JP2011136609A - Resistance reducing device of ship - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a frictional resistance reducing device of a ship, preventing the air flow into a propeller. <P>SOLUTION: The resistance reducing device 20 of the ship includes a chamber 40 opening toward the ship bottom 13 of a hull 10, and an air discharging device 30 discharging air into water. The hull 10 is provided with the propeller 16 located in rear of the chamber 40. The chamber 40 holds air discharged by the air discharging device 30 while distributing the air on both sides of a plane CL that includes the rotation shaft of the propeller 16, and is perpendicular to the width direction Y of the hull 10. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a resistance reduction device that reduces the frictional resistance of a hull by air blowing.

  A technique for reducing the hull frictional resistance by covering the bottom of the ship with a bubbly flow during navigation is known.

  With reference to FIGS. 1A and 1B, the hull frictional resistance reduction device of Patent Document 1 will be described. A gas chamber 2 is provided on the bow side of the ship bottom 1. The gas chamber 2 is formed in the ship width direction. A pair of left and right gas holding plates 5 are provided from the bow to the stern along the bottom of the ship bottom. Gas is blown out from the gas chamber 2 into the water, and a bubble flow that flows backward along the ship bottom is generated. The gas holding plate 5 prevents the bubble flow from deviating to the side of the hull. In this way, the frictional resistance of the hull is reduced.

JP 2008-143345 A

  The objective of this invention is providing the frictional resistance reduction apparatus of the ship by which the air inflow to a propeller is prevented.

  The means for solving the problem will be described below using the numbers used in the (DETAILED DESCRIPTION). These numbers are added to clarify the correspondence between the description of (Claims) and (Mode for Carrying Out the Invention). However, these numbers should not be used to interpret the technical scope of the invention described in (Claims).

  The ship resistance reducing apparatus of the present invention includes a chamber group (40, 51 to 53, 60) opened in a ship bottom (13) of a hull (10), and an air blowing device (30) for blowing air into water. . The hull includes a propeller (16) located behind the chamber group. In the rear end portion of the chamber group, the chamber group divides the air blown out by the air blowing device into both sides of a plane (CL) perpendicular to the left-right direction (Y) of the hull including the rotation axis of the propeller. Hold.

  The resistance reduction device further includes an air exclusion plate (41). The chamber group includes a first chamber (40). The air exclusion plate is disposed at a rear end portion of the first chamber. The air evacuation plate is formed in a V shape extending in the left-right direction toward the stern (12) of the hull.

  The lateral width (W1) at the rear end (42b, 43b) of the air exclusion plate is larger than the diameter of the propeller.

  An R or slope is formed at the rear end (40b) of the first chamber.

The chamber group includes a first chamber (51) extending in the longitudinal direction (X) of the hull,
A second chamber (52) extending in the front-rear direction is provided. The first chamber and the second chamber are respectively disposed on both sides of the plane.

  The left-right distance (W2) between the first chamber and the second chamber is larger than the diameter of the propeller.

  The chamber group includes a third chamber (53) extending in the front-rear direction. The third chamber is disposed between the first chamber and the second chamber. The rear end (53b) of the third chamber is disposed closer to the bow (11) of the hull than the rear end (51b) of the first chamber and the rear end (51b) of the second chamber.

  The chamber group includes a first chamber (60). The first chamber extends from the first part toward the stern, the second part extending from the first part toward the stern of the hull (12), and the second part (62) extending from the first part toward the stern. A third portion (63). The second part and the second part are respectively disposed on both sides of the plane.

  The left-right distance (W3) between the second part and the third part is larger than the diameter of the propeller.

  ADVANTAGE OF THE INVENTION According to this invention, the frictional resistance reduction apparatus of the ship by which the air inflow to a propeller is prevented is provided.

