JP2023067297A - Thrust generation system of sailing body, sailing body, and drag reduction method of sailing body - Google Patents

Abstract

To reduce overall drag of a sailing body by eliminating the pressure near a stagnation point in a bow of a sailing body, and by obtaining a part or all of the thrust for a sailing body without increasing frictional drag.SOLUTION: An inflow opening part 11 is provided in a bow 2a of a sailing body 1, and the water W flowing-in from the inflow opening part 11 during forward sailing of the sailing body 1 is pressurized by a pressurizing mechanism or an acceleration mechanism 14 provided in a conduit 13 connected to the inflow opening part 11. This pressurized or accelerated water W is practically jetted backwards from an injection port 12b connected to the conduit 13, and provided away from the hull surface and in the hull front half part 2b. As a result, a part or all of the thrust necessary for sailing can be obtained.SELECTED DRAWING: Figure 1

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle having a surface in contact with water, and more particularly to a propulsion force generating system mechanism for a vehicle, a vehicle, and a method for reducing the resistance of the vehicle.

In cruising bodies such as displacement-type vessels that navigate on water and submarines that submerge underwater, the surfaces in contact with the water receive fluid resistance when the cruising body moves. need to perform.

In general, in a displacement-type vehicle that sails on water, the bow part under the water surface during sailing serves as a part that pushes through water currents. Therefore, in high-speed vessels such as container ships and naval vessels, the tip of the waterplane shape is formed in a shape having an acute angle, and is formed in a shape that cuts through water and waves to advance. In addition, in order to reduce wave-making resistance, a bow bulb, a spherical bow, etc. are installed, and the waves generated by these structures interfere with the waves generated by the bow of the hull, reducing the generation of waves as a whole. is also being done.

On the other hand, in the case of vessels that sail at relatively low speeds (for example, the Froude number is 0.15 or less) such as tankers, bulk carriers, and ore carriers, the ratio of wave-making resistance components is smaller than that of ships that sail at high speeds. Therefore, in order to secure a wide width at a short distance from the tip of the bow in order to secure the volume of the ship, the tip of the water plane shape is configured with an obtuse angle or a rounded shape.

On these high-speed and low-speed vessels, Boson's Store, which is a deck-related warehouse, is arranged above the upper deck, and mooring equipment is arranged on the upper deck or exposed deck. It is The shape of the bow above the water surface has a freeboard up to the upper deck and a bulwark (wave protection board) above the upper deck. It may also have an irregular shape. This shape above the upper deck does not affect water resistance during normal navigation, but it is a shape that takes into account the reduction of wind pressure resistance and the avoidance of waves in stormy weather.

In addition, in the bow below the upper deck, the fore peak tank, which is usually used as a freshwater tank, is arranged, and furthermore, chain lockers, hose pipes, bell mouths, etc. for anchors and anchor chains used for anchoring are installed. are placed. A watertight collision bulkhead is installed in the bow to separate the cargo hold and passenger compartments in the rear. In the bow below the upper deck, it is necessary to secure a certain amount of volume for the fore peak tank and the anchoring equipment, but there are few restrictions on the shape, and the shape can be adopted to some extent. Therefore, the shape of the bow of the submerged portion of the hull is configured to reduce the wave-making resistance and pressure resistance according to the ship speed during navigation.

When estimating the resistance of a ship sailing on water, in addition to air resistance, water resistance may be estimated by dividing it into three categories: wave-making resistance, viscous pressure resistance, and viscous friction resistance. The wave-making drag is related to the dimensionless Froude number, and the viscous pressure drag and the viscous friction drag are related to the dimensionless Reynolds number.

The magnitude of this wave-making resistance and viscous pressure resistance is greatly influenced by the tip shape of the bow. Therefore, many proposals have been made for methods of reducing drag by providing a water inflow opening in the bow and discharging the water sucked in through this inflow opening from the bottom of the ship on the bow side or from the discharge port provided on the side of the ship.

In relation to this resistance reduction method, for example, with the intention of reducing the wave-making resistance of high-speed ships, etc., an inflow port is provided in the bow, and water near the bow is sucked through this inflow port, and this water is removed. A ship has been proposed in which a water conduit guides water to a drainage port provided in the bottom of the ship behind the bow (see, for example, Patent Document 1).

Similarly, with the intention of reducing the ship's wave-making resistance and forward friction, the penetrating pipe is inclined from the trumpet-shaped opening that includes the full and light draft waterlines to the bottom of the ship along the longitudinal center section. A penetrating open wave-making resistance damping hull form has been proposed (see, for example, Patent Document 2).

However, in any of the configurations described above, in which water sucked from the inflow opening at the bow is simply led to the discharge port at the bottom of the ship, the direction of water discharge is obliquely rearward. Therefore, the direction of flow of the sucked water changes from the longitudinal direction of the ship to the oblique rearward direction, and the momentum of the sucked water changes with respect to the traveling direction of the ship. A reaction force generated by this change in momentum acts on the hull via the water conduit. Since the component of this reaction force in the traveling direction of the ship becomes the resistance of the ship, the effect of reducing the pressure resistance is limited.

Furthermore, although it is a water treatment method in the same bow, water sucked from the inflow opening of the bow is discharged to the trough of the wave created by the bow and interfered with this wave. Several wave-making drag reduction methods have been proposed that are intended to reduce the amplitude of the waves that are ripped.

As one of them, a water inflow opening is provided at or near the front center of the bow of a relatively large hull and high speed vessel, and water near the bow is sucked through this water inflow opening, A ship has been proposed in which water flows outward from the left and right shoulders of the bow through openings provided at or near the left and right shoulders (see, for example, Patent Document 3). In this ship, it is also proposed to positively interpose a pump or the like in the hull passage.

In addition, with the intention of reducing the wave-making resistance by bypassing the fluid that forms the wave-making resistance in the bow's draft, water is supplied from an inlet opening near the bow's draft (the position where the wave breaking phenomenon occurs). is sucked in by the impeller provided in the water conduit, and this water is discharged from the drainage port (near the wave valley) provided on the side of the ship, suppressing the upheaval of the waves and reducing the first breaking wave, and along the hull A wave-making resistance reduction device has been proposed that suppresses the second wave breaking by making the wave profile monotonically decreasing (see, for example, Patent Document 4).

