TW201339052A - Asymmetrical fin device for ship - Google Patents
Asymmetrical fin device for ship Download PDFInfo
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- TW201339052A TW201339052A TW101110112A TW101110112A TW201339052A TW 201339052 A TW201339052 A TW 201339052A TW 101110112 A TW101110112 A TW 101110112A TW 101110112 A TW101110112 A TW 101110112A TW 201339052 A TW201339052 A TW 201339052A
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
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Abstract
Description
本發明是有關於一種鰭翼,特別是指一種船舶的非對稱鰭翼裝置。The present invention relates to a fin, and more particularly to an asymmetric fin device of a ship.
近年來,由於開發中國家的迅速竄起,使得開發中國家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。In recent years, due to the rapid rise of developing countries, the consumption power of developing countries 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, large-scale or heavier goods such as cars, machines, etc., still rely on ships for transportation, resulting in an increasing demand for ships.
參閱圖1,現有船舶1包括一船殼11,及一具設於該船殼11上且位於水線10下方的螺槳12。該船舶1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1。Referring to Figure 1, the existing vessel 1 includes a hull 11 and a propeller 12 disposed on the hull 11 below the waterline 10. The ship 1 is propelled by the propeller blades in the water to drive forward or backward when the propeller 12 is rotated to drive the vessel 1.
由於螺槳12的結構與作動方式的關係,當該螺槳12產生推力的同時,也會同時產生極大的紊流同時帶動周圍流體旋轉運動而損耗能量(稱為旋向動能損失),使得螺槳12需要更多的馬力輸入,若欲以增加螺槳12轉速的方式提高推進力,將會導致紊流與旋向動能損失大增,反而無助於提升船舶1的推進效率與航行速度。Due to the relationship between the structure of the propeller 12 and the actuating mode, when the propeller 12 generates thrust, it also generates a great turbulence and simultaneously drives the surrounding fluid to rotate and lose energy (called the kinetic energy loss), so that the snail The paddle 12 needs more horsepower input. If the propeller force is increased by increasing the rotation speed of the propeller 12, the turbulence and the kinetic energy loss will be greatly increased, but it will not help to improve the propulsion efficiency and navigation speed of the ship 1.
為了提升推進效率與航行速度,相關業者研發出如圖2、3所示,中華人民共和國公告第1048461C號「船用反作用鰭板裝置」的技術,利用分別對應設置於螺槳12前方之左舷與右舷的6塊鰭板13,以改變流體的方向,提升螺槳12的推進效率及航行速度。In order to improve the propulsion efficiency and the speed of navigation, the relevant industry has developed the technology of the "Rock Reaction Fin Plate Device" of the People's Republic of China Announcement No. 1048461C, as shown in Figures 2 and 3, using port and starboard respectively corresponding to the front of the propeller 12. The six fins 13 are used to change the direction of the fluid to improve the propulsion efficiency and speed of the propeller 12.
但是,一般說來該船舶1體積龐大,相對地該螺槳12與所述鰭板13也十分巨大,想當然,設置的鰭板13數量愈多成本也就愈高,因此,如何減少鰭板13的數量以降低成本,卻又能保有提升推進效率與航行速度的效果,成為相關業者所欲改善的目標。However, in general, the ship 1 is bulky, and the propeller 12 and the fins 13 are also relatively large. Of course, the more the number of fins 13 provided, the higher the cost, so how to reduce the fins 13 The quantity is reduced to reduce the cost, but it can maintain the effect of improving the efficiency of the propulsion and the speed of navigation, and has become the target of the relevant industry.
因此,本發明之目的,即在提供一種結構簡單、成本低且能提升推進效率與航行速度之船舶的非對稱鰭翼裝置。Accordingly, it is an object of the present invention to provide an asymmetric fin device for a ship that is simple in construction, low in cost, and capable of improving propulsion efficiency and navigation speed.
於是,本發明船舶的非對稱鰭翼裝置,該船舶包括一個以一螺槳軸心線轉動的螺槳,且定義有一由該螺槳軸心線向上垂直延伸的起始線。Thus, in the asymmetric fin device of the vessel of the present invention, the vessel includes a propeller that rotates about a spindle axis and defines a starting line that extends vertically upward from the spindle axis.