FIG. 1A is a side view of a ship provided with a conventional hull frictional resistance reduction device. FIG. 1B is a bottom view of a ship provided with a conventional hull frictional resistance reduction device. FIG. 2A is a bottom view of the ship provided with the resistance reduction device according to the first embodiment of the present invention. FIG. 2B is a side view of the ship provided with the resistance reduction device according to the first embodiment. FIG. 2C is a cross-sectional view taken along the line A-A ′ of the ship including the resistance reduction device according to the first embodiment. FIG. 2D is a B-B ′ cross-sectional view of the ship including the resistance reduction device according to the first embodiment. FIG. 3A is a bottom view of a ship provided with a resistance reduction device according to a second embodiment of the present invention. FIG. 3B is a side view of a ship provided with the resistance reduction device according to the second embodiment. FIG. 4A is a bottom view of a ship provided with a resistance reduction device according to a third embodiment of the present invention. FIG. 4B is a side view of a ship provided with the resistance reduction device according to the third embodiment. FIG. 5A is a bottom view of a ship provided with a resistance reduction device according to a fourth embodiment of the present invention. FIG. 5B is a side view of a ship provided with the resistance reduction device according to the fourth embodiment. FIG. 5C is a B-B ′ cross-sectional view of a ship provided with the resistance reduction device according to the fourth embodiment. FIG. 6A is a bottom view of a ship provided with a resistance reduction device according to a fifth embodiment of the present invention. FIG. 6B is an A-A ′ cross-sectional view of a ship provided with the resistance reducing device according to the fifth embodiment. FIG. 7A is a bottom view of a ship provided with a resistance reducing device according to a sixth embodiment of the present invention. FIG. 7B is a cross-sectional view taken along the line A-A ′ of the ship including the resistance reducing device according to the sixth embodiment. FIG. 7C is a B-B ′ cross-sectional view of a ship provided with the resistance reducing device according to the sixth embodiment.

  With reference to an accompanying drawing, the form for carrying out the resistance reduction device of the ship by the present invention is explained below.

(First embodiment)
Referring to FIG. 2A, a hull 10 provided with a resistance reducing device 20 according to the first embodiment of the present invention includes a bow 11, a stern 12, a ship bottom 13, a port 14, a starboard 15, and a propeller. 16 and a rudder 17. The front-rear direction and the left-right direction of the hull 10 are indicated by X and Y, respectively. A plane that includes the rotation axis of the propeller 16 and is perpendicular to the left-right direction Y is indicated by CL. The plane CL may coincide with the center plane of the hull 10 as shown in the figure, and may not coincide with the center plane of the hull 10 when a plurality of propellers are provided on the hull 10.

  The resistance reduction device 20 includes an air blowing device 30, a chamber 40, and an air exclusion plate 41. The chamber 40 opens to the ship bottom 13. That is, the ceiling surface 40a of the chamber 40 is disposed at a position higher than the ship bottom 13, and the entire bottom of the chamber 40 is removed. The chamber 40 is located in front of the propeller 16 (the bow 11 side). That is, the propeller 16 is located behind the chamber 40 (stern 12 side). The chamber 40 is disposed on the plane CL. The air blowing device 30 blows air into the water from an air blowing port arrangement region 31 arranged on the bow 11 side (for example, inside the chamber 40) of the ship bottom 13.

  The air exclusion plate 41 is disposed in the center of the rear end portion of the chamber 40. The air exclusion plate 41 is formed in a V shape extending in the left-right direction Y toward the stern 12. That is, the air exclusion plate 41 includes a left side plate 42 disposed on the port side 14 of the plane CL and a right side plate 43 disposed on the starboard side 15 of the plane CL. The left side plate tip 42a of the left side plate 42 and the right side plate tip 43a of the right side plate 43 are arranged on the plane CL to form a V-shaped apex. The left side plate rear end 42b of the left side plate 42 is shifted from the plane CL toward the port 14 side, and the right side plate rear end 43b of the right side plate 43 is shifted from the plane CL toward the starboard 15 side. The left side plate rear end 42 b and the right side plate rear end 43 b are located at the rear end 40 b of the chamber 40. The space | interval of the left-right direction Y of the left board rear end 42b and the right board rear end 43b is shown by W1.

  With reference to FIG. 2B, the air blowing device 30 includes a compressor 32 for blowing out air.

  FIG. 2C is a cross-sectional view taken along the line A-A ′ in the vicinity of the center in the front-rear direction X of the hull 10.

  FIG. 2D is a cross-sectional view taken along the line B-B ′ in the vicinity of the stern 12 in the longitudinal direction X of the hull 10. The rear end portion of the chamber 40 is divided on both sides of the plane CL by a left side plate 42 and a right side plate 43.

