JP2010195153A - Reaction fin device for ship and ship - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the generation of cavitation that collides with a propeller. <P>SOLUTION: A reaction fin device for a ship includes reaction fins 51 which are positioned at the front side from the propeller 3 at a stern 11 of a hull 1 in the ship, extended in the radial direction of the shaft center C of a propeller shaft 31, and imparted with a twist in such a manner as to give to the propeller 3 a flow in the reverse direction to the rotating direction of the propeller 3 that generates a propelling force that advances the hull 1 forward. A blade end plate 52 which is extendedly formed at the negative pressure side of the reaction fin 51 at the time of the forward advancing of the hull 1 is provided at the extension end of each reaction fin 51. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a marine reaction fin device and a marine vessel to which the marine reaction fin device is applied.

  Conventionally, in a ship, a reaction fin device is provided at the stern of the hull to improve propulsion performance. This reaction fin device for a ship is provided with a reaction fin that is disposed on the front side of the hull with respect to the outer wall of the boshing that rotatably supports the propeller shaft and extends in the radial direction of the axis of the propeller shaft. ing. The reaction fin is twisted so as to give the propeller a flow in a direction opposite to the direction of rotation of the propeller that generates a propulsion force that advances the hull.

  In such a ship reaction fin device, when the propeller rotates and the hull moves forward, the reaction fin sends a flow in the direction opposite to the rotation direction of the propeller to the propeller. For this reason, the rotational flow generated in the same direction as the propeller rotation direction behind the propeller is reduced. As a result, a decrease in propeller propulsion efficiency due to the rotating flow is suppressed, and the propeller propulsion performance is improved.

  Such a conventional marine reaction fin device is disclosed in Patent Document 1, for example.

JP-A-5-185986

  In the conventional marine reaction fin device described above, when the hull moves forward, a vortex is generated at the extended end of the reaction fin. Since the vortex is lower in pressure at the center than at the periphery, the vortex generates cavitation when it flows into the propeller and passes through the low pressure portion of the suction surface of the propeller blade. Then, this cavitation may collide with the pressure recovery portion at the trailing edge of the propeller blade, which may affect the propulsion performance of the propeller.

  This invention solves the subject mentioned above, and aims at providing the reaction fin apparatus for ships which can suppress generation | occurrence | production of the cavitation which can collide with a propeller, and a ship.

  In order to achieve the above-described object, in the reaction fin device for a ship of the present invention, the hull is positioned at the stern of the hull in the ship at the front side of the propeller and extends in the radial direction of the axis of the propeller shaft. In a marine reaction fin device provided with a reaction fin provided with a twist in such a manner that a flow in a direction opposite to the rotation direction of the propeller that generates a propelling force to be advanced is provided to the propeller, an extension end of the reaction fin A wing end plate is provided to extend to the negative pressure side of the reaction fin when the hull moves forward.

  According to this marine reaction fin device, when the hull moves forward, the wing end plate becomes a barrier against the flow of water trying to be caught from the positive pressure side to the negative pressure side at the extending end of the reaction fin. For this reason, since generation | occurrence | production of the vortex in the extension end of a reaction fin is suppressed, generation | occurrence | production of the cavitation which can collide with a propeller can be suppressed, and the situation which affects the propulsion performance of a propeller can be prevented.

  Moreover, in the reaction fin device for a ship according to the present invention, the wing end plate is also formed to extend to the positive pressure side of the reaction fin when the ship is moving forward.

  According to this reaction fin device for a ship, the generation of vortices at the extended end of the reaction fin is further suppressed by the blade end plate that is formed to extend to the positive pressure side of the reaction fin, so that the cavitation that can collide with the propeller Generation can be further suppressed, and a situation in which the propeller propulsion performance is affected can be prevented.

  Further, in the marine reaction fin device of the present invention, the extension dimension of the reaction fin including the blade end plate from the axial center is set in a range of 70% to 95% of the radius of the propeller. It is characterized by.

  As the propulsion speed of the hull increases, the reaction fins become resistant to propulsion of the hull because a faster water flow acts on the reaction fins. In this regard, according to the reaction fin device for a ship, since the extension dimension from the axial center of the reaction fin including the wing end plate is made shorter than the radius of the propeller, the hull is increased even if the propulsion speed of the hull increases. The resistance to propulsion can be reduced.

  In order to achieve the above object, the ship of the present invention is characterized in that the reaction fin device for a ship according to any one of the above is provided at the stern of the hull.

  According to this vessel, the vessel reaction fin device can suppress the occurrence of cavitation that can collide with the propeller, and can prevent a situation that affects the propulsion performance of the propeller. Moreover, according to this ship, the extension dimension from the axial center of the reaction fin including the wing end plate is set in the range of 70% to 95% of the radius of the propeller. Even if it increases, resistance to propulsion to the hull can be reduced.