However, with regard to these wave-making resistance reduction methods, even if the discharge water is supplied to the wave troughs formed at the bow, the troughs of the waves near the ship are simply filled with the discharge water. , and this discharge water does not generate interference waves. Therefore, it is thought that the wave, which is the mode of propagation of the energy generated at the bow, does not interfere with the discharge water, so it is thought that the effect of reducing the wave-making resistance due to the effect of reducing the bow wave cannot be obtained.

However, in these wave-making resistance reduction methods, the inflow or suction of water at the inflow opening of the bow results in a new hull shape different from the conventional bow shape. , there is a possibility that the wave-making resistance and wave-breaking resistance will decrease compared to the hull form before the inflow opening is provided.

Furthermore, instead of the shape of the bow, water is sucked from the inlet provided on the front and / or side of the bow bulge (bow valve), and the flow control device (pump) installed in the waterway extending in the longitudinal direction of the ship , valves, ejectors) to control the flow rate and discharge this water through drains provided on the side and/or bottom of the hull, optimizing the wave-making effect of the bow bulge over a wide range of drafts and velocities. A bow bulge that reduces the resistance of the ship has been proposed (see, for example, Patent Document 5).

In this configuration the inlet opening is limited to the tip of the bow bulge. In addition, the flow rate adjustment by the flow rate control device is performed in order to be able to freely select the waveform generated by the bow bulge according to the bow wave by controlling the outflow speed of the water flow sucked from the bow. there is

In addition, water from the inflow opening at the bow is used to reduce the pressure resistance at the forward end of the ship, thereby reducing the overall drag of the ship and assisting in turning the ship. A three-way pipe that communicates with the hull shell plate of the side is provided, and the water flow at the tip of the bow is made to flow into the three-way pipe from the front side of the bow, and the valve (or rectification guide) provided on the three-way pipe There has been proposed a device capable of reducing the navigational resistance of a ship and assisting in changing the direction of the ship by controlling the water flow to port and starboard (see, for example, Patent Document 6).

In the configurations of Patent Documents 1 to 3, water is discharged diagonally rearward from the hull or the ship side discharge port, and in the configuration of Patent Document 4, the bow wave is discharged from the ship side discharge port. discharged into the valley of In Patent Document 5, the water is discharged obliquely rearward from the ship side or the bottom of the ship, and in the configuration of Patent Document 6, the water is discharged laterally from the right and left channels. Therefore, as described above, the reaction force generated by the change in the direction of the momentum of the water acts on the hull through the water conduit and acts as resistance to the ship, so the effect of reducing pressure resistance is limited. In other words, none of the methods for reducing resistance disclosed in Patent Documents 1 to 6 has the technical idea of obtaining a propulsive force by using the water flowing in from the inflow opening.

On the other hand, a configuration has been proposed in which propulsion is obtained by injecting water taken in from the bow at the stern. For example, with the intention of converting the resistance acting on the bow side of the hull into propulsive force, water that flows into the bow side is pressurized by a screw propeller at the bow and installed along the longitudinal direction at the bottom of the hull. A propulsion and direction change device for a hull that obtains thrust by guiding the fuel to the stern side of a manifold and ejecting it from an ejection pipe has been proposed (see, for example, Patent Document 7).

In addition, by opening the suction channel at the bow and jetting from the jet channel on the stern side, the water jet can introduce water more efficiently and improve propulsion efficiency while reducing water collision resistance. As a propeller, a water jet propulsor has been proposed in which the height of the jet water channel and the suction channel is the same to avoid vertical changes in the water conduit (see, for example, Patent Document 8).

Furthermore, in order to reduce the propulsion resistance of the bow when the ship is underway, external seawater is sucked in by the suction force of a vacuum pump from the water intake (height adjustable) that opens below the waterline of the bow. A water jet propulsion ship has been proposed in which seawater is guided to a vacuum tank chamber through a water conduit, pressurized by a submersible pump in the vacuum pump chamber, and discharged from an outlet at the stern to obtain thrust for propulsion ( For example, see Patent Document 9).

The configurations of Patent Documents 7 to 9 in which propulsion is obtained by injecting water on the stern side require a water conduit such as a water conduit or manifold from the bow to the stern. Therefore, there is a problem that the volume of the hull increases due to these long water conduits, and the frictional resistance on the waterway walls increases due to these long water conduits.

Further, in the configuration using a vacuum pump in Patent Document 9, a vacuum tank chamber and a vacuum pump are required in addition to the water jet propulsion device. Also, in the manifold configuration, the inflow opening is newly provided under the bow, so it is questionable how much the resistance acting on the bow can be reduced compared to the original hull form.

In addition, the following special configurations for the bow have also been proposed. In this proposal, in order to greatly reduce the amount of dynamic pressure resistance received by the bow, a tubular body with a shape along a parabola along the direction of travel is used so as not to block the passing water flow from the front of the bow. The inlets are arranged in a matrix on the front, and the rear end of the pipe is equipped with an air chamber that opens into the water. The resistance is reduced by flowing down from the lower tubular body or the bottom of the hull (see, for example, Patent Document 10).

In the configuration of Patent Document 10, the air pressure corresponding to the water head pressure at the submerged position of the pipe allows the inflowing water to naturally fall outside the pipe without colliding with the pipe wall. It is said that the water does not collide with the pipe wall, and the surrounding wall of the hull does not directly receive water resistance.

However, in the configuration of Patent Document 10, the direction of the water flow flowing in toward the rear of the ship is changed to the downward direction of the hull, so it is thought that an acting force accompanying this direction change is generated. be done. In addition, since the inflow pressure of water is suppressed by air pressure inside each tube, it is likely that the virtual door receives the inflow pressure of water via air pressure. I don't think so. In addition, in this configuration, the use of a tubular body with a height of about 1 m, a compressed air supply pipe overflow sensor, a full water sensor, etc. makes the system configuration extremely complicated, so it is not difficult to put it into practical use. I think.