  According to this embodiment, since the chamber 40 holds the air blown out by the air blowing device 30, it is possible to prevent air from leaking from the ship bottom 13 to the both sides 14, 15 due to buoyancy. Further, since the rear end portion of the chamber 40 is divided on both sides of the plane CL by the air exclusion plate 41, the chamber 40 causes the air blown out by the air blowing device 30 at both ends of the plane CL at the rear end portion of the chamber 40. Divide and hold. Therefore, the inflow of air into the propeller 16 is prevented, and there is no fear of a decrease in efficiency of the propeller 16 or an increase in vibration due to cavitation induction.

  According to this embodiment, since the chamber 40 and the air exclusion plate 41 do not protrude downward from the ship bottom 13, the chamber 40 and the air exclusion plate 41 do not get in the way when the hull 10 is constructed or when the ship is berthed.

  In the present embodiment, it is possible to more reliably prevent air from flowing into the propeller 16 by making the interval W1 in the left-right direction Y between the left plate rear end 42b and the right plate rear end 43b larger than the diameter of the propeller 16. it can.

(Second Embodiment)
With reference to FIG. 3A and FIG. 3B, R is formed in the rear end 40b of the chamber 40 in the resistance reduction apparatus 20 which concerns on the 2nd Embodiment of this invention. Therefore, R is formed in the level | step difference between the ceiling surface 40a and the ship bottom 13 in the rear end 40b. According to the present embodiment, it is possible to prevent an increase in resistance due to a water flow hitting the rear end 40b of the chamber 40.

(Third embodiment)
With reference to FIG. 4A and FIG. 4B, in the resistance reduction apparatus 20 which concerns on the 3rd Embodiment of this invention, the slope is formed in the rear end 40b of the chamber 40. FIG. Therefore, a slope connecting the ceiling surface 40a and the ship bottom 13 is formed at the rear end 40b. According to the present embodiment, it is possible to prevent an increase in resistance due to a water flow hitting the rear end 40b of the chamber 40.

(Fourth embodiment)
5A and 5B, the resistance reduction device 20 according to the fourth embodiment of the present invention is the first embodiment except that chambers 51 and 52 are provided instead of the chamber 40 and the air exclusion plate 41. This is the same as the resistance reduction device 20 according to the embodiment. The chambers 51 and 52 open to the ship bottom 13. That is, the ceiling surfaces 51a and 52a of the chambers 51 and 52 are arranged at a position higher than the ship bottom 13, and the entire bottoms of the chambers 51 and 52 are removed. The chambers 51 and 52 are located in front of the propeller 16 (the bow 11 side). The chambers 51 and 52 each extend in the front-rear direction X and are respectively disposed on both sides of the plane CL. The rear end 51b of the chamber 51 and the rear end 52b of the chamber 52 are aligned in the front-rear direction X. The interval in the left-right direction Y of the chambers 51 and 52 is indicated by W2. The interval W <b> 2 is an interval between the insides of the chambers 51 and 52. The air blowing device 30 blows air into the water from the air blowing port arrangement region 31 arranged on the bow 11 side of the ship bottom 13.

  FIG. 5C shows a B-B ′ cross-sectional view in the vicinity of the stern 12 in the longitudinal direction X of the hull 10. A cross-sectional view taken along the line A-A ′ in the vicinity of the center in the front-rear direction X of the hull 10 is also the same as FIG. In the present embodiment, the chambers 51 and 52 are divided on both sides of the plane CL not only in the rear end portion but in the entire front-rear direction X.

  According to the present embodiment, since the chambers 51 and 52 hold the air blown out by the air blowing device 30, the air is prevented from leaking from the ship bottom 13 to the both sides 14 and 15 due to buoyancy. Furthermore, since the whole including the rear end portions of the chambers 51 and 52 is divided on both sides of the plane CL, the chambers 51 and 52 are configured to flatten the air blown out by the air blowing device 30 at the rear end portions of the chambers 51 and 52. Hold separately on both sides of CL. This is because air moves from the portion sandwiched between the chambers 51 and 52 of the ship bottom 13 to the chambers 51 and 52 due to the influence of buoyancy. Therefore, the inflow of air into the propeller 16 is prevented, and there is no fear of a decrease in efficiency of the propeller 16 or an increase in vibration due to cavitation induction.

  According to this embodiment, since the chambers 51 and 52 do not protrude downward from the ship bottom 13, the chambers 51 and 52 do not get in the way when the hull 10 is constructed or when the berth is berthed.

  In the present embodiment, the inflow of air into the propeller 16 can be more reliably prevented by making the distance W2 between the chambers 51 and 52 in the left-right direction Y larger than the diameter of the propeller 16.

