201022086 六、發明說明： 【發明所屬之技術領域】 本發明是有關於一種船舶，特別是指一種可產生預旋 流之船舶的預漩流產生裝置。 【先前技術】 近年來’由於開發中國家的迅速竄起，使得開發中國· 豕的消費力與對物資的需求日漸提升，相對的，使得國與 國間貿易逐漸熱絡起來。國與國間的貿易除了仰賴航空貨 # 運運送物品外，大宗或重量較重的貨物例如：汽車、機台… 等，依舊需仰賴船舶進行運輸，造成各國對於船舶的需求 也是與日俱增。 參閱圖1 ’現有船舶1包括一船殼丨丨，及一柩設於該船 • 殼11上且位於水線1〇下方的螺槳12。該船舶丨是利用該 螺槳12轉動時螺槳葉片於水中產生向前或向後的推進力以 驅動該船舶。 由於螺槳12的結構與作動方式的關係，當該螺槳12 ^ I生推力的同時’也會同時產生極大的奈流與耗散的旋向 動能，使得螺槳42產生的推力打折扣，若欲以增加螺槳12 轉速的方式提高推進力，將會導致紊流與耗散的旋向動能 大增，反而無助於提升船舶丨的推進效率與航行速度。 為了提升螺槳12的推力，相關業者研發出如圖2所示 之我國第92120886號發明專利申請案所揭露的技術；其主 要改善處是在螺槳12的外圍罩覆一導流筒13，將發散的旋 向動能集中成向後推進的動能，以提升螺槳12的推進力。 3 201022086 但是導流筒13罩覆於該螺紫12外周緣時勢必也增加螺毕 12轉動時的阻力’此阻力有可能抵消甚或超過其所提升的 #推進動造成所需之推進馬力不減反增的結果導 致消耗更多的馬力；而且其成本高昂不適用於大型商船。 _過去亦曾有船舶i在船艉左、右㈣側安裝—對對稱 的-角形水翼用來改變流場分佈，減低螺槳12在不均句艇 跡流的激振力，進而降低船舶〗的振動程度。 但根據德國漢堡水槽多年試驗經驗，此種方式裝置的 水翼會耗損船舶推進馬力達2%〜6%。 在油價日漸高漲的當下’如何增進螺帛12的推進力進 而提升船们的推進效率減少燃油的消耗，已成為各航商 、船廠與推進器供應商所需克服的首要問題。 【發明内容】 因此，本發明之目的，即在提供一種利用預漩流提升 船舶推進效率的船舶的預旋流產生裝置。 於是，本發明的船舶的預漩流產生裝置，該船舶包括 身。殼 向下突伸於該船殼的船舱，及一轉動地設置於 該船殼上的螺槳，其中，該船殼定義有—船舶吃水線、一 與船舶吃水線相互垂直的第一鉛垂線，及一與該第一鉛垂 線相互垂直且與該船殼的底緣相間隔的第一軸線，該第一 鉛垂線與該船舵之舵桿中心線間的距離為〇 2倍的船長，而 該第一轴線是與該螺槳旋轉時所構成之轉動面頂緣相疊合 ，該第一轴線、第一鉛垂線及該船殼的底緣，相互配合於 該船殼界定出一安裝區。 201022086 該預漩流產生裝置含—盥 與·該螺槳的轉動方向相同地設 置於該安裝區中的第一翼Η 異片該第一翼片與該船舶吃水線 形成有一角度介於13。〜4$。間的第一夾角。 本發明之功效是利用將命贫 用將該第一翼片與該螺槳的轉動方 向相同地設置於該安^ lx## 哀&中，並令該第一翼片與該船舶吃 水線形成有角度介於13。〜45。間的第—夹角從而改善船舶的 艉流場並製造出預璇流’而螺槳則吸收預漩流的旋向速度 ’以提馬船舶的推進效率。201022086 VI. Description of the Invention: [Technical Field] The present invention relates to a ship, and more particularly to a pre-swirl generating device for a ship that can generate a pre-swirl. [Prior Art] In recent years, due to the rapid rise of developing countries, the consumption power of developing China and the demand for materials have been increasing. Relatively, the trade between countries has gradually warmed up. In addition to relying on air cargo to transport goods, bulk or heavy goods such as cars, machines, etc., still need to rely on ships for transportation, resulting in an increasing demand for ships. Referring to Figure 1 'the existing vessel 1 includes a hull, and a propeller 12 disposed on the vessel 11 and below the waterline 1〇. The ship is driven by the propeller blades to produce a forward or backward propulsion force in the water to rotate the propeller 12. Due to the relationship between the structure of the propeller 12 and the actuating mode, when the propeller 12 ^ I generates the thrust, it will simultaneously generate a large amount of negative flow and dissipated rotational kinetic energy, so that the thrust generated by the propeller 42 is compromised. To increase the propulsive force by increasing the speed of the propeller 12, the turbulent flow and the dissipated rotational kinetic energy will be greatly increased, but it will not help to improve the propulsion efficiency and navigation speed of the ship. In order to increase the thrust of the propeller 12, the related art has developed a technique disclosed in the Chinese Patent Application No. 92120886, which is shown in FIG. 2; the main improvement is that a guide tube 13 is covered on the periphery of the propeller 12, The divergent swirling kinetic energy is concentrated into kinetic energy propelled backward to raise the propulsive force of the propeller 12. 