In addition, rather than reducing drag at the bow, a water channel with an inflow opening at the bottom of the bow was intended to supply air bubbles to the bottom of the ship to reduce frictional resistance and increase the thrust of the ship. It is used as a supply passage to the bottom of the ship for air bubbles and microbubbles for frictional resistance, and the flow is made to flow along the hull surface of the bottom of the ship by the Coanda effect (the effect that the jet or flow of viscous fluid is attracted to the nearby wall). There is also a proposal to reduce the frictional resistance between the hull and the water.

Regarding this frictional resistance reduction method, the frictional resistance component accounts for 80% of the total resistance in large tankers, etc., and experimental results have been announced that the wall frictional stress is reduced by about 30% due to the inclusion of air bubbles (for example, See Non-Patent Document 1). In addition, in the actual ship test of the 116m-long training ship "Seiun Maru" of the Independent Administrative Agency Voyage Training Institute, it is said that a maximum of 5.5% resistance reduction effect and a net energy saving effect of 2% were obtained ( For example, see Non-Patent Document 2).

As an example of this frictional resistance reduction method, a water jet propulsion unit with a flow path inside the hull from the inflow opening at the bow to the inflow opening at the bottom of the ship pressurizes the water sucked in from the inflow opening with an impeller. Air is sucked from the air supply port above the water surface without using air delivery means such as a blower by injecting air toward the wing provided in the flow path and reducing the pressure above the wing. A ship has been proposed in which fuel is supplied to the bottom of the ship (see, for example, Patent Document 11).

This patent document 11 states that ``it is possible to reduce frictional resistance by generating bubbles in the bottom of the ship without using an air delivery means, and to increase the thrust of the ship.'' However, in this method of reducing frictional resistance using air bubbles, it is necessary to discharge the water containing air bubbles to the bottom of the ship in order to flow it over the surface of the ship. In addition, it is thought that there is a possibility that the frictional resistance will increase when trying to obtain the thrust of the ship.

That is, since the frictional resistance is proportional to the square of the flow velocity on the wall surface, when the water flow is accelerated and discharged in order to obtain the driving force, the frictional resistance increases rapidly due to the increase in the water flow velocity. For example, even if the wall friction stress can be reduced by 30%, if the flow velocity of water along the wall surface increases by 1.2 times, the frictional resistance will increase by 1.44 times. .7×1.44=1.0). In addition, since the water discharged to the hull surface and flowing along the hull surface is decelerated to the speed of the flow on the outside, the flow speed does not necessarily increase on the entire surface where the frictional resistance is generated, but at least , the velocity will be increased in the vicinity of the water outlet.

In addition, "the water flow accelerated by the impeller becomes a two-phase flow containing a large number of bubbles behind the blades. In other words, in this embodiment, bubbles are mixed into the accelerated water flow As a result, the volume of the fluid contributing to the thrust increases, and the thrust of the ship can be further increased.” However, in a two-phase flow, the mass of bubbles is Therefore, it is considered that the increase in thrust due to the inclusion of bubbles is small. Therefore, we think that it is not a good idea to obtain driving force with a system for entraining air bubbles.

JP-A-53-91292 JP-A-54-57787 JP-A-59-67191 JP-A-61-108083 JP-A-59-14591 JP 2018-131198 A Japanese Patent Publication No. 2015-515413 JP 2014-172567 A JP 2007-210537 A JP 2012-126163 A JP 2018-90173 A

Yoshiaki Kodama, "Reduction of Frictional Resistance of Ships by Microbubbles", Nagare, Japan Society of Fluid Mechanics, August 2001, Vol. 20, No. 4, p. 278-284 Hisayoshi Kawashima, Yoshiaki Kodama, "Experimental Study on Frictional Resistance Reduction by Microbubbles", Nagare, Japan Society of Fluid Mechanics, June 2006, Vol. 25, No. 3, p. 209-217

As described above, in the conventional cruising vehicle, even if the inflow opening is provided at the bow of the submerged portion of the hull, it is difficult to obtain propulsion force from the water flowing in from the inflow opening. , there are some problems. The first problem is the direction of water injection. In other words, since the direction of the flow of water that has flowed in from the inflow opening in the bow is changed from the forward direction of the craft to the downward or sideward direction, the resistance at the inflow opening is reduced, but the flow of water is reduced. Resistance is generated due to the change in momentum that occurs during a change of direction. In addition, since the direction of the jet of water is greatly inclined with respect to the direction of travel of the vehicle, or is in the lateral direction of the vehicle, the reaction force due to the jetting of water is unlikely to become the propulsion force of the vehicle. .

A second problem is that of jetting at the stern. In other words, since the water that has flowed in from the inflow opening of the bow is passed through a long waterway extending from the bow to the stern, the contact area between this water and the wall surface of the waterway increases, so the waterway in this waterway The frictional resistance increases, and the propulsion resistance of the vehicle increases. In addition, since the volume of the waterway is required inside the hull, the internal volume of the ship, such as the cargo volume, is reduced accordingly.

And the third problem is the location of the opening for the water injection. In other words, in the conventional technology, openings for discharge are provided in the bottom of the ship or the surface of the hull on the side of the ship, and the water discharged from these openings flows along the surface of the hull due to the Coanda effect or the like. If the jet is spouted at an accelerated speed, the flow velocity on the surface of the hull will increase and the frictional resistance will increase.

SUMMARY OF THE INVENTION The present invention has been made in view of the above, and an object of the present invention is to eliminate the pressure in the vicinity of the stagnation point of the bow of the hull and to prevent the frictional resistance on the surface of the hull from increasing. A propulsion generation system for a vehicle, a vehicle, and a reduction in resistance of the vehicle, which can obtain a part or all of the propulsive force of the vehicle and obtain a resistance reduction effect for the entire vehicle It is to provide a method.

[Intent of the present invention] In the present invention, an inflow opening is provided in the bow, and water introduced from this inflow opening is directed to the outside of the hull side or the outside of the bottom of the hull front half of the immersed portion of the hull from the hull surface. A propulsive force is generated by injecting fuel substantially rearward from the injection port of the injection part provided at a distance.