該非對稱鰭翼裝置包含一設置於該船舶之右舷的右舷鰭翼、一設置於該船舶之左舷的第一左舷鰭翼,及一設置於該船舶之左舷的第二左舷鰭翼。The asymmetric fin device includes a starboard fin disposed on the starboard side of the vessel, a first port fin disposed on a port side of the vessel, and a second port fin disposed on a port side of the vessel.
而從該船舶的船艉朝船艏方向看,該右舷鰭翼與該起始線形成有一角度介於70°至110°之間的第一周向角,而從該船舶的船艉朝船艏方向看,該第一左舷鰭翼與該起始線形成有一角度介於225°至255°之間的第二周向角,且從該船舶的船艉朝船艏方向看,該第二左舷鰭翼與該起始線形成有一角度介於285°至315°之間的第三周向角,其中,該右舷鰭翼、第一左舷鰭翼與該第二左舷鰭翼是以該螺槳軸心線為中心環繞設置而呈Y字形分佈。And from the stern of the ship towards the bow, the starboard fin forms a first circumferential angle with the starting line at an angle between 70° and 110°, and from the bow of the ship towards the ship Viewed from the 艏 direction, the first port fin defines a second circumferential angle with the starting line at an angle between 225° and 255°, and the second port fin is viewed from the bow of the ship toward the bow. The wing forms a third circumferential angle with the starting line at an angle between 285° and 315°, wherein the starboard fin, the first port fin and the second port fin are the spindle axis It is distributed in a Y shape for the center surround setting.
本發明的有益效果在於:僅需利用概呈Y字形狀的非對稱鰭翼裝置,以適當攻角改變該螺槳的進口流場,使流體在進入螺槳前因該右舷鰭翼、第一左舷鰭翼與該第二左舷鰭翼產生與螺槳螺動方向相反的旋轉入流,以減少流體離開螺槳後之旋向動能損失,整體結構簡單、成本低且能提升推進效率與航行速度。The invention has the beneficial effects that only the asymmetric fin device of the general Y shape is needed to change the inlet flow field of the propeller with an appropriate angle of attack, so that the fluid is in front of the propeller due to the starboard fin, first The port fin and the second port fin show a rotational inflow opposite to the direction in which the propeller is screwed to reduce the rotational kinetic energy loss after the fluid leaves the propeller, and the overall structure is simple, the cost is low, and the propulsion efficiency and the sailing speed can be improved.
有關本發明之前述及其他技術內容、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。The above and other technical contents, features and advantages of the present invention will be apparent from the following detailed description of the preferred embodiments of the invention.
參閱圖4、5,本發明船舶的非對稱鰭翼裝置2之較佳實施例,該船舶200包括一個以一螺槳軸心線L為軸轉動的螺槳201、位於該螺槳軸心線L相反側的一右舷202與一左舷203,及一船艉204與一船艏205,且定義有一由該螺槳軸心線L向上垂直延伸的起始線S。Referring to Figures 4 and 5, in a preferred embodiment of the asymmetric fin device 2 of the ship of the present invention, the ship 200 includes a propeller 201 pivoted about a propeller axis L, located at the axis of the propeller shaft. A starboard side 202 and a port side 203 on the opposite side of L, and a bow 204 and a bow 205, and defining a starting line S extending vertically upward from the spindle axis L.
由船艉204朝該船艏205方向觀之,該非對稱鰭翼裝置2是設置於該螺槳201的前方,且包含一設置於該船舶200之右舷202的右舷鰭翼21、一設置於該船舶200之左舷203的第一左舷鰭翼22,及一設置於該船舶200之左舷203的第二左舷鰭翼23,其中,該右舷鰭翼21、第一左舷鰭翼22與該第二左舷鰭翼23是以該螺槳軸心線L為中心環繞設置。且該右舷鰭翼21、第一左舷鰭翼22與該第二左舷鰭翼23是與該螺槳201形成有一間隔0.2至2倍之螺槳201的直徑D的間距T。Viewed from the stern 204 toward the stern 205, the asymmetric fin device 2 is disposed in front of the propeller 201 and includes a starboard fin 21 disposed on the starboard 202 of the vessel 200. a first port fin 15 of the port 203 of the vessel 200, and a second port fin 23 disposed on the port 203 of the vessel 200, wherein the starboard fin 21, the first port fin 22 and the second port The fins 23 are circumferentially disposed around the propeller shaft line L. And the starboard fins 21, the first port fins 22 and the second port fins 23 are spaced apart from the propeller 201 by a distance T of a diameter D of the propeller 201 spaced 0.2 to 2 times.
