to the rotational direction of the propeller 2.

This creates the twisted flow and propeller 2 as described above.
The rotational flow caused by the rotation of the propeller 2 cancels each other out, the rotational energy of the rotational flow flowing out behind the propeller 2 is reduced, and the propulsion efficiency of the propeller 2 is increased.

In addition, the reference numeral 6 in FIGS. 14 and 15 indicates the center line of the hull, and 7 indicates the rotation locus of the tip of the propeller 2.

゛[Problems to be solved without invention] However,
In ships with conventional asymmetrical stern shapes as described above, the stern section has a much more complex shape than that of ordinary ships, which requires a lot of labor to construct and increases construction costs. There is a point. Furthermore, it is extremely difficult to modify an existing ship into such a stern shape.

Furthermore, since the stern section is largely twisted, the hull resistance of the vessel increases, and even if the propulsion efficiency of the propeller is improved, there is also the problem that the propulsion efficiency of the vessel as a whole does not necessarily improve.

An object of the present invention is to provide a ship with a stern rotor, in which the propulsion efficiency of a propeller can be easily improved without increasing hull resistance.

[Means for solving problems]

Therefore, in a ship equipped with a propeller at the rear of the stern of the present invention, in order to twist the flow of water flowing into the propeller in the opposite direction to the rotational direction of the propeller, the ship has a propeller shaft attached to the propeller. An upper rotor and a lower rotor are provided at the upper and lower parts of the vessel, respectively, and are mounted on the stern hull, and the upper rotor and the lower rotor are driven to rotate in opposite directions about rotational axes in a substantially vertical direction. It is characterized by being equipped with a rotor rotation drive mechanism.

[For production]

In the above-mentioned ship with a stern rotor according to the present invention, the upper rotor and the lower rotor are driven to rotate in opposite directions to each other, so that the flow of water flowing into the propeller is caused to flow in a direction opposite to the rotational direction of the propeller. Since the twist is applied, the twisted flow and the rotational flow caused by the rotation of the propeller cancel each other out, and the rotational flow generated behind the propeller is reduced.

〔Example〕

Hereinafter, embodiments of the present invention will be explained with reference to the drawings.
Figures 1 to 4 show a ship with a stern rotor as a first embodiment of the present invention. FIG. 4 is a sectional view taken along line IV--IV in FIG. 1, and FIG. 4 is a sectional view taken along line IV-IV in FIG. 1.

In the *i embodiment of the present invention, as shown in FIGS. 1 and 2, a propeller 2 is attached to the tip of a propeller shaft 3 at the stern of the hull 1. It is rotated in the direction of the arrow in the figure (clockwise). Further, behind the propeller 2, a rudder 4 is provided with a rudder support member 5 and a shoe piece 5.
The upper and lower parts are supported by a and a.

At the rear end of the stern in front of the propeller 2, there is a center of the hull above and below the propeller shaft 3, respectively, so as to twist the flow of water flowing into the propeller 2 in the opposite direction to the rotation direction of the propeller 2. An upper rotor 10a and a lower rotor 10bi having vertical rotation axes passing through line 6 are installed so that they can have the same width.

Further, an upper rotor drive motor lia and a lower rotor drive motor 11b are provided within the hull 1 as rotor rotation drive mechanisms capable of rotating the upper rotor 10a and the lower rotor 10b in opposite directions. , are connected to rotors 10a and 10b, respectively.

Furthermore, a rotation speed detector 17 for detecting the rotation speed of the propeller shaft 3 is provided in the hull 1 so that a twist corresponding to the rotation speed of the propeller 2 is given to the flow of water toward the propeller 2. A control device 16 is provided that controls the motors 11a and 11b based on the detection signal of the rotation speed detector 17.

In addition, the reference numeral 7 in FIGS. 1 and 2 indicates the rotation locus of the tip of the propeller 2, and the reference numeral 12 indicates a bevel gear that connects the rotating shaft of the lower rotor 10b and the motor 11b.

Since the island ship with a stern rotor according to the first embodiment of the present invention is constructed as described above, the propeller 2 is rotationally driven via the propeller shaft 3 when the ship is sailing.