[Reduction of Bow Resistance and Improvement of Propulsion Efficiency] This reduces bow resistance, especially pressure resistance. In addition, in the water jet propulsion system of the prior art, which is arranged at the stern, water is sucked in from the bottom of the ship on the stern side. Since there is no loss, the propulsion efficiency is improved accordingly. Also, since water is prevented from flowing along the surface of the hull, it is possible to avoid an increase in frictional resistance on the surface of the hull due to jetted water.

[Reduced size or elimination of the propulsion force generating system installed at the stern] Furthermore, by generating a part or all of the propulsion force of the craft with the propulsion force generating system of the present invention, the stern system used in the prior art can be Propulsion generating systems such as on-board screw propellers and water jet propulsion can be reduced or eliminated.

[Reduction or elimination of the need for a ship maneuvering system placed at the stern] In addition, in the propulsive force generation system of the present invention, by changing the magnitude of the propulsive force obtained from the injection units arranged on both sides, the turning moment of the ship can be reduced. obtain. In other words, a turning moment is generated by generating propulsion on both sides of the front half of the hull in the submerged portion and individually controlling the magnitude of the propulsion on both sides. Therefore, by using the propulsive force generating system of the present invention, the turning function of the rudder located at the stern and the injection nozzle of water jet propulsion used in the conventional technology, in other words, the steering force for steering generated on the stern side can be changed. , can be reduced or eliminated. As a modification of the present invention, it is conceivable to generate a turning moment by changing the main injection direction of water in the injection section.

[Improvement of Maneuverability in Underwater Vehicles] Furthermore, in underwater vehicles, it is possible to change the magnitude of the propulsive force obtained by the injection parts arranged above and below, or to adjust the By changing, it is possible to obtain a moment for ascent or descent with respect to the underwater vehicle, and improve maneuverability. In this case, the steering effort of the elevator can be reduced or eliminated.

[Increased degree of freedom in shape of bow] In addition, by providing an inflow opening in the bow of the submerged part of the hull, the shape of the bow can be changed from the shape of the conventional technology to a shape with less pressure resistance and wave-making resistance. , can be changed. In other words, in the conventional technology such as a bloated ship, the bow has a relatively rounded hull shape, but in the present invention, by providing an inflow opening in the bow, the degree of freedom in the shape of the bow can be increased. can be done.

For example, the shape of the bow can be a hull shape having sharp wedges on both sides or the center and both sides. At the same time, the bow can be widened to increase the deck area above it. By arranging the thrust generation system 0 on the bow side, it is no longer necessary to arrange the main engine on the stern side. Therefore, the bridge and the living quarters can be arranged on the bow side, making it easy to secure a line of sight from the bridge.

[Increase in stern-side hull shape flexibility] Furthermore, since it is possible to reduce or eliminate the conventional propulsion force generation system and ship maneuvering system positioned at the stern, it is possible to increase the stern-side hull shape freedom. For example, by using a streamlined shape such as a symmetrical wing shape, turbulence and wakes in the flow on the stern side can be significantly reduced, and resistance at the stern portion can be reduced.

[Summary of the intention of the present invention] To summarize the above, propulsion is obtained by providing an inflow opening in the bow and injecting the water that has flowed in from this inflow opening from the injection section. As a result, it is possible to reduce or eliminate the need for a propulsion generation system located at the stern and a ship steering system located at the stern, and the shape of the bow and stern can be made to have less pressure resistance and wave-making resistance than conventional shapes. so as to reduce the resistance of the vehicle.

[Relationship between the present invention and reduction of wave-making resistance] Regarding the reduction of wave-making resistance according to the present invention, regarding the mechanism of whether or not the arrangement of the inflow opening at the bow is directly linked to the effect of reducing wave-making resistance. has not considered. However, by providing an inflow opening in the bow, the shape of the bow of the prior art can be changed. Shapes and stern shapes can be adopted. Therefore, it is thought that there is a possibility that the wave-making resistance can be reduced accordingly.

A propulsion generating system for a hull according to the present invention for achieving the above objects has a hull submerged portion that is submerged under water during cruising, and an inflow opening provided at the bow of the hull submerged portion. an injection section arranged behind the inflow opening; a water conduit connecting the inflow opening and the injection section; and a pressurizing or accelerating mechanism provided in the water conduit. In the hull propulsion generation system, at least when the hull is sailing in a straight line at a planned cruising speed, the injection port of the injection part is positioned from the hull surface to a region that is the front half of the hull with respect to the longitudinal direction of the hull. Further, the main injection direction of the injection part is 150 degrees clockwise with respect to the longitudinal direction of the craft, with the bow direction being 0 degrees, when the craft is sailing forward. degree to 210 degrees and in a direction away from the submerged portion of the hull, at least when sailing straight ahead at planned sailing speed, the inflow opening is pressurized or accelerated in the conduit using the water pressurization or acceleration mechanism, and the pressurized or accelerated water is directed substantially rearward from the injection section to the hull surface. A propulsive force generating system for a cruising vehicle characterized by obtaining a part or all of the propulsive force required during cruising by injecting the fuel so as not to flow along the cruising path.

This "vehicle" is a watercraft or an underwater vehicle, and the effect of the present invention is particularly apparent in the watercraft, which is classified according to the buoyancy of the ship as a "displacement type vessel" (the most common hull). It is a ship that gains buoyancy by sinking below the surface of the water, and the method of gaining buoyancy is the same regardless of whether the ship is sailing or stopped. In terms of ship usage, merchant ships are particularly effective. In addition, as for underwater vehicles, the effect is great for survey submarines, exploration submarines, military submarines, and the like.

In addition, the "submerged portion of the hull" is a portion that is submerged when the vehicle is sailing, in other words, a portion that has a submerged surface. Refers to the submerged part where the volume of the water part is the maximum.In ships such as merchant ships and warships, it is the part of the hull below the load line or the planned waterline.In the case of a semi-submersible submersible, it is the maximum submerged part. , In a completely submerged submarine, it is the hull part excluding the part protruding from the hull called the bridge, bridge, sail, conning tower, submarine, etc.

Also, the meaning of ``at least when the vessel is cruising straight ahead at the planned cruising speed'' means ``when it is not cruising straight at the planned cruising speed, it may be excluded.'' be. In other words, when the vessel is not cruising or when it is not self-propelled, such as when entering or leaving a port, the injection part and the injection port of the injection part are set in a different direction than when the vessel is cruising straight ahead at the planned cruising speed. This means that it may be placed in a location, for example on deck or in a ship's side stowage.