該右舷鰭翼21具有一連接於該船舶200之右舷202的第一連接端211,及一由該第一連接端211以該螺槳軸心線L之徑向向外延伸的第一外端212;該第一左舷鰭翼22具有一連接於該船舶200之左舷203的第二連接端221,及一由該第二連接端221以該螺槳軸心線L之徑向向外延伸的第二外端222;該第二左舷鰭翼23具有一連接於該船舶200之左舷203的第三連接端231,及一由該第三連接端231以該螺槳軸心線L之徑向向外延伸的第三外端232。The starboard fin 14 has a first connecting end 211 connected to the starboard 202 of the vessel 200, and a first outer end extending radially outward from the first axial end of the propeller shaft line L. 212. The first port fin 14 has a second connecting end 221 connected to the port 203 of the vessel 200, and a second connecting end 221 extends radially outward of the propeller shaft line L. a second outer end 222; the second port fin 14 has a third connecting end 231 connected to the port 203 of the vessel 200, and a radial direction of the propeller shaft line L from the third connecting end 231 A third outer end 232 that extends outward.
由船艉204朝該船艏205方向觀之,並以該起始線S為0度,該右舷鰭翼21與該起始線S順時針方向形成有一角度介於70°至110°之間的第一周向角θ1,該第一左舷鰭翼22與該起始線S順時針方向形成有一角度介於225°至255°之間的第二周向角θ2,該第二左舷鰭翼23與該起始線S順時針方向形成有一角度介於285°至315°之間的第三周向角θ3。Viewed by the stern 204 toward the stern 205, and the starting line S is 0 degrees, the starboard fins 21 form an angle of 70° to 110° clockwise with the starting line S. The first circumferential angle θ1, the first port fin 14 forms a second circumferential angle θ2 with the starting line S clockwise at an angle between 225° and 255°, and the second port fin 14 is The starting line S is formed in a clockwise direction by a third circumferential angle θ3 having an angle between 285° and 315°.
再者,該右舷鰭翼21的第一外端212與該螺槳軸心線L的直線距離H1、該第一左舷鰭翼22的第二外端222與該螺槳軸心線L的直線距離H2,以及該第二左舷鰭翼23的第三外端232與該螺槳軸心線L的直線距離H3是介於該螺槳201之半徑R的1至1.2倍之間。Furthermore, the linear distance H1 between the first outer end 212 of the starboard fin 14 and the propeller axis L1, the second outer end 222 of the first port fin 22 and the line of the propeller axis L The distance H2, and the linear distance H3 of the third outer end 232 of the second port fin 14 from the propeller shaft line L is between 1 and 1.2 times the radius R of the propeller 201.
於本實施例中,該右舷鰭翼21、第一左舷鰭翼22與該第二左舷鰭翼23是如圖6所示概呈梯形,當然在實際應用上,該右舷鰭翼21、第一左舷鰭翼22與該第二左舷鰭翼23也可以如圖7所示概呈橢圓形,或如圖8所示概呈三角形,甚至是如圖9所示概呈矩形依然可達成相同的功效,並不以本實施例所限。In this embodiment, the starboard fin fins 21, the first port fin fins 22, and the second port fin fins 23 are generally trapezoidal as shown in FIG. 6. Of course, in practical applications, the starboard fins 21, first The port fins 22 and the second port fins 23 may also be substantially elliptical as shown in FIG. 7, or may be triangular as shown in FIG. 8, or even a rectangular shape as shown in FIG. It is not limited by this embodiment.