3 201022086 However, when the guide tube 13 covers the outer periphery of the snail 12, it is bound to increase the resistance when the snail 12 rotates. This resistance may offset or even exceed the lift of the # 推 推. The result is increased consumption of more horsepower; and its high cost does not apply to large merchant ships. _In the past, ships i were installed on the left and right (four) sides of the bow. The symmetrical-angular hydrofoil was used to change the flow field distribution, reducing the exciting force of the propeller 12 in the uneven flow, and thus reducing the ship. The degree of vibration. However, according to the experience of many years of testing in the German Hamburg sink, the hydrofoil of this type of device will consume 2% to 6% of the propulsion horsepower. At a time when oil prices are rising, 'how to increase the propulsion of the snails 12 and improve the propulsion efficiency of the ships to reduce fuel consumption has become the primary problem that all operators, shipyards and propeller suppliers need to overcome. SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a pre-swirl generating device for a ship that utilizes a pre-swirling flow to enhance the propulsion efficiency of a ship. Thus, the pre-swirling flow generating device of the ship of the present invention includes the body. a casing projecting downwardly from the cabin of the hull and a propeller rotatably disposed on the hull, wherein the hull defines a ship waterline and a first plumb line perpendicular to the waterline of the vessel And a first axis perpendicular to the first plumb line and spaced from a bottom edge of the hull, the distance between the first plumb line and the center line of the rudder of the rudder is 〇2 times the length of the ship, The first axis is superposed on the top edge of the rotating surface formed by the rotation of the propeller, and the first axis, the first vertical line and the bottom edge of the hull are mutually fitted to the hull to define A mounting area. 201022086 The pre-swirling flow generating device includes a first wing flap disposed in the mounting area with the same direction of rotation of the propeller. The first fin forms an angle of 13 with the waterline of the vessel. ~4$. The first angle between the two. The effect of the present invention is to use the first fin to be disposed in the same direction as the rotation direction of the propeller, and to make the first fin and the ship waterline Formed at an angle of 13. ~45. The first angle between them improves the turbulent flow of the ship and creates pre-turbulence, while the propeller absorbs the swirling speed of the pre-swirling ' to promote the propulsion efficiency of the ship.
【實施方式】 有關本發明之前述及其他技術内容、特點與功效，在 以下配合參考圖式之二個較佳實施例的詳細說明中，將可 清楚的呈現。 在本發明被詳細描述之前，要注意的是’在以下的說 明内容中’類似的元件是以相同的編號來表示。 參閱圖3，本發明船舶的預漩流產生裝置4之第一較佳 ‘實施例是設置於一船舶2上。 參閱圖3 4，該船舶2包括一船殼21、一向下突伸於 該船殼21的船舵22，及一依據圖4箭頭5所示方向轉動地 設置於該船殼21上的螺槳23，其中，該船殼21定義有_ 船舶吃水線211、一與船舶吃水線211相互垂直的第一鉛垂 線212 ’及一與該第一鉛垂線212相互垂直且與該船殼21 之底緣相間隔的第一軸線213，該第一鉛垂線212與該船舵 22之艇桿中心線221間的距離為船長的〇.2倍，該第一轴 線213是與該螺槳23旋轉時所構成之轉動面頂緣相疊合， 5 201022086 該第一軸線213、第一鉛垂線212及該船殼21的底緣，相 互配合於該船殼21界定出一安裝區24。 參閲圖5’並請一併回顧圖3、4’該預漩流產生裝置4 包含一與該螺槳23的轉動方向相同地設置安裝區24中的 第一翼片41，該第一翼片41概呈三角錐狀，且該第一翼片 41具有一連設於該安裝區24上且概呈三角形的第一接觸面 411，及三個自該第一接觸面411周緣朝相反於該船殼21方 向突伸的第一連接面412，其中，該第一接觸面411界定有 一長度介於0.6。/。〜1.8。/。之船長的第一長度線413，及一與第 一長度線413相垂直且長度介於6%〜25%第一長度線413的 第一寬度線414，該第一長度線413與該船舶吃水線211形 成有一角度介於13。〜45。