In addition, the "region that becomes the front half of the hull" refers to a portion that is ahead of the center of the submerged portion of the hull with respect to the longitudinal direction of the craft. In addition, the range of the front and rear positions of the opening of the injection part is directly related to the length of the water conduit, and considering only the friction resistance, the shorter the water conduit, the better. The tip and the region from this tip to 40% rearward of the total length of the submerged portion of the hull, more preferably, the tip of the submerged portion of the hull and the region from this tip to 30% rearward of the total length of the submerged portion of the hull. becomes.

This "pressurization or acceleration mechanism" is a mechanism for pressurizing or accelerating the water between the inflow opening and the injection section, thereby changing the momentum of the water at the injection section to the water at the inflow opening. Make it bigger than the amount of exercise. In the present invention, a relatively large amount of water can be introduced, so there is no need to greatly accelerate a small amount of water as in prior art waterjet propulsion, but with a small amount of acceleration, at a flow velocity slightly greater than the ship's speed. I think that the propulsive force can be obtained more efficiently by injecting.

As the "pressurizing or accelerating mechanism", a device called a "high-pressure pump (axial water pump)" or a "propeller called an impeller" used in water jet propulsion can be used. However, in prior art waterjet propulsion, water is drawn in through the bottom of the hull, whereas in the present invention water is drawn in through inlet openings in the bow. Therefore, in this "pressurization or acceleration mechanism", the amount of water is large, the speed of the water flow on the upstream side of the "pressure or acceleration mechanism" is relatively high, and the flow speed when jetting from the injection part is higher than the ship speed. It is different from the water jet propulsion of the prior art in that it may be a little larger.

In addition, as this "pressurization or acceleration mechanism", there are cases where the flow rate of water flowing in from the inflow opening at the bow is large, so when arranging a propeller in the water conduit, side thrusters, pods Power transmission mechanisms such as propellers and propellers are considered useful. In this case, the turning mechanism provided in the pod propulsion device becomes unnecessary, so that the structure can be further simplified. In the present invention, it is only necessary to pressurize or accelerate the water in the water conduit, and the relationship between the inner diameter of the water conduit and the diameter of the propeller is not necessarily the relationship between the inner diameter of the duct of the duct propeller and the diameter of the propeller. It is not necessary to have a small gap such as the relationship between the inner diameter of the propeller and the diameter of the propeller.

Further, the term "substantially rearward" used below refers to a direction in which the component related to the longitudinal direction of the vehicle is larger than the component in the width direction of the vehicle. The main injection direction) is "within the range of a specific angle in the clockwise direction with respect to the longitudinal direction of the craft, with the bow direction as 0 degrees". The "specific angle range" is 150 to 210 degrees, preferably 160 to 200 degrees, and still more preferably 170 to 190 degrees.

According to this configuration, in the propulsion generating system for the cruising vehicle of the present invention, the water inflowing from the front of the cruising vehicle is not led to the stern, and the injection section provided in the front half of the hull of the cruising vehicle. Since the water is jetted substantially backward from the front, the kinetic energy of the water flowing in from the front can be efficiently converted into propulsive force through a relatively short water conduit.

More specifically, in this configuration, the water coming toward the rear is jetted substantially rearward in the longitudinal direction of the vehicle, rather than laterally, obliquely laterally, downwardly, or obliquely downward. Therefore, the amount of change in the momentum of the water in the longitudinal direction of the cruising body is reduced, and the resistance acting on the cruising body via the water conduit is reduced. In addition, since the injection direction is substantially rearward, the direction of the reaction force due to injection is substantially in the forward direction, so the component in the propulsion direction increases, and the propulsion efficiency is improved.

In addition, since the injection part is arranged in the front half of the hull of the cruising vehicle, the length of the water conduit is significantly shorter than that of the water conduit extending from the bow to the stern of the conventional technology, and the frictional resistance in the water conduit is also small. Become. Also, the volume required for the water conduit can be significantly reduced.

Furthermore, the injection port of the injection part is arranged away from the hull surface, and the water injected from the injection part is injected so as not to flow along the hull surface due to the Coanda effect or the like, so that the frictional resistance on the hull surface increase can be avoided.

More specifically, according to the above configuration, most of the jet flow does not hit the submerged portion of the hull when the ship is sailing forward, so that interference with the submerged portion of the hull can be avoided. The effect of jet flow on submerged parts of the hull can be significantly reduced. As a result, the evaluation of the resistance of the submerged part of the hull and the evaluation of the propulsive force due to the jet flow can be separated, and the hull resistance and the propulsive force can be evaluated individually.

Then, the water jetted from the injection part flows along the hull surface as it is, or the flow once separated from the hull surface is caused by the Coanda effect (a jet or flow of viscous fluid is attracted to a nearby wall). Effect) reattaches to the hull surface and flows along the hull surface, the frictional resistance between this accelerated water and the hull surface increases. By separating from the hull surface, this increase in frictional resistance can be avoided.

In addition, in the case of a technique for reducing the frictional resistance between water mixed with air bubbles such as microbubbles and the hull surface, which is different from the technical idea of the present invention, the mixed water is made to flow along the hull surface. is required. Therefore, the structure that prevents the jetted water from flowing to the surface of the hull is a big difference from the mechanism for reducing the frictional resistance due to the inclusion of air bubbles such as microbubbles.

In addition, the jet speed of water may be slower than the jet speed of water in conventional water jet propulsion because the amount of water is large. Therefore, in order to emphasize the difference from the water jet propulsion of the prior art, the scope of the present invention is to reduce the water flow velocity from 5% to 40% of the ship speed when sailing straight. more preferably 10% to 30% more, even more preferably 15% to 25% more.

In the propulsion force generating system for the above-described watercraft, at least during navigation, the injection units are arranged on the port side and the starboard side, respectively, and the flow rate of water injected from each of the injection units and flow velocity.