  ADVANTAGE OF THE INVENTION According to this invention, generation | occurrence | production of the cavitation which can collide with a propeller can be suppressed, and the situation which affects the propulsion performance of a propeller can be prevented.

FIG. 1 is a schematic side view showing a stern of a ship to which the reaction fin device for a ship according to the first embodiment of the present invention is applied. FIG. 2 is a perspective view of the marine reaction fin device in FIG. FIG. 3 is a schematic view of the marine reaction fin device in FIG. 1 viewed from the rear side of the hull. FIG. 4 is a schematic diagram illustrating the operation of the marine reaction fin device according to the first embodiment of the present invention. FIG. 5 is a schematic view of a marine reaction fin device according to a second embodiment of the present invention viewed from the rear side of the hull. FIG. 6 is a schematic diagram illustrating the operation of the marine reaction fin device according to the second embodiment of the present invention.

  Hereinafter, embodiments of a reaction fin device for a ship and a ship according to the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

[Embodiment 1]
As shown in FIGS. 1 and 2, the stern 11 of the hull 1 in the ship is provided with a rudder 2 at the lower part thereof. A propeller 3 is provided in front of the rudder 2. The propeller 3 is supported by a skeg 4 on a propeller shaft 31 that is a rotation shaft thereof. The skeg 4 constitutes a bossing 41 that covers the propeller shaft 31 and is formed integrally with the ship bottom of the hull 1. The outer shape of the bossing 41 is continuously formed with a smooth curve with respect to the outer surface of the hull 1 so as to bulge downward from the bottom of the hull 1 at the center in the left-right width direction of the hull 1. Further, the bossing 41 is smoothly curved so that its outer shape gradually narrows toward the propeller 3 (from the front side toward the rear side), and the propeller 3 is disposed at the most narrowed rear end.

  For such a ship, as shown in FIGS. 1 to 4A, a reaction fin device 5 for a ship according to the present embodiment is provided. The marine reaction fin device 5 includes reaction fins 51 and wing end plates 52.

  The reaction fin 51 is located on the stern 11 of the hull 1 in front of the propeller 3 and extends from the outer wall of the bossing 41 in the radial direction of the axis C of the propeller shaft 31. Further, the reaction fin 51 is provided with a twist so as to give the propeller 3 a flow in a direction opposite to the rotation direction of the propeller 3 that generates a propulsive force that advances the hull 1. A plurality of the reaction fins 51 are provided. In the first embodiment, as shown in FIG. 3, the reaction fins 51 are formed to extend horizontally in the left-right direction in the radial direction of the axis C of the propeller shaft 31. Two extending in the radial direction of the axis C of the propeller shaft 31 and inclined upward and to the left and right at 45 degrees to the horizontal, and the radial direction of the axis C of the propeller shaft 31 and horizontal. A total of six are provided, two of which are inclined to the left and right at 45 degrees with respect to the two.

  The wing end plate 52 is an extended end of each reaction fin 51 and is substantially parallel to the straight traveling direction of the ship from the negative pressure side surface of the reaction fin 51 when the hull 1 moves forward, that is, the surface facing the rear side. In addition, the reaction fin 51 is formed to extend at approximately 90 degrees with respect to the surface on the negative pressure side.

  In the ship reaction fin device 5 configured as described above, when the propeller 3 rotates and the hull 1 moves forward, the reaction fin 51 sends a flow in a direction opposite to the rotation direction of the propeller 3 to the propeller 3. For this reason, the rotational flow generated in the same direction as the direction of rotation of the propeller 3 behind the propeller 3 is reduced. As a result, a decrease in propulsion efficiency of the propeller 3 due to the rotating flow is suppressed, and the propeller propulsion performance can be improved.

  Moreover, in the ship reaction fin device 5, when the hull 1 moves forward, the wing end plate 52 is caught from the positive pressure side to the negative pressure side at the extended end of the reaction fin 51 as shown in FIG. It will be a barrier to the flow of water. As shown in FIG. 4B, when the blade end plate 52 is not provided, a vortex is generated at the extended end of the reaction fin 51. When the vortex generated at the extending end of the reaction fin 51 flows into the propeller 3, cavitation is generated when passing through the low pressure portion of the suction surface of the blade of the propeller 3. The cavitation may affect the propulsion performance of the propeller 3 by colliding with the pressure recovery portion at the blade trailing edge of the propeller 3. That is, since the generation of vortices at the extended end of the reaction fin 51 is suppressed by the blade end plate 52, the generation of cavitation that can collide with the propeller 3 can be suppressed, and the situation that affects the propulsion performance of the propeller 3 can be prevented. Is possible.