  Further, similarly to the second embodiment and the third embodiment, R or a slope may be formed at the rear end 51 b of the chamber 51 and the rear end 52 b of the chamber 52.

(Fifth embodiment)
With reference to FIG. 6A, a resistance reduction device 20 according to the fifth embodiment of the present invention is obtained by adding a chamber 53 to the resistance reduction device 20 according to the fourth embodiment. The chamber 53 opens to the ship bottom 13. That is, the ceiling surface 53a of the chamber 53 is arranged at a position higher than the ship bottom 13, and the entire bottom of the chamber 53 is removed. The chamber 53 is located in front of the propeller 16 (the bow 11 side). The chamber 53 extends in the front-rear direction X and is disposed between the chambers 51 and 52. For example, the chamber 53 is disposed on the plane CL. The rear end 53b of the chamber 53 is disposed closer to the bow 11 than the rear ends 51b and 52b of the chambers 51 and 52. The air blowing device 30 blows air into the water from the air blowing port arrangement region 31 arranged on the bow 11 side of the ship bottom 13.

  FIG. 6B is a cross-sectional view taken along the line A-A ′ in the vicinity of the center in the front-rear direction X of the hull 10. A B-B ′ cross-sectional view in the vicinity of the stern 12 in the front-rear direction X of the hull 10 is the same as FIG. 5C. In the present embodiment, the chamber groups 51, 52, and 53 are divided on both sides of the plane CL at least in the rear end portion of the chambers 51, 52, and 53 groups.

  According to this embodiment, since the chambers 51, 52, and 53 hold the air blown out by the air blowing device 30, it is possible to prevent the air from leaking from the ship bottom 13 to the both sides 14, 15 due to buoyancy. Furthermore, since the rear end portions of the chamber groups 51, 52, and 53 are divided on both sides of the plane CL, the chamber groups 51, 52, and 53 are separated from the air at the rear end portions of the chamber groups 51, 52, and 53. The air blown out by the blowing device 30 is divided and held on both sides of the plane CL. This is because air moves from the portion sandwiched between the chambers 51 and 52 of the ship bottom 13 to the chambers 51 and 52 due to the influence of buoyancy. Therefore, the inflow of air into the propeller 16 is prevented, and there is no fear of a decrease in efficiency of the propeller 16 or an increase in vibration due to cavitation induction.

  According to the present embodiment, since the chambers 51, 52, and 53 do not protrude downward from the ship bottom 13, the chambers 51, 52, and 53 do not get in the way when the hull 10 is constructed or berthed.

  Further, the same R or slope as in the second embodiment or the third embodiment may be formed at the rear end 53b of the chamber 53.

(Sixth embodiment)
With reference to FIG. 7A, the resistance reduction device 20 according to the sixth embodiment of the present invention has a resistance reduction according to the first embodiment except that a chamber 60 is provided instead of the chamber 40 and the air exclusion plate 41. It is the same as the device 20. The chamber 60 opens to the ship bottom 13. That is, the ceiling surface 60a of the chamber 60 is disposed at a position higher than the ship bottom 13, and the entire bottom of the chamber 60 is removed. The chamber 60 is located in front of the propeller 16 (the bow 11 side). The chamber 60 includes a bow side portion 61 and stern side portions 62 and 63. The stern side parts 62 and 63 respectively extend from the bow side part 61 toward the stern 12. The stern side parts 62 and 63 are respectively arranged on both sides of the plane CL. The positions of the rear ends 62b and 63b of the stern side parts 62 and 63 coincide with each other in the front-rear direction X. The rear end 61b of the bow side portion 61 is closer to the bow 11 than the rear ends 62b and 63b in the position in the front-rear direction X. The space | interval of the left-right direction Y of the stern side parts 62 and 63 is shown by W3. The interval W3 is an interval between the insides of the stern side portions 62 and 63. The air blowing device 30 blows air into the water from the air blowing port arrangement region 31 arranged on the bow 11 side (for example, the bow side portion 61) of the ship bottom 13.

  FIG. 7B is a cross-sectional view taken along the line A-A ′ in the vicinity of the center in the front-rear direction X of the hull 10.

  FIG. 7C shows a B-B ′ cross-sectional view in the vicinity of the stern 12 in the front-rear direction X of the hull 10. The stern side portions 62 and 63 as the rear end portion of the chamber 60 are divided on both sides of the plane CL.