參閱圖5、10,由該第一外端212朝該第一連接端211方向觀之,該右舷鰭翼21是由該與該船艉204朝該船艏205方向向下傾斜,並與該螺槳軸心線L形成有一角度介於9°至15°之間的第一攻角α1。Referring to FIGS. 5 and 10, the first outer end 212 is viewed toward the first connecting end 211, and the starboard fin 14 is inclined downwardly from the bow 204 toward the bow 205, and The propeller shaft line L forms a first angle of attack α1 having an angle between 9° and 15°.
參閱圖5、11,由該第二外端222朝該第二連接端221方向觀之,該第一左舷鰭翼22是由該與該船艉204朝該船艏205方向向下傾斜,並與該螺槳軸心線L形成有一角度介於4°至10°之間的第二攻角α2。Referring to FIGS. 5 and 11, the second outer end 222 is viewed from the second connecting end 221, and the first port fin 14 is inclined downwardly from the bow 204 toward the bow 205, and A second angle of attack α2 is formed with the propeller shaft line L at an angle between 4° and 10°.
參閱圖5、12,由該第三外端232朝該第三連接端231方向觀之,該第二左舷鰭翼23是由該與該船艉204朝該船艏205方向向下傾斜,並與該螺槳軸心線L形成有一角度介於2°至8°之間的第三攻角α3。Referring to FIGS. 5 and 12, viewed from the third outer end 232 toward the third connecting end 231, the second port fin 14 is inclined downwardly from the bow 204 toward the bow 205, and A third angle of attack α3 is formed with the propeller shaft line L at an angle between 2° and 8°.
為驗證上述該船舶的非對稱鰭翼裝置2的效果,發明人藉由台灣國際造船股份有限公司1,800 TEU貨櫃輪為例,在德國漢堡船模水槽(英文簡稱HSVA)進行模擬試驗,其結果如圖13與表一、二所示,其中,對照組是未安裝該非對稱鰭翼裝置2的實驗結果,而實驗組是安裝該非對稱鰭翼裝置2的實驗結果。In order to verify the effect of the above-mentioned asymmetric fin device 2 of the ship, the inventor conducted a simulation test in the Hamburg Ship Model Sink (HSVA) in Hamburg by the example of the 1,800 TEU container wheel of the Taiwan International Shipbuilding Co., Ltd., and the results are as follows. 13 and Tables 1 and 2, wherein the control group is the experimental result without the asymmetric fin device 2 installed, and the experimental group is the experimental result of installing the asymmetric fin device 2.
在實驗組中,該右舷鰭翼21、第一左舷鰭片22、第二左舷鰭片23是與該螺槳201的間距T是該螺槳201之直徑D的0.2倍。而該右舷鰭翼21與該起始線S形間的第一周向角θ1是90°、該第一左舷鰭翼22與該起始線S形間的第二周向角θ2是230°、該第二左舷鰭翼23與該起始線S形間的第二周向角θ3是300°、該右舷鰭翼21與該螺槳軸心線L間的第一攻角α1是13°,而該第一左舷鰭翼22及該第二左舷鰭翼23與該螺槳軸心線L間的第二攻角α2與第三攻角α3皆是4°。且該右舷鰭翼21的第一外端212與該螺槳軸心線L的直線距離H1、該第一左舷鰭翼22的第二外端222與該螺槳軸心線L的直線距離H2,以及該第二左舷鰭翼23的第三外端232與該螺槳軸心線L的直線距離H3是該螺槳201之半徑R的1.05倍。In the experimental group, the distance T between the starboard fins 21, the first port fins 22, and the second port fins 23 and the propeller 201 is 0.2 times the diameter D of the propeller 201. The first circumferential angle θ1 between the starboard fin 14 and the starting line S shape is 90°, and the second circumferential angle θ2 between the first port fin 14 and the starting line S shape is 230°. The second circumferential angle θ3 between the second port fin 14 and the starting line S shape is 300°, and the first angle of attack α1 between the starboard fin 21 and the propeller axis L is 13°, and the first The second angle of attack α2 and the third angle of attack α3 between the port fin fins 22 and the second port fins 23 and the propeller shaft line L are both 4°. And the linear distance H1 between the first outer end 212 of the starboard fin 14 and the propeller axis L1, and the linear distance H2 between the second outer end 222 of the first port fin 22 and the propeller axis L And the linear distance H3 of the third outer end 232 of the second port fin 14 from the propeller shaft line L is 1.05 times the radius R of the propeller 201.