  Further, in the marine reaction fin device 5 of the first embodiment, as shown in FIG. 3, the extension dimension DF from the axis C of the reaction fin 51 including the blade end plate 52 is 70 of the radius DP of the propeller 3. % To 95% (0.70 ≦ DF / DP ≦ 0.95). That is, the marine reaction fin device 5 is configured such that the extension dimension DF from the axis C of the reaction fin 51 including the blade end plate 52 is shorter than the radius DP of the propeller 3.

  When the propulsion speed of the hull 1 increases, a faster water flow acts on the reaction fin 51, so that the reaction fin 51 becomes resistant to the propulsion of the hull 1. In this regard, according to the marine reaction fin device 5 of the first embodiment, the extension dimension DF from the axis C of the reaction fin 51 including the blade end plate 52 is made shorter than the radius DP of the propeller 3. Therefore, even if the propulsion speed of the hull 1 increases, the resistance to the propulsion to the hull 1 can be reduced. That is, the reaction fin device 5 for a ship according to the first embodiment can be suitably used for a ship having a relatively high propulsion speed.

  Note that the blade end plate 52 is formed to extend at 90 degrees with respect to the surface on the negative pressure side of the reaction fin 51, which is suitable for suppressing the generation of vortices at the extended end of the reaction fin 51. Yes. The extension end of the reaction fin 51 is not limited to this, even if it tilts from 90 degrees toward the negative pressure side surface of the reaction fin 51 or tilts outward from the extension end of the reaction fin 51 from 90 degrees. Therefore, it is possible to suppress the generation of vortices at the extended end of the reaction fin 51.

  Further, the wing tip plate 52 is formed so as to extend in parallel with the straight traveling direction of the ship, which is suitable for suppressing the generation of vortices at the extending end of the reaction fin 51. Not limited to this, it tilts toward the axis C toward the rear side with respect to the straight traveling direction of the ship, or tilts away from the axis C toward the rear side with respect to the straight traveling direction of the ship. Even so, since the extension end of the reaction fin 51 becomes a barrier to the flow of water that is going to be entrapped from the positive pressure side to the negative pressure side, the generation of vortices at the extension end of the reaction fin 51 can be suppressed. Is possible.

  Further, in the ship according to the first embodiment, since the above-described ship reaction fin device 5 is applied, the wing end plate 52 suppresses the generation of vortices at the extended end of the reaction fin 51, so that it collides with the propeller 3. Occurrence of possible cavitation can be suppressed, and a situation that affects the propulsion performance of the propeller 3 can be prevented. Further, in the ship of the first embodiment, the extension dimension DF from the axis C of the reaction fin 51 including the blade end plate 52 is 70% to 95% of the radius DP of the propeller 3 (0.70 ≦ DF / By setting in the range of DP ≦ 0.95), the resistance to propulsion to the hull 1 can be reduced even if the propulsion speed of the hull 1 increases.

[Embodiment 2]
The ship reaction fin device 5 ′ according to the second embodiment is applied to the ship described in the first embodiment. This marine reaction fin device 5 ′ differs from the marine reaction fin device 5 described in the first embodiment only in the configuration of the blade end plate 52 ′. Therefore, in this Embodiment 2, the same code | symbol is attached | subjected to the part equivalent to the reaction fin apparatus 5 for ships of Embodiment 1, and the description is abbreviate | omitted.

  As shown in FIGS. 5 and 6 (a), in the ship reaction fin device 5 ′ according to the second embodiment, the wing end plate 52 ′ is not limited to the negative pressure side of the reaction fin 51 when the ship is moving forward. The reaction fin 51 is also extended to the positive pressure side.

  According to this configuration, when the hull 1 moves forward, the wing end plate 52 ′ tends to be caught from the positive pressure side to the negative pressure side at the extending end of the reaction fin 51 as shown in FIG. It becomes a barrier of water flow. As shown in FIG. 6B, when the blade end plate 52 ′ is not provided, a vortex is generated at the extended end of the reaction fin 51. When the vortex generated at the extending end of the reaction fin 51 flows into the propeller 3, cavitation is generated when passing through the low pressure portion of the suction surface of the blade of the propeller 3. The cavitation may affect the propulsion performance of the propeller 3 by colliding with the pressure recovery portion at the blade trailing edge of the propeller 3. That is, the generation of vortices at the extended end of the reaction fin 51 is further suppressed by the blade end plate 52 ′ formed to extend to the positive pressure side of the reaction fin 51, so that the occurrence of cavitation that can collide with the propeller 3 is generated. Can be further suppressed, and a situation that affects the propulsion performance of the propeller 3 can be prevented.