  According to this embodiment, since the chamber 60 holds the air blown out by the air blowing device 30, it is possible to prevent air from leaking from the ship bottom 13 to the both sides 14, 15 due to buoyancy. Further, since the stern side portions 62 and 63 as the rear end portion of the chamber 60 are divided on both sides of the plane CL, the chamber 60 is configured to flatten the air blown out by the air blowing device 30 at the rear end portion of the chamber 60. Hold separately on both sides of CL. This is because air moves from the portion sandwiched between the stern side portions 62 and 63 of the bottom 13 to the stern side portions 62 and 63 due to the influence of buoyancy. Therefore, the inflow of air into the propeller 16 is prevented, and there is no fear of a decrease in efficiency of the propeller 16 or an increase in vibration due to cavitation induction.

  According to the present embodiment, since the chamber 60 does not protrude downward from the ship bottom 13, the chamber 60 does not get in the way when the hull 10 is constructed or berthed.

  In the present embodiment, the inflow of air into the propeller 16 can be more reliably prevented by making the interval W3 in the left-right direction Y of the stern side portions 62 and 63 larger than the diameter of the propeller 16.

  Similarly to the second and third embodiments, R or slope is formed at the rear end 61b of the bow side portion 61, the rear end 62b of the stern side portion 62, and the rear end 63b of the stern side portion 63. May be.

DESCRIPTION OF SYMBOLS 1 ... Ship bottom part 2 ... Gas chamber 5 ... Gas holding board 10 ... Hull 11 ... Bow 12 ... Stern 13 ... Ship bottom 14 ... Port 15 ... Starboard 16 ... Propeller 17 ... Rudder 20 ... Resistance reduction device 30 ... Air blowing device 31 ... Air Air outlet arrangement area 32 ... Compressor 40, 51-53, 60 ... Chamber 40a, 51a-53a, 60a ... Ceiling surface 40b, 51b-53b ... Rear end 41 ... Air exclusion plate 42 ... Left side plate 42a ... Left side plate tip 42b ... Left side plate rear end 43 ... right side plate 43a ... right side plate tip 43b ... right side plate rear end 61 ... bow side portion 62, 63 ... stern side portion 61b-63b ... rear end X ... longitudinal direction Y ... longitudinal direction CL ... plane (center) surface)

Claims (9)

A group of chambers open to the bottom of the hull,
An air blowing device for blowing air into the water,
The hull includes a propeller located behind the chamber group,
In the rear end portion of the chamber group, the chamber group holds the air blown out by the air blowing device separately on both sides of a plane that includes the rotation axis of the propeller and is perpendicular to the left-right direction of the hull. apparatus. An air exclusion plate,
The chamber group includes a first chamber,
The air exclusion plate is disposed at a rear end portion of the first chamber;
The ship air resistance reduction device according to claim 1, wherein the air exclusion plate is formed in a V shape that extends in the left-right direction toward the stern of the hull. The ship resistance reduction device according to claim 2, wherein a width in the left-right direction at a rear end of the air exclusion plate is larger than a diameter of the propeller. The ship resistance reducing device according to claim 2, wherein an R or a slope is formed at a rear end of the first chamber. The chamber group includes:
A first chamber extending in the longitudinal direction of the hull;
A second chamber extending in the front-rear direction,
The ship's resistance reduction device according to claim 1, wherein the first chamber and the second chamber are respectively disposed on both sides of the plane. The ship resistance reduction device according to claim 5, wherein a distance between the first chamber and the second chamber in the left-right direction is larger than a diameter of the propeller. The chamber group includes a third chamber extending in the front-rear direction,
The third chamber is disposed between the first chamber and the second chamber;
7. The ship resistance reduction device according to claim 5, wherein the rear end position of the third chamber is disposed closer to the bow of the hull than the rear end position of the first chamber and the rear end position of the second chamber. The chamber group includes a first chamber,
The first chamber includes
A first part;
A second portion extending from the first portion toward the stern of the hull;
A third portion extending from the first portion toward the stern,
The marine resistance reduction device according to claim 1, wherein the second portion and the second portion are respectively disposed on both sides of the plane. The marine resistance reduction device according to claim 8, wherein a distance between the second portion and the third portion in the left-right direction is larger than a diameter of the propeller.

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