間的第一夾角01，而該第一翼片 41相對於該安裝區24的最大垂直高度為該第一長度線413 的 0.3%〜2.0%。 發明人藉由台灣國際造船股份有限公司1，7〇〇 TEU貨櫃 輪為例，利用計算流體力學（c〇mpmati〇nal Fluid Dynamics， CFD)模擬試驗以驗證本發明之第—較佳實關的功效，其 中，1,700 TEU貨櫃輪船長164 9公尺、船寬27 9公尺船 深13.8公尺、最大吃水9 5公尺，而17〇〇 TEu貨櫃輪的 螺槳23是依據圖4箭頭5所示方向轉動，所以該第一翼片 41是設置於圖3右侧之安裝區24中，該第一翼片41的第 一長度線413為2.82公尺、第一寬度線414為〇45公尺， 該第-翼片41相對於該安裝區24的最大垂直高度為〇68 公尺，且該第一長度線413與船舶吃水線211間的第一夾角 201022086 θι為15·4 ’而试驗結果如下表1所示。表1中對照组為 未裝設預漩流產生裝置4的試驗結果，而試驗1則是將預 旋流產生裝置4的第一翼片41設置於圖3右側之安裝區24 中的試驗結果。 表1 對照組 總阻 力係 數 1.0000 1- ω 0.7780 1-t 0.8006 自推 效車 0,6897 iQ — 1 r 船殼 效率 卜1.029 Λ 0 推％ 效率 0.7097 所需馬力 減少率（％) 0.00 馬力 減少（PS) 0 試驗 1 ll.UUOOIO.7779 1 0.8004 1 I J.H· --- 0^92311.029 I0T71241~0^7~Γ~so—— 由表1中可知，將預漩流產生裝置4的第一翼片41設 置於UOO TEU貨櫃輪如圖3右侧之安裝區24中且當該第 一夾角0 ,為15.4。時，推進的所需馬力減少8〇公制馬力 (PS)，所須馬力的減少率為0.37%。The above and other technical contents, features and effects of the present invention will be apparent from the following detailed description of the preferred embodiments of the invention. Before the present invention is described in detail, it is to be noted that in the following description, similar elements are denoted by the same reference numerals. Referring to Figure 3, a first preferred embodiment of the pre-swirling flow generating device 4 of the present invention is disposed on a vessel 2. Referring to FIG. 34, the vessel 2 includes a hull 21, a rudder 22 projecting downwardly from the hull 21, and a propeller rotatably disposed on the hull 21 in the direction indicated by the arrow 5 in FIG. 23, wherein the hull 21 defines a ship waterline 211, a first plumb line 212' perpendicular to the ship waterline 211, and a vertical line perpendicular to the first plumb line 212 and to the bottom of the hull 21. a first axis 213 of the edge interval, the distance between the first vertical line 212 and the bow center line 221 of the rudder 22 is 〇.2 times the length of the ship, and the first axis 213 is rotated with the propeller 23 The top edge of the rotating surface formed at the time overlaps, 5 201022086 The first axis 213, the first vertical line 212 and the bottom edge of the hull 21 cooperate with the hull 21 to define a mounting area 24. Referring to FIG. 5', and referring back to FIG. 3, 4', the pre-swirling device 4 includes a first fin 41 disposed in the mounting region 24 in the same direction of rotation of the propeller 23, the first wing The sheet 41 has a triangular pyramid shape, and the first flap 41 has a first contact surface 411 which is connected to the mounting area 24 and has a triangular shape, and three of the first contact surface 411 are opposite to the circumference. A first connecting surface 412 protruding in the direction of the hull 21, wherein the first contact surface 411 defines a length of 0.6. /. ~1.8. /. a first length line 413 of the captain and a first width line 414 perpendicular to the first length line 413 and having a length between 6% and 25% of the first length line 413, the first length line 413 and the vessel draught Line 211 is formed at an angle of 13. ~45. The first angle 01 is between, and the maximum vertical height of the first fin 41 relative to the mounting area 24 is 0.3% to 2.0% of the first length line 413. The inventor used the Computational Fluid Dynamics (CFD) simulation test to verify the first-best implementation of the present invention by taking the 1,7-inch TEU