  Further, in the marine reaction fin device 5 ′ of the second embodiment, as shown in FIG. 5, the extension dimension DF from the axis C of the reaction fin 51 including the blade end plate 52 ′ is the radius DP of the propeller 3. 70% to 95% (0.70 ≦ DF / DP ≦ 0.95). That is, the marine reaction fin device 5 ′ is configured such that the extension dimension DF from the axis C of the reaction fin 51 including the blade end plate 52 is shorter than the radius DP of the propeller 3.

  When the propulsion speed of the hull 1 increases, a faster water flow acts on the reaction fin 51, so that the reaction fin 51 becomes resistant to the propulsion of the hull 1. In this regard, according to the marine reaction fin device 5 ′ of the second embodiment, the extension dimension DF from the axis C of the reaction fin 51 including the blade end plate 52 ′ is shorter than the radius DP of the propeller 3. Therefore, even if the propulsion speed of the hull 1 increases, the resistance to the propulsion to the hull 1 can be reduced. That is, the reaction fin device 5 'for a ship according to the second embodiment can be suitably used for a ship having a relatively high propulsion speed.

  The blade end plate 52 ′ is formed to extend at 90 degrees with respect to the negative pressure side and positive pressure side surfaces of the reaction fin 51, thereby suppressing the generation of vortices at the extended end of the reaction fin 51. Suitable for that. Not limited to this, even if it is inclined from 90 degrees toward the surface of the reaction fin 51 on the negative pressure side, or inclined from 90 degrees toward the surface of the reaction fin 51 on the pressure side, As a result, it becomes a barrier for the flow of water from the positive pressure side to the negative pressure side, so that it is possible to suppress the generation of vortices at the extended end of the reaction fin 51.

  Further, the wing tip plate 52 ′ is formed so as to extend parallel to the straight traveling direction of the ship, which is suitable for suppressing the generation of vortices at the extending end of the reaction fin 51. Not limited to this, it tilts toward the axis C toward the rear side with respect to the straight traveling direction of the ship, or tilts away from the axis C toward the rear side with respect to the straight traveling direction of the ship. Even so, since the extension end of the reaction fin 51 becomes a barrier to the flow of water that is going to be entrapped from the positive pressure side to the negative pressure side, the generation of vortices at the extension end of the reaction fin 51 can be suppressed. Is possible.

  Further, in the ship of the second embodiment, since the above-described ship reaction fin device 5 ′ is applied, the wing tip plate 52 ′ suppresses the generation of vortices at the extended end of the reaction fin 51, so that the propeller 3 The occurrence of cavitation that can collide with the propeller 3 can be suppressed, and a situation that affects the propulsion performance of the propeller 3 can be prevented. Further, in the ship of the second embodiment, the extension dimension DF from the axis C of the reaction fin 51 including the blade end plate 52 ′ is 70% to 95% of the radius DP of the propeller 3 (0.70 ≦ DF). /DP≦0.95), the resistance to propulsion to the hull 1 can be reduced even if the propulsion speed of the hull 1 increases.

  In each of the above-described embodiments, as shown in FIGS. 3 and 5, the extension dimension DF from the axis C of the reaction fin 51 including the blade end plate 52 (52 ′) has a plurality of reaction fins 51. In the same way. Not limited to this, the dimension DF of the reaction fin 51 at a desired location is necessary as long as it is in the range of 70% to 95% (0.70 ≦ DF / DP ≦ 0.95) of the radius DP of the propeller 3. May be changed.

  As described above, the reaction fin device for a ship and the ship according to the present invention are suitable for preventing a situation in which the propulsion performance of the propeller is affected by suppressing the occurrence of cavitation that may collide with the propeller.

DESCRIPTION OF SYMBOLS 1 Hull 11 Stern 2 Rudder 3 Propeller 31 Propeller shaft 4 Skeg 41 Bossing 5,5 'Marine reaction fin device 51 Reaction fin 52,52' Blade end plate C Center axis of propeller shaft DF Reaction fin shaft including blade end plate Extension from the center DP Propeller radius

Claims (4)

At the stern of the hull in a ship, the flow in the direction opposite to the direction of rotation of the propeller that is located in front of the propeller and generates a propulsive force that advances the hull while extending in the radial direction of the axis of the propeller shaft In the reaction fin device for a ship provided with a reaction fin provided with a twist in a manner to give to a propeller,
A marine reaction fin device characterized in that a wing end plate is provided at the extended end of the reaction fin so as to extend toward the negative pressure side of the reaction fin when the hull moves forward.   2. The ship reaction fin device according to claim 1, wherein the wing end plate is also formed to extend to a pressure side of the reaction fin when the ship moves forward.   The extension dimension from the axial center of the reaction fin including the blade end plate is set in a range of 70% or more and 95% or less of the radius of the propeller. Marine reaction fin device.   A ship, wherein the ship reaction fin device according to any one of claims 1 to 3 is provided at a stern of the hull.

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