在此要特別說明的是,於本較佳實施例中,所述直線距離H1、H2、H3皆等長,但是在實際應用上,所述所述直線距離H1、H2、H3也可不全然等長,只要在該螺槳201之半徑R的1至1.2倍之間即可達成相同的功效。It should be particularly noted that in the preferred embodiment, the linear distances H1, H2, and H3 are equal in length, but in practical applications, the linear distances H1, H2, and H3 may not be completely equal. As long as it is between 1 and 1.2 times the radius R of the propeller 201, the same effect can be achieved.
由表一、二與圖13可知,在馬力相同的情形下,安裝有該非對稱鰭翼裝置2之實驗組的船速確實高於未安裝該非對稱鰭翼裝置2之對照組的船速;而在相同船速的情下形,安裝有該非對稱鰭翼裝置2之實驗組所需馬力,較未安裝該非對稱鰭翼裝置2之對照組所需馬力節省了約5%,且實驗組之第一階螺槳葉起振力較對照組低,因此,安裝非對稱鰭翼裝置2能減低螺槳201的激振力及空蝕性能。As can be seen from Tables 1, 2 and 13, in the case of the same horsepower, the speed of the experimental group in which the asymmetric fin device 2 is mounted is indeed higher than the ship speed in the control group in which the asymmetric fin device 2 is not installed; In the case of the same ship speed, the horsepower required for the experimental group equipped with the asymmetric fin device 2 is about 5% less than the horsepower of the control group without the asymmetric fin device 2, and the experimental group The first-stage propeller blade has a lower starting force than the control group. Therefore, the installation of the asymmetric fin device 2 can reduce the exciting force and cavitation performance of the propeller 201.
參閱圖14、15,本發明船舶的非對稱鰭翼裝置2的第二較佳實施例,大致是與該第一較佳實施例相似,不同的地方在於:該非對稱鰭翼裝置2還包含多個分別設於該右舷鰭翼21之第一外端212、該第一左舷鰭翼22之第二外端222,與該第二左舷鰭翼23之第三外端232的附屬物24。Referring to Figures 14 and 15, a second preferred embodiment of the asymmetric fin device 2 of the present invention is substantially similar to the first preferred embodiment, except that the asymmetric fin device 2 further comprises The first outer end 212 of the starboard fin 14 is disposed, the second outer end 222 of the first port fin 14 and the appendage 24 of the third outer end 232 of the second port fin 23, respectively.
由於本較佳實施例大致是與該第一較佳實施例相似,因此除了可以達成與該第一較佳實施例相同的功效外,利用所述附屬物24還能用以減弱壓力面與吸力面壓差產生的葉尖渦空泡。Since the preferred embodiment is substantially similar to the first preferred embodiment, the appendage 24 can be used to attenuate the pressure surface and the suction force, in addition to the same effects as the first preferred embodiment. Tip vortex vacuoles resulting from surface pressure differences.
在此要特別說明的是,所述附屬物24除了能如圖14、15所示概呈橢圓之流線體外,也可以是如圖16、17所示概呈板體,或是如圖18、19所示概呈彎弧形板體,依然可達成相同的功效,並不以本實施例所限。It should be particularly noted that the appendage 24 can be an outer body of an elliptical flow line as shown in FIGS. 14 and 15 , or can be a plate body as shown in FIGS. 16 and 17 or as shown in FIG. 18 . 19, which is a curved curved plate body, can still achieve the same effect, and is not limited by this embodiment.