container wheel of Taiwan International Shipbuilding Co., Ltd. as an example. Efficacy, of which 1,700 TEU container ship length is 164 9 meters, ship width is 27 9 meters, ship depth is 13.8 meters, maximum draft is 9.5 meters, and 17-inch TEU container wheel screw 23 is according to Figure 4 arrow 5 The first flap 41 is disposed in the mounting area 24 on the right side of FIG. 3, the first length line 413 of the first flap 41 is 2.82 meters, and the first width line 414 is 〇45. Metric, the maximum vertical height of the first flap 41 relative to the mounting area 24 is 〇68 meters, and the first angle 201022086 θι between the first length line 413 and the ship waterline 211 is 15·4' The test results are shown in Table 1 below. The control group in Table 1 is the test result without the pre-swirling flow generating device 4, and the test 1 is the test result of the first flap 41 of the pre-swirl generating device 4 being placed in the mounting area 24 on the right side of FIG. . Table 1 Total resistance coefficient of the control group 1.0000 1- ω 0.7780 1-t 0.8006 Self-propelled car 0,6897 iQ — 1 r Hull efficiency Bu 1.029 Λ 0 Push % Efficiency 0.7097 Required horsepower reduction rate (%) 0.00 Horsepower reduction ( PS) 0 Test 1 ll. UUOOIO.7779 1 0.8004 1 I JH· --- 0^92311.029 I0T71241~0^7~Γ~so - As can be seen from Table 1, the first wing of the pre-swirl generation device 4 The sheet 41 is placed in the UOO TEU container wheel in the mounting area 24 on the right side of FIG. 3 and is 15.4 when the first angle is 0. At the time, the required horsepower for propulsion was reduced by 8 metric metric horsepower (PS), and the required horsepower reduction rate was 0.37%.
參閱附件1並請-併參閱圖4、5可知，將預璇流產生 裝置4的第一翼片41與該缘槳23的轉動方向相同地設置 於該安裝區24中’並令該第一翼片41與該船舶吃水線叫 形成該第—夾角〜可發揮導引水流的作用，而經導引後的 成為對螺^ 23推進力有幫助的預旋流進人推進如舶2 的=槳23内’旋轉中_槳23在吸收懸流後確實可減 ^推進所需動力提高船舶2的推進效率。 2月人針對不同的船型之第一翼片41與船勒吃 的帛夾角t進行試驗，所獲得可減少推進所 力“船舶2的推進效率之第一夾角“，如表％ 7 201022086 表2 船型 船長x船寬X船深X最大吃水（m) 第一夾角 1,700 TEU 164.9x27.9x13.8x9.5 15.4° 3,200 TEU 232.4x32.2x19.5x1 1.0 30.0。 2,200 TEU 187.1 x30.2x17.5x1 1.0 29.8° 1,100 TEU 145.〇χ25.Οχ 13.9x9.5 42.9° 於本較佳試驗例中，因為該螺槳23是依據圖4箭頭5 所示方向轉動，所以該第一翼片41是設置於圖4右側之安 裝區24中’當然，若該螺槳23的轉動方向與圖3箭頭5 所示相反時，該第一翼片41即對應設置於圖3左側之安裝 區24中，也可達成相同的功效。 參閱圖6,並請一併回顧圖3,為本實施例的另一種態 樣’其中不相同之處在於：該第一翼片41是概呈菱錐狀， 而該第一接觸面411是概呈菱形的，並具有四個自該第一接 觸面411周緣朝相反於該船殼21方向突伸的第一連接面 412，其中，該第一接觸面411界定有一長度介於 0.8%〜2.2%船長的第一長度線413,及一與第一長度線413 相垂直且長度介於4°/。〜20%第一長度線413的第一寬度線 414，而該第一翼片41相對於該安裝區24的最大垂直高度 為第一長度線413的〇.3〇/。〜2.0%。藉此提供另一種不同於三 角錐狀狀之第一翼片41的型態，依然可以達成相同減少推 進所需動力提高船舶2之推進效率的功效。 參閱圖7、8,本發明船舶的預漩流產生裝置4之第二 201022086 較佳實施例，大致是與該第一較佳實施例相同，相同之處 不再贅言，其中不相同之處在於：該預漩流產生裝置4更 包含一與螺槳23的轉動方向（箭頭6)相反地設置於該安裝區 24中的第二翼片42,該第二翼片42與該第一翼片41分別 位於s亥船航22的相反兩側，該第一、二翼片41、42皆概 呈菱錐狀，且該第二翼片42具有一連設於該安裝區24上 且概呈菱形的第二接觸面421，及四個自該第二接觸面421 周緣朝相反於該船殼21方向突伸的第二連接面422，其中Referring to the attachment 1 and requesting - and referring to Figures 4 and 5, the first flap 41 of the pre-turbulence generating device 4 is disposed in the mounting area 24 in the same direction as the rotation direction of the edge paddle 23' and the first The airfoil 41 and the water line of the ship are called to form the first angle ～ to play the role of guiding the water flow, and the guided pre-swirl flow which is helpful to the propeller force of the screw 23 pushes into the propulsion 2 The 'rotational_powder 23 in the paddle 23 can surely reduce the propulsive efficiency of the vessel 2 after absorbing the overcurrent. In February, the first wing 41 of different ship types was tested with the angle t of the boat, and the first angle of the propulsion efficiency of the ship 2 was reduced, as shown in Table 7 201022086 Table 2 Ship Captain x Ship width X Ship depth X Maximum draft (m) First angle 1,700 TEU 164.9x27.9x13.8x9.5 15.4° 3,200 TEU 232.4x32.2x19.5x1 1.0 30.0. 