By arranging this injection part, it becomes possible to generate a moment for ship maneuvering by controlling the propulsion force on the port side and the starboard side respectively. More specifically, the propulsive forces generated by these left and right injection parts are adjusted by adjusting the amount of water inflow at the inflow openings of the respective water conduits, and by controlling the pressurization or acceleration mechanism. of turning moment can be obtained. Therefore, the propulsive force generating system for the cruising vehicle of the present invention can be used for maneuvering ships.

Further, in this configuration, unlike the water jet propulsion in the stern arrangement of the prior art, there is no need to move the injection unit left and right to change the water injection direction for maneuvering the ship. Therefore, the structure of the injection section can be significantly simplified. In addition, in the frictional resistance reduction technology using air bubbles, it is necessary to maintain the adherence of air bubbles to the hull surface by providing a water discharge port at the bottom of the ship. It is a big difference from the structure of the bottom opening for resistance reduction.

The following configuration is conceivable in relation to the arrangement of the injection sections on both sides. In one configuration, in the above-described propulsion force generating system for a cruising vehicle, the inflow opening is arranged to include the centerline of the hull in the width direction of the cruising vehicle, and the water flowing in from the inflow opening is directed to the port side. It is configured to inject from each of the injection sections on the starboard side.

This configuration is suitable for a hull with a relatively narrow width on the bow side. The wall area of the water conduit to the point is reduced, and the frictional resistance of the water conduit can be reduced. On the other hand, when the port and starboard pressurization or acceleration mechanisms are individually controlled to adjust the propulsion force, the flow rate of the water diverging into the waterways on the port and starboard interferes with each other. It becomes difficult to adjust the port and starboard propulsion by controlling the pressure or acceleration mechanism.

Another configuration is the propulsion force generating system for the cruising vessel described above, in which one or a plurality of the inflow openings are provided line-symmetrically with respect to the hull centerline in the width direction of the cruising vessel, and the inflow openings on the port side are provided. Water flowing in from an opening is jetted from the injection section on the port side, and water flowing in from the inflow opening on the starboard side is jetted from the injection section on the starboard side.

This configuration is suitable for a hull with a relatively wide width on the bow side. Since it is guided to the part, there is no interference between the water flow rates of the waterways on the port and starboard sides. Therefore, it becomes easy to adjust the propulsive force on the port and starboard sides by controlling the pressure or acceleration mechanism. On the other hand, the wall area of the water conduit increases and the frictional resistance of the water conduit increases.

In the above-described propulsion force generating system for a cruising vehicle, a plurality of the inflow openings are provided separately in the vertical direction of the cruising vehicle, and each inflow opening is provided with the water conduit, the water pressure increasing device, and the injection and a control device that individually operates and controls the water pressure increasing devices corresponding to the inflow openings according to the submerged state of the bow during sailing. configured as follows.

According to this configuration, when the submerged state of the bow is different during cruising, such as a fully loaded state and a lightly loaded state, a high speed cruising state and a low speed cruising state, etc., the load can be increased according to the respective submerged state of the bow. Since the pressure or acceleration mechanism is selectively operated and controlled, the pressure or acceleration mechanism can be used efficiently, and the propulsion efficiency can be improved.

More specifically, the pressurization or acceleration mechanisms of the water conduits arranged in the vertical direction of the craft are configured to be individually controllable, and by selectively using the pressurization or acceleration mechanisms, the draft of the bow section can be controlled. When the hull is deep and there are many inflow openings into which water flows, propulsion is generated by the operation of the pressurization or acceleration mechanism that is submerged in water, and the draft at the bow is shallow and water is inflowing. When an inflow opening and an inflow opening into which water does not flow are mixed, by operating only the submerged pressurization or acceleration mechanism without operating the non-submerged pressurization or acceleration mechanism. , it becomes possible to efficiently generate propulsive force by using a pressurizing or accelerating mechanism efficiently.

A cruising vehicle for achieving the above object is characterized in that it is equipped with the propulsion force generating system for the cruising vehicle. With this configuration, it is possible to exhibit the same effect as the propulsion force generating system for the above-described vehicle.

In the cruising vehicle described above, the width of the submerged portion of the hull is configured to have a wide portion having the maximum width in the region, and the wide portion has the widest width at a portion behind the region. The width is narrower than the wide width, and the injection port of the injection portion is provided at the wide portion or at the rear of the wide portion.

According to this configuration, by providing the injection port at the wide portion or at the rear of the wide portion, it is possible to easily prevent the injected water from flowing along the surface of the hull. In addition, when the propulsive force generating system of the above-mentioned cruising vehicle and the main engine for driving this system are arranged in the front half of the hull, they can be arranged in this wide part, and the propulsion system and the propulsion system to be arranged in the stern Since the engine for driving the stern propulsion system can be eliminated or reduced in size, the stern shape can be made into a shape with less resistance including wave-making resistance.

Further, in the above-mentioned cruising vehicle, the submerged portion of the hull is configured to have a concave portion on the surface of the hull, and the concave portion is at least when the hull is cruising straight ahead at the planned cruising speed. It is formed so that the water jetted from the jet part does not flow along the hull surface.

According to this configuration, the recess is provided in the submerged portion of the hull so that the water jetted from the injection portion does not flow along the surface of the hull. , the jetted water can be easily prevented from flowing along the surface of the hull without significantly reducing the internal volume of the submerged portion of the hull.

Further, in the above-mentioned watercraft, the submerged portion of the watercraft is continuous or intermittent in a range of at least 50% in the depth direction below the full load line or the planned waterline in the vertical direction of the watercraft. , the waterplane shape is formed in a symmetrical blade shape.

According to this configuration, most of the submerged portion of the hull is formed with a symmetrical wing shape, so that the wake on the stern side can be reduced, the stern flow can be rectified, and resistance including resistance due to stern wave making can be reduced. can be reduced.