Then, the rotation speed detector 17 detects the rotation speed of the propeller shaft 3, and the control device 16 that receives this detection signal drives the motors lla and 11b, respectively, and the upper rotor 1
The propeller 2 is rotated so that the lower rotor 10a and the lower rotor 10b are in opposite directions.
It is rotated at an appropriate rotational speed depending on the rotational speed of the motor.

Therefore, the flow of water flowing into the propeller 2 at the stern part is given a leftward twist by the rotation of the upper rotor 10g at the upper part of the propeller shaft 3, as shown by the arrow 13a in FIG. On the other hand, in the lower part of the propeller shaft 3, as shown by the arrow 13b in FIG.
The rotation of the lower rotor 10b provides a rightward twist.

As a result, the rotational flow caused by the rotation of the propeller 2 and the water flow twisted in the opposite direction to the rotational direction of the propeller 2 by the upper rotor 10a and the lower rotor 10b as described above cancel each other out, and the flow behind the propeller 2 The rotational energy of the rotational flow flowing out to is reduced. Therefore, the propulsion efficiency of the propeller 2 can be improved without increasing the hull resistance.

Figures 5 to 9 show a ship with a stern rotor as a second embodiment of the present invention. Figure 5 is a partially cutaway stern side view, and Figure #6 is a view from the rear of the hull. Figure #17 is a cross-sectional view along the vu-vm line in Figure 5, Figure 8 is a cross-sectional view along the vm-vm line in Figure 5,
FIG. 9 is an explanatory diagram showing the circumferential velocity component of the flow of water flowing into the propeller 2. FIG.

The second embodiment of the present invention is as shown in FIGS.
It has almost the same configuration as the embodiment, but the upper rotor 10'a and the lower rotor 10'b are far from the propeller shaft 3.
The diameter of each part is large.

With the above configuration, as shown in FIGS. 7 and 8, when the ship is running, the flow of water flowing into the propeller 2 is directed between the upper rotor 10'a and the lower rotor 10''b, as in the first embodiment. This causes the propeller 2 to be twisted in the opposite direction to the rotational direction of the propeller 2.

Moreover, the upper rotor 10'a and the lower rotor 10'b
Since the diameter of each of the rotors 10'a and io'b is larger at the portion farther from the propeller shaft 3, the circumferential speed of the rotor 10'a and io'b becomes faster at the portion farther from the propeller shaft 3.

Therefore, as shown in FIG. 9, the circumferential velocity component of the water flow twisted by the upper rotor 10'a and lower rotor 10'b increases as the distance from the propeller shaft 3 increases.

On the other hand, in the rotating flow caused by the rotation of the propeller 2,
At the center of propeller 2, the circumferential velocity component is small;
Since the circumferential velocity component at the blade tip of the propeller 2 is large, the effect of canceling out this rotational flow and the water flow twisted by the upper rotor 10'a and lower rotor 10'b described above is very large. Therefore, compared to the first embodiment, the rotational energy of the rotational flow flowing out behind the propeller 2 is more reliably reduced, and the propulsion efficiency of the propeller 2 can be improved.

Figures 10 to 13 show a ship with a stern rotor as a third embodiment of the present invention. Figure 10 is a side view of the stern, and Figure #i11 is a front view of the rear half of the hull as seen from the rear of the hull. 12 is a sectional view taken along the line XI[-XII of the 10th surface, and FIG. 13 is a sectional view taken along the line xm-xm of FIG. 10.

In the third embodiment of the present invention, as shown in FIGS. 10 and 11, a propeller 2 is attached to the tip of a propeller shaft 3 at the stern of the hull 1. A rudder 4 is supported by the hull 1 via a rudder support member 5.

Then, the flow of water flowing into propeller 2 is
The upper rotor 1, which has an axis in the vertical direction, runs along the stern starboard hull surface above the propeller shaft 3 in front of the propeller 2 so as to twist in the opposite direction to the rotation direction (clockwise) of the propeller 2.
4a, and a lower rotor 14b having an axis in a substantially vertical direction is provided along the port side hull surface of the stern portion below the propeller shaft 3 in front of the propeller 2.

Further, an upper rotor drive motor 15a and a lower rotor drive motor 15b are provided within the hull 1 as rotor rotation drive mechanisms capable of rotating the upper rotor 14a and the lower rotor 14b in opposite directions. It is connected to rotors 14a and 14b.

With the above-described configuration, substantially the same effects as in the first embodiment can be obtained in the third embodiment.