2,200 TEU 187.1 x30.2x17.5x1 1.0 29.8° 1,100 TEU 145.〇χ25.Οχ 13.9x9.5 42.9° In the preferred test example, since the propeller 23 is rotated in the direction indicated by the arrow 5 in Fig. 4, The first flap 41 is disposed in the mounting area 24 on the right side of FIG. 4. Of course, if the rotation direction of the propeller 23 is opposite to that shown by the arrow 5 in FIG. 3, the first flap 41 is correspondingly disposed in FIG. The same effect can also be achieved in the mounting area 24 on the left side. Referring to FIG. 6, and referring back to FIG. 3 together, another aspect of the present embodiment is different in that the first fin 41 is substantially rhomboidal, and the first contact surface 411 is The first contact surface 412 protrudes from the periphery of the first contact surface 411 toward the hull 21, wherein the first contact surface 411 defines a length of 0.8%~ The first length line 413 of the 2.2% length of the ship, and one is perpendicular to the first length line 413 and has a length of 4°/. 〜20% of the first width line 414 of the first length line 413, and the maximum vertical height of the first fin 41 relative to the mounting area 24 is 〇.3〇/ of the first length line 413. ~2.0%. By providing another type of first fin 41 different from the triangular pyramid shape, it is still possible to achieve the same effect of reducing the propulsive power required to improve the propulsion efficiency of the vessel 2. Referring to Figures 7 and 8, a preferred embodiment of the second 201022086 of the pre-swirling flow generating device 4 of the present invention is substantially the same as the first preferred embodiment, and the similarities are no longer in common, wherein the difference is that The pre-swirling device 4 further includes a second fin 42 disposed in the mounting region 24 opposite to the direction of rotation of the propeller 23 (arrow 6), the second flap 42 and the first flap The first and second flaps 41 and 42 are respectively in the shape of a rhomboid, and the second flap 42 has a diamond shape connected to the mounting area 24 and is substantially diamond-shaped. a second contact surface 421, and four second connecting surfaces 422 protruding from the periphery of the second contact surface 421 in a direction opposite to the hull 21, wherein
，該第二接觸面421界定有一長度介於〇 8%〜2.2%之船長的 第二長度線423，及一與第二長度線423相垂直且長度介於 4%〜20%第二長度線423的第二寬度線424，且該第二長度 線423與該船舶吃水線211形成一第二夾角，該第二夾 角02與該圖6中的第一夾角01的角度相同，而該第二翼 片42相對於該安裝區24的最大垂直高度為第二長度線423 的 0.3%〜2.0〇/〇。 一併參閱圖ό，發明人依舊以台灣國際造船股份有限公 司1’7〇〇 TEU貨櫃輪為例，利用計算流體力學 (C〇mpUtational Fluid Dynamics，CFD)模擬試驗以驗證本發 明之第二較佳實施例的功效，其中，皆概呈菱錐狀之第一 、二翼片41、42的第一、二長度線413、423為1 88公尺 、第一、二寬度線414、424為〇·24公尺，該第一、二翼片 41、42相對於該安裝區24的最大垂直高度為〇 68公尺， 且該第一、二夾角皆為13.0。，而試驗結果如下表 3所不。表3中對照組為未裝設預旋流產生裝置4的試驗結 201022086 果，而試驗2則於船舵22相反兩側之安裝區24中分別設 置有第一、二翼片41、42的試驗結果。