JPS6175092A - High speed boat associated with hull rolling reducer - Google Patents

Abstract

PURPOSE:To reduce rolling of hull by arranging a shaft bracket for supporting a propeller shaft laterally from the sideface of skeg while providing a flap to be controlled through hull rolling control means at the rear edge of bracket. CONSTITUTION:In high speed boat having such cross-section as inflated in round from the opposite sides toward the center of bottom, a skeg 7 is provided on the bottom while shaft brackets 8R, 8L are arranged horizontally in lateral direction from the opposite side faces of said skeg to support the propeller shafts 4R, 4L. Then rotatable flaps 9R, 9L are provided at the rear end of respective shaft bracket 8R, 8L to function in the direction for reducing the rolling of hull on the basis of hull rolling detecting means. Consequently, sufficient reducing effect of rolling can be achieved without increasing the resistance of hull.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Field of Application] The present invention relates to a high-speed boat having a hull vibration reduction device.

[Conventional technology]

As a conventional high-speed boat having a device for reducing hull oscillation (Vfl: longitudinal oscillation), there are those shown in Figs. As shown in , IR, the gray IAC (However, the front half of the hull B is configured as a single hull), and in the recess 2 between these twin hull parts IL and IR, there is a longitudinal S-sway reducing moon fin (anti-pitching fin) 3. It is rotatably mounted as shown by arrow a.

In addition, the rotation control eB for the anti-pitching fin 3!
Although the structure is not shown, it is provided.

Also, the 5th ~? In UjJ, the codes 4L and 4R are the left and right propeller shafts that protrude diagonally downward from the bottom of the ship, S
L and 5R represent the left and right propellers, 6L and 6R represent the left and right propellers 5L and SR, and the rudders are arranged along the vertical direction on the outside of these propellers 5L and SR, respectively, and the symbol W is It shows the face of water.

[Problem that the invention seeks to solve]

However, in a conventional high-speed boat equipped with this type of hull vibration reduction device, the anti-pitching fin 3 has two parts IL,
Since it is disposed in the recess 2 that is open to the IR, a sufficient flow velocity cannot be obtained to hit the anti-pitching fins 3.
As a result, the anti-pitching fins 3 have an insufficient effect of reducing vertical sway, and since the hull is partially double-hulled, hull resistance increases significantly, impairing propulsion performance.

The present invention is an attempt to solve these problems, and includes a hull sway reduction device that provides a sufficient hull sway reduction effect without causing an increase in hull resistance! ^ The purpose is to provide high-speed boats.

[Means for solving problems]

For this reason, the high-speed boat with the hull sway reduction i&device of the present invention,
It is a high-speed boat with a round m cross-section that extends from the side of the ship to the center of the bottom, and is equipped with a skeg at the bottom of the stern, and a propeller shaft that protrudes diagonally downward from the bottom of the ship toward the rear. It is supported by a shaft bracket arranged almost horizontally in the direction of the hull from the side of the skeg, and a flap is pivotally attached to the rear edge of the shaft bracket, and a synchronized control mechanism for the flap is provided. It is characterized by

(Function) In the above-described high-speed boat equipped with the hull sway reduction f & device of the present invention, since the flap is pivotally attached to the trailing edge of the shuttle bracket, the hull sway can be effectively reduced without increasing the hull resistance. be able to.

〔Example〕

Hereinafter, a high-speed boat equipped with a hull vibration reduction device as an embodiment of the present invention will be explained with reference to the drawings. FIG. 1 is a perspective view of the bottom of the boat seen from below, and FIG.
Figure 183 is a partial side view showing the stern section enlarged.
The figure is a block diagram showing the 7-lamp control system.
4, the same reference numerals as in FIGS. 5 to 7 indicate substantially the same parts.

As shown in Figure 1.2, this high-speed boat has a cross section that bulges out in a round shape from the side of the hull B' toward the center of the bottom, and is further provided with a skeg 7 along the center of the stern bottom. There is.

In addition, propeller shafts 4 L and 4 R (propellers SL and 5 R are attached to the rear ends of each propeller shaft 4L and 4R) are provided on the left and right sides of the skeg 7, protruding diagonally downward from the bottom of the ship toward the rear. However, these propeller shafts 4L and 4R have their bearing portions 4'L.

4'R is a shaft plaque (8L) which is arranged almost horizontally in the transverse direction of the hull due to the bias of skeg 7.

It is cantilever supported by 8R.

By the way, flaps 9L and 9R, which function as anti-pitching fins, are pivotally attached to the rear edges of the shaft brackets 8L and 8R, respectively.

9R are combined into one, and the cross-sectional shape is formed to be, for example, an airfoil-shaped cross-sectional shape. That is, the conventional shaft bracket is formed singly to have, for example, an airfoil cross-sectional shape.In other words, the shaft bracket of the present invention is
8 L, 8R and flaps 9L, 9R are integrated, and if you look at it the other way, the present invention has a shape that is a part (second half) of the conventional shaft bracket. It can be said that the part corresponding to this is implanted as a flap.

As a result, it is possible to provide a shaft bracket in addition to a shaft bracket in the same shape as a conventional shaft bracket, so that an increase in hull resistance is not caused.