A method for reducing the resistance of a cruising vessel for achieving the above object is a method for reducing the resistance of a cruising vessel having a submerged portion of the hull that is under water during cruising, and is provided with an inflow opening at the bow. At least, when the ship is sailing straight ahead at the planned sailing speed, the water flowing in from the inflow opening) is increased by the water pressure increasing device provided in the water conduit connected to the inflow opening. pressurized or accelerated to connect the pressurized or accelerated water to the water conduit, located in a region that becomes the front half of the hull in the longitudinal direction of the cruising vehicle, and spaced apart from the surface of the hull; From the injection port of the injection part attached to the hull, inject in a direction within an angle range of 150 degrees to 210 degrees clockwise with respect to the longitudinal direction of the hull so as not to flow along the hull surface. This is a resistance reduction method for a cruising object characterized by obtaining a part or all of the propulsive force necessary for cruising.

By this method of reducing the resistance of the ship, an inflow opening is provided at the tip of the bow where a stagnation point is likely to occur, or at a location near this location where static and dynamic pressures are high to allow water to flow in. As a result, the pressure resistance acting on this part when there is no inflow opening is reduced, and the inflowing water is pressurized and jetted substantially backward from the injection part, and the inflowing water Since the propulsive force of the ship is obtained while suppressing the generation of resistance, the resistance acting on the inflow opening can be efficiently converted into propulsive force, reducing the resistance of the ship. can.

In the present invention, since the object of the present invention is to obtain the propulsive force of the craft while reducing the pressure resistance at the stagnation point, the water is allowed to flow in from the inflow opening opened forward at the bow, and the comparison is made. It shoots a large amount of water, not necessarily at a high velocity, but at a velocity slightly higher than the ship's speed. In the case of conventional water jet propulsion, the amount of water flowing into the water conduit can be relatively freely adjusted by the pressurization or acceleration mechanism. The amount of water inflow during running is determined by the size of the inflow opening and the speed of the ship.

However, by limiting the amount of water inflow from this inflow opening, it is possible to increase the resistance of the vehicle. Therefore, by changing the operating state of the pressurization or acceleration mechanism, it is possible to generate resistance for reducing the boat speed, and the magnitude of this resistance can also be controlled. In addition, reverse propulsion can be obtained by causing the water to flow back from the injection section to the inflow opening using a pressurization or acceleration mechanism.

In addition, by controlling the pressurization of the waterway leading to the injection part on the starboard side or the operating state of the acceleration mechanism, the propulsive force can be increased, the resistance can be increased, and the propulsive force in the opposite direction (forward) can be increased. Therefore, the propulsion force generating system for the cruising vehicle can be used as part or all of a ship maneuvering system for stopping, moving backward, turning, and the like.

[Problem of the present invention], [Research and development of the shape of the bow is necessary] However, there are almost no proposals regarding the hull form of the bow with an inflow opening. In addition, there are few examples of research and design regarding such new hull forms. Therefore, when the present invention is put into practical use, the propulsive force generation system of the present invention is to be installed in the bow of the conventional hull form. I think I will. Therefore, it seems that it takes time and effort to obtain the optimum shape. For the stern side, we think that a shape with less wake and less resistance should be used.

[Development of water jet propulsion device for bow] Another problem is that in the water jet propulsion device of the prior art, water is sucked in from the inflow opening provided in the bottom of the ship on the stern side. , water flows in from the inflow opening, and while the conventional technology is applicable to high-speed ships, the present invention is also applicable to low-speed ships. Research and development of water jet propulsion equipment is necessary.

According to the propulsion force generating system for a marine vessel, the marine vessel, and the method for reducing the resistance of a marine vessel according to the present invention, the pressure in the vicinity of the stagnation point of the bow of the marine vessel is eliminated, and the frictional resistance on the hull surface is reduced. A part or all of the propulsive force of the cruising vehicle can be obtained without increasing the propulsion force, and the resistance reduction effect of the entire cruising vehicle can be obtained.