The second contact surface 421 defines a second length line 423 having a length of between 〇8% and 2.2%, and a second length line 423 perpendicular to the second length line 423 and having a length between 4% and 20%. a second width line 424 of 423, and the second length line 423 forms a second angle with the ship waterline 211, the second angle 02 is the same as the angle of the first angle 01 in FIG. 6, and the second The maximum vertical height of the fin 42 relative to the mounting area 24 is 0.3% to 2.0 〇/〇 of the second length line 423. Referring to the figure, the inventor still uses the 1'7〇〇TEU container wheel of Taiwan International Shipbuilding Co., Ltd. as an example, using the computational fluid dynamics (CFD) simulation test to verify the second comparison of the present invention. The effect of the preferred embodiment is that the first and second length lines 413 and 423 of the first and second fins 41 and 42 which are generally rhomboidal are 1 88 meters, and the first and second width lines 414 and 424 are 24·24 meters, the maximum vertical height of the first and second fins 41, 42 relative to the mounting area 24 is 〇68 meters, and the first and second angles are both 13.0. And the test results are as shown in Table 3 below. The control group in Table 3 is the test knot 201022086 without the pre-swirl generating device 4, and the test 2 is provided with the first and second flaps 41, 42 respectively in the mounting area 24 on the opposite sides of the rudder 22 test results.
本發明之第二較佳實施例，依舊可減The second preferred embodiment of the present invention can still be reduced
少推進所需馬力58公制馬力（ps)，其馬力的減少率為 0.27 /。，所以，本發明之第二較佳實施例也可以達成減少推 進所需動力提高船舶2之推進效率的功效。 於本較佳實施例中該第一、二翼片41、42皆概呈菱錐 狀’當然、’該第_、二翼片41、42也可如該第_較佳實施 例相同皆呈三角錐狀，只要呈三角錐狀之第一二翼片4ι 、42的幾合尺寸符合該第一較佳實施例所揭露的範圍，即 可達成相同的功效，並不應為本較佳實施例的揭露所囿限 在此需要特別說明的是，由於計算流體力學是將L700 TEU貨櫃輪縮尺比1/23.76後再進行試驗，由於尺度效應 (Scale effect)所以於實際應用時，預漩流產生裝置4的黏性 阻力佔總阻力分量會變小，使得預漩流產生裝置4所損失 的馬力大幅減少，因此推測於實際應用時其馬力的減少率 約可達1 ~ 2%。 综上所述，本發明之船舶的預漩流產生裝置4利用將 第一翼片41與該螺槳23的轉動方向相同地設置於該安裝 10 201022086 區24中，並令該第一翼片41與該船舶吃水線211形成有角 度介於13〜45間的第一夾角θ 1以改善船舶2的艉流場並 製造出預璇流’而_ 23則吸收預旋流的旋向速度，從而 減少推進所須馬力提高船舶2的推進效率，故確實能達成 本發明之目的。 惟以上所述者，僅為本發明之較佳實施例而已，當不 能以此限定本發明實施之範圍，即大凡依本發明申請專利 範圍及發明說明内容所作之簡單的尊效變化與修飾，皆仍 屬本發明專利涵蓋之範圍内。 【圖式簡單說明】 圖1是一局部側視圖，說明現有船舶； 圖2是一局部剖視圖’說明我國第92120886號發明專 利申請案所揭露的技術； 圖3是一側視圖，說明本發明船舶的預旋流產生裝置 之第一較佳實施例； 圖4是一正視圖’輔助說明圖3 ; 圖5是一局部放大側視圖’說明該第一較佳實施例中 第一翼片的態樣； 圖6是一局部放大側視圖，說明該第一較佳實施例中 第一翼片的另一種態樣； 圖7是一乒視圖，·說明本發明船舶的預漩流產生裝置 之第二較佳實施例；及 圖8是一局部放大側視圖，說明該第二較佳實施例中 第一翼片的態樣。 201022086 【主要元件符號說明】 •船舶 412 …· …第一連接面 2 1 »»»·»«；，* •船殼 413 * * * * …第一長度線 2 11 " + •船舶吃水線 414 ♦"- …第一寬度線 212…… •第一鉛垂線 « S « K ·» K …第二翼片 213· — * •第一轴線 421 …* …第二接觸面 2 2 ********. •船舵 422 …* …第二連接面 221…… •舵桿中心線 423 *… …第二長度線 -螺槳 424 ·… …第二寬度線 4 *♦*»***»: •安裝區 Θ \…· …第一夾角 •預璇流產生裝置 Θ 2 ”… …第二爽角 4 1 «χ*»4κ#»ί' •第一翼片 5、6 - …箭頭 •第一接觸面 12Less than the required horsepower of 58 metric horsepower (ps), the horsepower reduction rate is 0.27 /. Therefore, the second preferred embodiment of the present invention can also achieve the effect of reducing the propulsive power required to improve the propulsion efficiency of the vessel 2. In the preferred embodiment, the first and second flaps 41 and 42 are generally rhombic. Of course, the first and second flaps 41 and 42 may also be the same as the first embodiment. The triangular cone shape can achieve the same effect as long