綜上所述,本發明船舶的非對稱鰭翼裝置2僅需利用概呈Y型排列的該右舷鰭翼21、第一左舷鰭翼22與該第二左舷鰭翼23,即可改變該螺槳201的進口流場,使流體在進入螺槳201前因該右舷鰭翼21、第一左舷鰭翼22與該第二左舷鰭翼23產生額外的相對旋轉入流效應,以致流體離開螺槳201後之旋向動能損失降低,整體結構簡單、成本低,且能提升推進效率與航行速度,並減低螺槳激振力及改善空蝕性能,故確實能達成本發明之目的。In summary, the asymmetric fin device 2 of the ship of the present invention can only change the snail by using the starboard fins 21, the first port fins 22 and the second port fins 23 in a generally Y-arrangement. The inlet flow field of the paddle 201 causes the fluid to have an additional relative rotational inflow effect due to the starboard fin fins 21, the first port fin fins 22 and the second port fin fins 23 before entering the propeller 201, such that the fluid exits the propeller 201 The post-rotation kinetic energy loss is reduced, the overall structure is simple, the cost is low, and the propulsion efficiency and the navigation speed can be improved, and the propeller excitation force and the cavitation performance are reduced, so that the object of the present invention can be achieved.
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內容所作之簡單的等效變化與修飾,皆仍屬本發明專利涵蓋之範圍內。The above is only the preferred embodiment of the present invention, and the scope of the invention is not limited thereto, that is, the simple equivalent changes and modifications made by the scope of the invention and the description of the invention are All remain within the scope of the invention patent.
2...非對稱鰭翼裝置2. . . Asymmetrical fin device
21...右舷鰭翼twenty one. . . Starboard fin
211...第一連接端211. . . First connection
212...第一外端212. . . First outer end
22...第一左舷鰭翼twenty two. . . First port fin
221...第二連接端221. . . Second connection
222...第二外端222. . . Second outer end
23...第二左舷鰭翼twenty three. . . Second port fin
231...第三連接端231. . . Third connection
232...第三外端232. . . Third outer end
24...附屬物twenty four. . . Appendage
θ1...第一周向角Θ1. . . First circumferential angle
θ2...第二周向角Θ2. . . Second circumferential angle
θ3...第三周向角Θ3. . . Third circumferential angle
α1...第一攻角11. . . First angle of attack
α2...第二攻角22. . . Second angle of attack
α3...第三攻角33. . . Third angle of attack
200...船舶200. . . Ship
201...螺槳201. . . Propeller
202...右舷202. . . Starboard
203...左舷203. . . Port side
204...船艉204. . . Ship
205...船艏205. . . Ship
L...螺槳軸心線L. . . Propeller shaft line
S...起始線S. . . Starting line
D...直徑D. . . diameter
R...半徑R. . . radius
T...間距T. . . spacing
H1~H3...直線距離H1~H3. . . Straight line distance
圖1是一部分側視圖,說明一現有船舶與螺槳的關係;Figure 1 is a partial side elevational view showing the relationship between a conventional ship and a propeller;
圖2是一側視圖,說明中華人民共和國公告第1048461C號「船用反作用鰭板裝置」發明專利;Figure 2 is a side view showing the invention patent of the "Rock Reaction Fin Plate Device" of the People's Republic of China Announcement No. 1048461C;
圖3是一後視圖,輔助說明圖2;Figure 3 is a rear view, which assists in explaining Figure 2;
圖4是一局部側視圖,說明本發明船舶的非對稱鰭翼裝置的第一較佳實施例;Figure 4 is a partial side elevational view showing a first preferred embodiment of the asymmetric fin device of the ship of the present invention;
圖5是一後視圖,說明該第一較佳實施例由船艉朝船艏觀之的型態;Figure 5 is a rear elevational view showing the first preferred embodiment of the ship viewed from the bow;
圖6~9是局部仰視圖,說明該第一較佳實施中右舷鰭翼、第一左舷鰭翼與該第二左舷鰭翼的態樣;6 to 9 are partial bottom views illustrating the aspect of the starboard fin, the first port fin and the second port fin in the first preferred embodiment;
圖10~12是局部側視圖,說明該第一較佳實施中第一、二、三攻角的態樣;10 to 12 are partial side views showing the first, second and third angles of attack in the first preferred embodiment;
圖13是一比較圖,說明該第一較佳實施能減低螺槳激振力;及Figure 13 is a comparison diagram showing that the first preferred embodiment can reduce the propulsive force of the propeller;
圖14~19是由船艏往船艉方向觀之的示意圖,說明本發明船舶的非對稱鰭翼裝置之第二較佳實施例的態樣。14 to 19 are views showing the second preferred embodiment of the asymmetric fin device of the ship of the present invention as viewed from the bow to the bow.