In addition, in any of the @1 to 3 embodiments described above, a ship having a shape similar to a normal stern part can be used without forming a complicated hull shape unlike a conventional ship having a left-right asymmetric stern shape. Since the rotor is simply attached, the ship of the present invention can be easily constructed without increasing hull resistance.

In addition, in the above-mentioned second and third embodiments, similarly to the first embodiment, the rotation speed of the propeller shaft 3 is adjusted so that the flow of water flowing into the propeller 2 is given a twist corresponding to the rotation speed of the propeller 2. It may also include a rotation speed detector for detecting the rotation speed and a control device for controlling the upper and lower rotor drive motors based on the detection signal.

〔Effect of the invention〕

As detailed above, according to the ship with a stern rotor of the present invention, in a ship equipped with a propeller at the rear of the stern, the flow of water flowing into the propeller is twisted in the opposite direction to the rotational direction of the propeller. In order to achieve this, an upper rotor and a lower rotor are provided above and below the propeller shaft, respectively, which are attached to the stern hull, and the upper rotor and lower rotor are connected to each other around a rotational axis in a substantially vertical direction. With a simple configuration that includes a rotor rotation drive mechanism that can rotate in the opposite direction, the propulsion efficiency of the ship's propeller is greatly increased without increasing hull resistance, and its construction is extremely easy and low cost. There is an advantage that it can be done with

Furthermore, since the rotor is simply attached to the stern section of a normal shape, there is an advantage that a general boat can be converted into the boat with the stern section rotor of the present invention extremely easily and at low cost.

[Brief explanation of drawings]

Figures 1 to 4 show a ship with a stern rotor as a first embodiment of the present invention. Figure 1 is a partially cutaway side view of the stern, and Figure 2 is a view from the rear of the hull. Figure 3 is a sectional view taken along line ■-■ in Figure 1, Figure 4 is a sectional view taken along line IV-IV in Figure #1,
Figures 5 to 9 show a ship with a stern rotor as a second embodiment of the present invention. Figure 5 is a partially cutaway side view of the stern, and Figure 6 is a view from the rear of the hull. Figure 7 is a cross-sectional view taken along the line ■■-v■ in Figure 5, Figure 8 is a cross-sectional view taken along the vu-vu line in Figure 5, and Figure 9 is a front view of the rear half of the hull. 10 to 13 are explanatory diagrams showing circumferential velocity components of the flow of water flowing into the third embodiment of the present invention.
This shows a ship with a stern rotor as an example. Fig. 10 is a side view of the stern, Fig. 11 is a front line view of the rear half of the hull as seen from the rear, and Fig. 12 is an IJ & xn- of Fig. 10. A cross-sectional view along the xm line, Figure 13 is the xm line in Figure 10.
14 to 17 are cross-sectional views taken along the - Figure 15 is a front view of the rear half of the hull as seen from the rear of the hull, Figures w & 16 are sectional views taken along line XVI-XVI in Figure 14, and Figure 17 is a sectional view taken along line XVI[-XVI in Figure 14. It is. 1. Hull, 2. Propeller, 3. Propeller shaft, 4.
- Rudder, 5... Rudder support member, 5a... Shoe piece, 6.
・Hull center line, 7...Rotation trajectory of propeller tip, 10a
, 10'a... Upper rotor, iob, io' b-, lower port, -ta, lla... Upper rotor drive motor as rotor rotation drive mechanism, 11b... Lower rotor drive as rotor rotation drive rock. motor, 12... bevel gear, 1
4a... Upper rotor, 14b... Lower rotor, 15a...
- Upper rotor drive motor as a rotor rotation drive mechanism, 15b.. Lower rotor drive motor as a rotor rotation drive mechanism, 16.. Control device, 17.. Rotation speed detector. Sub-Agent Patent Attorney Yoshihiko Iinuma Figure 7 Figure 9

Claims (1)

[Claims] In a ship equipped with a propeller at the rear of the stern, in order to twist the flow of water flowing into the propeller in the opposite direction to the direction of rotation of the propeller, the propeller is attached to the stern hull above and below the propeller shaft, respectively. The present invention is characterized by being provided with an upper rotor and a lower rotor, and a rotor rotation drive mechanism capable of rotating the upper rotor and the lower rotor in opposite directions about a substantially vertical axis of rotation. A ship with a stern rotor.