as the combined dimensions of the first two fins 4ι and 42 in the shape of a triangular pyramid conform to the scope disclosed in the first preferred embodiment, and should not be a preferred embodiment. The disclosure of the example is particularly limited here. Since the computational fluid dynamics is to test the L700 TEU container wheel scale ratio after 1/37.76, due to the scale effect, the pre-swirling flow is used in practical applications. The viscous resistance of the generating device 4 becomes smaller than the total resistance component, so that the horsepower loss of the pre-swirl generating device 4 is greatly reduced, so that the reduction rate of the horsepower is estimated to be about 1 to 2% in practical use. In summary, the pre-swirling flow generating device 4 of the ship of the present invention is disposed in the installation 10 201022086 area 24 by using the same direction of rotation of the first flap 41 and the propeller 23, and the first flap is made 41 forming a first angle θ 1 with an angle of between 13 and 45 with the waterline 211 of the vessel to improve the turbulent flow field of the vessel 2 and to produce a pre-turbulent flow _ 23 to absorb the rotational velocity of the pre-swirl, Therefore, it is possible to achieve the object of the present invention by reducing the propulsive horsepower and improving the propulsive efficiency of the ship 2. However, the above is only the preferred embodiment of the present invention, and the scope of the present invention cannot be limited thereto, that is, the simple change and modification of the invention according to the scope of the present invention and the description of the invention, All remain within the scope of the invention patent. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a partial side elevational view of a conventional ship; FIG. 2 is a partial cross-sectional view illustrating the technique disclosed in the Chinese Patent Application No. 92120886; FIG. 3 is a side view illustrating the ship of the present invention The first preferred embodiment of the pre-swirl generating device; FIG. 4 is a front view 'auxiliary description FIG. 3; FIG. 5 is a partially enlarged side view' illustrating the state of the first fin in the first preferred embodiment. Figure 6 is a partially enlarged side elevational view showing another aspect of the first flap in the first preferred embodiment; Figure 7 is a table view showing the first pre-swirling flow generating device of the ship of the present invention 2 is a preferred embodiment; and FIG. 8 is a partially enlarged side elevational view showing the first fin of the second preferred embodiment. 201022086 [Description of main component symbols] • Ship 412 ...· ...first connection surface 2 1 »»»·»«;,* • hull 413 * * * * ...first length line 2 11 " + • Ship water line 414 ♦ " - ... first width line 212 ... • first plumb line « S « K ·» K ... second flap 213 · - * • first axis 421 ... * ... second contact surface 2 2 * *******. • Rudder 422 ...* ... second connection surface 221... • Rudder center line 423 *... second length line - propeller 424 ·... second width line 4 *♦* »***»: • Installation area Θ \...· ...first angle • Pre-turbulence generator Θ 2 ”...second refreshing angle 4 1 «χ*»4κ#»ί' • first wing 5 6 - ... arrow • first contact surface 12