The conventional shaft bracket has a shape in which the shaft brackets 8L, 8R of the present invention and the flaps 9L, 9R are integrated, but its size is different from that of the shaft brackets 8L, 8R of the present invention. The flaps 9L and 9R integrated together are larger than the conventional shaft bracket, because otherwise the propeller shafts 4L and 4R cannot be supported sufficiently.

In addition, the rear edges of flaps 9L and 9R are attached to propellers 5L and 5.
It is set to be located slightly forward of R.

Furthermore, a simultaneous control mechanism M for the flaps 9L and 9R is provided.

That is, as shown in Fig. 2.4, each flap 9L,
7 actuators for rotating 9R (for example, hydraulic cylinders 10L, IOR are installed in the ship, and corresponding actuators 10L, 10R and flaps 9L, 9R)
are connected to each other via a linkage mechanism disposed within the skeg 7, for example.

Furthermore, a ship vibration detection means 12 is provided for detecting longitudinal vibration when the ship body is shaken.
Examples include a hull inclinometer, a rate gauge, or a suitable differentiator that can detect pitch angle, angular velocity, or angular acceleration, and the output signal thereof is an electrical signal.

Then, the signal from this means 12 is input to the controller 11, which is, for example, a CPU.
and an appropriate memory and input/output ink 7 ace, and each of the 7 output units 10L receives a signal from the means 12 described above.

Hull to 10R! I! lJI! It outputs a control signal for reducing 1.

As described above, when each of the seven cutieators 10L and 10R receives a control signal from the controller 11, each of the seven cutieators 10L and 10R operates in response to the control signal, and each flap 9L and 9R operates as shown by the chain line in FIG. This causes the bow to move up and down to reduce vertical motion.

In addition, flaps 9L and 9R are located immediately in front of propellers SL and SR, so propeller 5L.

Since the flow attracted and accelerated by 5R hits the shaft brackets 8L, 8R and the flaps 9L, 9R, it is easy to generate lift, which is expected to provide a sufficient effect of reducing vertical IIh shaking.

Although not shown, it goes without saying that a steering mechanism for the rudders 6L and 6R is provided.

Further, the flap rotation control mechanism shown in FIG. 2.4 is merely an example, and it goes without saying that various other examples are possible.

Further, the present invention can also be applied to a high-speed boat that has two skegs and one propeller shaft between the skegs. In this case, the flap may be pivotally attached to the rear edge of the shuttlecock connecting each skeg and the propeller shaft.

In addition to using the 7-luff 9L and 9R as fins for reducing vertical vibration, they can also be used as fins for reducing other ship vibrations (such as rolling and yawing).

〔Effect of the invention〕

As detailed above, the present invention includes a hull motion reduction device! According to TakamiH, a high-speed boat with a round cross section that bulges from the side of the boat toward the center of the bottom, is equipped with a skeg at the bottom of the stern, and a propeller shaft that protrudes diagonally downward from the bottom of the boat toward the rear. The propeller shaft is supported by a shaft bracket arranged almost horizontally in the transverse direction of the hull from the side of the skeg, and a flap is pivotally attached to the rear edge of the shaft bracket, and the rotation control mechanism of the 7 rasive is The simple structure of the above-mentioned design allows for sufficient hull movement without increasing hull resistance!
A mitigation effect can be obtained.

[Brief explanation of drawings]

Figures 1 to 4 show ship movement 4! as an embodiment of the present invention. ! This shows a high-speed boat with a lightening device. Figure 1 is a perspective view of the bottom of the boat from below, Figure 2 is a view from the ■ arrow in Figure 1, and Figure 3 is a partial side view showing the stern part enlarged. Fig. 4 is a block diagram showing the flap control system, and fjS5-7.
The figure shows a conventional hull! This shows a high-speed boat equipped with rIIJ rock mitigation device. Figure 5 is a perspective view looking at the bottom of the boat from below, Figure 6
The figure is a schematic view of the arrangement of the 7-inch pinoting fin viewed from the direction of the arrow ■ in Fig. 5, and Fig. fjS7 is a vertical sectional view schematically showing the arrangement and operation of the anti-pitching fin. . 4L, 4R... propeller shaft, 4' L, 4' R... sleeve receiver, SL, 5R... propeller, 6L, 6R... rudder, 7
...Skeg, 8L, 8R...Shuttle bracket, 9L
, 9R...flap, 10L, 10R...7 cutuator, 11...control 5.12...hull gllIJa
Detection means, B'...hull, M...flap rotation control Dy
J Seimizo. Sub-Agent Patent Attorney Yoshihiko Iinuma Figure 1 Figure 2 Figure 3 Figure 4

Claims (1)

[Claims] A high-speed boat that has a round cross section that bulges from both sides toward the center of the bottom of the ship, is equipped with a skeg at the bottom of the stern and a propeller shaft that projects diagonally downward toward the rear from the bottom of the ship, and the propeller shaft is attached to the skeg. It is supported by a shaft bracket disposed substantially horizontally in the transverse direction of the hull from the side, a flap is pivotally attached to the rear edge of the shaft bracket, and a rotation control mechanism for the flap is provided. A high-speed boat equipped with a hull vibration reduction device.