2...非對稱鰭翼裝置2. . . Asymmetrical fin device
21...右舷鰭翼twenty one. . . Starboard fin
22...第一左舷鰭翼twenty two. . . First port fin
23...第二左舷鰭翼twenty three. . . Second port fin
200...船舶200. . . Ship
201...螺槳201. . . Propeller
202...右舷202. . . Starboard
204...船艉204. . . Ship
205...船艏205. . . Ship
L...螺槳軸心線L. . . Propeller shaft line
D...直徑D. . . diameter
R...半徑R. . . radius
T...間距T. . . spacing
Claims (8)
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
TW101110112A TW201339052A (en) | 2012-03-23 | 2012-03-23 | Asymmetrical fin device for ship |
KR1020130029224A KR20130108142A (en) | 2012-03-23 | 2013-03-19 | Marine vehicle with thrust boosting device |
EP13160413.4A EP2641827A3 (en) | 2012-03-23 | 2013-03-21 | Marine vehicle with thrust boosting device |
JP2013060658A JP2013199272A (en) | 2012-03-23 | 2013-03-22 | Guide fin device |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
TW101110112A TW201339052A (en) | 2012-03-23 | 2012-03-23 | Asymmetrical fin device for ship |
Publications (2)
Publication Number | Publication Date |
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TW201339052A true TW201339052A (en) | 2013-10-01 |
TWI488772B TWI488772B (en) | 2015-06-21 |
Family
ID=47901870
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
TW101110112A TW201339052A (en) | 2012-03-23 | 2012-03-23 | Asymmetrical fin device for ship |
Country Status (4)
Country | Link |
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EP (1) | EP2641827A3 (en) |
JP (1) | JP2013199272A (en) |
KR (1) | KR20130108142A (en) |
TW (1) | TW201339052A (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6444501B2 (en) * | 2014-10-24 | 2018-12-26 | サムスン ヘビー インダストリーズ カンパニー リミテッド | Propulsion efficiency improvement device |
CN104828226A (en) * | 2015-04-21 | 2015-08-12 | 中国船舶工业集团公司第七〇八研究所 | Auxiliary propulsion energy-saving device for ship hydrodynamics |
CN106184607A (en) * | 2016-07-11 | 2016-12-07 | 广州文冲船厂有限责任公司 | A kind of sternpost and the mounting structure of tail fin |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3615619A1 (en) * | 1985-06-24 | 1987-01-02 | Schiffbau Veb K | CONTROL DEVICE FOR INFLUENCING THE PROPELLER INFLOW IN SHIPS |
JPH0329517A (en) | 1989-06-27 | 1991-02-07 | Matsushita Electric Ind Co Ltd | Recorder and reproducer |
JP2948413B2 (en) * | 1991-11-14 | 1999-09-13 | 三菱重工業株式会社 | Reaction fin device for ships |
JP5081455B2 (en) * | 2007-01-19 | 2012-11-28 | 大宇造船海洋株式会社 | Asymmetrical front wing of a ship |
DE202009009899U1 (en) * | 2009-07-23 | 2010-12-02 | Becker Marine Systems Gmbh & Co. Kg | Nozzle propellers for ships |
CN102381463B (en) * | 2011-08-17 | 2013-11-27 | 上海船舶研究设计院 | Reaction fin in front of propeller |
-
2012
- 2012-03-23 TW TW101110112A patent/TW201339052A/en unknown
-
2013
- 2013-03-19 KR KR1020130029224A patent/KR20130108142A/en not_active Application Discontinuation
- 2013-03-21 EP EP13160413.4A patent/EP2641827A3/en not_active Withdrawn
- 2013-03-22 JP JP2013060658A patent/JP2013199272A/en active Pending
Also Published As
Publication number | Publication date |
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TWI488772B (en) | 2015-06-21 |
JP2013199272A (en) | 2013-10-03 |
EP2641827A2 (en) | 2013-09-25 |
KR20130108142A (en) | 2013-10-02 |
EP2641827A3 (en) | 2017-05-24 |
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