FIG. 1 is a front view showing a first example of the bow of a watercraft according to the first embodiment of the present invention. is spaced apart from the hull surface. FIG. 2 is a front view showing a second example of the bow of the watercraft according to the first embodiment of the present invention. is spaced apart from the hull surface. FIG. 3 is a front view showing a third example of the bow of the watercraft according to the first embodiment of the present invention. 2 is a diagram showing an example in which two stages are continuously separated from the surface of the hull on the side of the ship under the water surface in the vertical direction. FIG. 4 is a front view showing a fourth example of the bow of the watercraft according to the first embodiment of the present invention. It is a figure which shows the example separated into two steps|paragraphs in the up-down direction under the water surface of a board, and is spaced apart from the hull surface of a board side. FIG. 5 is a front view showing a fifth example of the bow of the watercraft according to the first embodiment of the present invention. FIG. 11 shows an example of spaced apart from the hull surface on the side of the top. FIG. 6 is a front view showing a sixth example of the bow of the watercraft according to the first embodiment of the present invention. FIG. 11 shows an example of spaced apart from the hull surface on the side of the ship below. FIG. 7 is a front view showing a seventh example of the bow of the watercraft according to the first embodiment of the present invention. FIG. 10 is a diagram showing an example in which the injection sections are spaced apart from the surface of the hull on the side of the ship in two continuous stages in the vertical direction under the water surface on both sides. FIG. 8 is a front view showing an eighth example of the bow of the watercraft according to the first embodiment of the present invention. Also, FIG. 10 is a diagram showing an example in which the injection sections are vertically separated into two stages under the water surface on both sides and separated from the surface of the hull on the sides. FIG. 9 is a front view showing a ninth example of the bow of the watercraft according to the first embodiment of the present invention. FIG. 10 is a diagram showing an example of being spaced apart from . FIG. 10 is a front view showing a tenth example of the bow of the watercraft according to the first embodiment of the present invention. FIG. 10 is a diagram showing an example in which the surface of the hull is spaced apart from the surface of the hull; FIG. 11 is a front view showing a first example of the bow of an underwater vehicle according to the second embodiment of the present invention, which has a single inflow opening and a jet section on both sides of the hull surface. FIG. 10 is a diagram showing an example of being spaced apart from . FIG. 12 is a front view showing a second example of the bow of the underwater vehicle according to the second embodiment of the present invention. 2 is a diagram showing an example in which two stages are continuously spaced apart from the surface of the hull on the side of the ship in the vertical direction. FIG. 13 is a front view showing a third example of the bow of the underwater vehicle according to the second embodiment of the present invention. FIG. 10 is a diagram showing an example in which the hull is separated into two stages in the vertical direction and separated from the surface of the hull on the side of the ship. FIG. 14 is a front view showing a fourth example of the bow of the underwater vehicle according to the second embodiment of the present invention. FIG. 10 is a diagram showing an example in which the hulls are arranged in a triangular shape and spaced apart from the hull surface; FIG. 15 is a side view schematically showing the interior of the front half of the hull of the watercraft according to the first embodiment of the present invention. FIG. 10 is a diagram showing a water conduit connecting a jetting part; FIG. 16 is a side view schematically showing the inside of the front half of the hull of the watercraft according to the first embodiment of the present invention. FIG. 10 is a diagram showing a water conduit connecting a jetting part; FIG. 17 is a side view schematically showing the interior of the front half of the hull of the watercraft according to the first embodiment of the present invention. It is a figure which shows the water conduit which connects with a staged continuous injection part. FIG. 18 is a side view schematically showing the interior of the front half of the hull of the watercraft according to the first embodiment of the present invention. It is a figure which shows the water conduit which connects two steps|paragraphs of injection parts which were isolate|separated. FIG. 19 is a side view schematically showing the inside of the front half of the hull of the watercraft according to the first embodiment of the present invention. It is a figure which shows the Z-shaped water conduit which connects the injection part which is. FIG. 20 is a side view schematically showing the inside of the front half of the hull of the underwater vehicle according to the second embodiment of the present invention, in which a single inflow opening is vertically connected to the injection sections on both sides. It is a figure which shows the water conduit which carries out. FIG. 21 is a side view schematically showing the interior of the front half of the hull of an underwater vehicle according to the second embodiment of the present invention, showing a vertically continuous two-stage inflow opening and a vertically continuous two-stage opening. It is a figure which shows the water conduit which connects with an injection part. FIG. 22 is a side view schematically showing the interior of the front half of the hull of an underwater vehicle according to the second embodiment of the present invention, and is divided into two continuous stages in the vertical direction and two stages in the vertical direction. It is a figure which shows the water conduit which connects the injection part which is carrying out. FIG. 23 is a side view schematically showing the inside of the front half of the hull of an underwater vehicle according to the second embodiment of the present invention, and is divided into two upper and lower inflow openings and two upper and lower tiers. [Fig. 4] is a diagram showing a water conduit connecting a jet part spaced apart from the hull surface of the bottom of a ship; FIG. 24 is a plan view schematically showing the interior of the front half of the hull of the cruising vehicle, showing a water conduit connecting a single inflow opening and jets on both sides in plan view. FIG. 25 is a plan view schematically showing the inside of the front half of the hull of the cruising vehicle, in which two-tiered inlet openings are connected to two-tiered jetting sections in the vertical direction. It is a figure which shows the water conduit which carries out. FIG. 26 is a plan view schematically showing the interior of the front half of the hull of the cruising vehicle, showing a water conduit connecting a single inflow opening and an injection section at the center of the bottom of the hull. Fig. 27 is a plan view schematically showing the interior of the front half of the hull of the cruising vehicle, in which the upper and lower inflow openings are separated into two stages in the vertical direction, and the lower stage is connected to the injection part at the center of the bottom of the ship. It is a figure which shows the water conduit which carries out. Fig. 28 is a plan view schematically showing the interior of the front half of the hull of the cruising vehicle, with two upper and lower inflow openings and two upper and lower tiers, and the lower tier is symmetrical to the center line of the hull at the bottom of the hull. It is a figure which shows the water conduit which connects a part. FIG. 29 is a plan view schematically showing the inside of the front half of the hull of the cruising vehicle, showing water conduits connecting inlet openings separated on each side and injection sections on both sides, respectively. FIG. 30 is a plan view schematically showing a water conduit, showing a water conduit connecting a single inflow opening and jetting sections on both sides. FIG. 31 is a plan view schematically showing a water conduit, and is a view showing the water conduit provided with a central separation wall and connecting the inflow opening and the injection sections on both sides. FIG. 32 is a plan view schematically showing a water conduit, showing the water conduit connecting the inflow openings separated on both sides and the injection parts on both sides. FIG. 33 is a plan view schematically showing the water flow during turning or oblique movement in the water conduit connecting the single inflow opening and the injection sections on both sides. FIG. 34 is a plan view schematically showing the water flow during turning or oblique movement in a water conduit provided with a central separation wall and connecting the inflow opening and the injection sections on both sides. FIG. 35 is a schematic plan view illustrating the configuration of an injection section configured by combining a pipe and a valve mechanism. 36A and 36B are diagrams schematically showing the injection part arranged away from the surface of the hull, where (a) is a view seen from the rear (A-A view), and (b) is a view seen from above. and (c) is a side view. 37A and 37B are diagrams schematically showing the injection unit arranged in the concave portion of the surface of the hull, in which (a) is a view seen from the rear (A-A view), and (b) is a view seen from above. , (c) is a side view. 38A and 38B are diagrams schematically showing the injection part arranged so as to protrude from the stepped part of the surface of the hull. 2C is a cross-sectional view (view from B-B), and (c) is a side view. 39A and 39B are diagrams schematically showing the injection part arranged with the injection port opened in the stepped part of the surface of the hull. is a cross-sectional view (BB view) viewed from above, and (c) is a view viewed from the side. FIG. 40 is a plan view schematically showing a state in which the injection port of the injection unit is provided in the wide portion of the submerged portion of the hull. FIG. 41 is a plan view schematically showing a state in which the injection port of the injection section is provided at a portion behind the wide portion of the submerged portion of the hull. 42A and 42B are diagrams schematically showing a state in which the injection port of the injection part is provided at a portion in front of the concave portion of the submerged portion of the hull, where (a) is a plan view and (b) is a BB sectional view. be. FIG. 43 is a plan view showing an example in which a propulsion generation system is arranged in a submerged portion of a hull having an airfoil shape. 44A and 44B are explanatory diagrams showing a state in which a mechanism for changing the cross section of the flow path is provided in the propulsive force generation system. FIG. 44A is a diagram showing an example in which an open/close door is provided, and FIG. It is a figure which shows. FIG. 45 is a schematic plan view for explaining the first turning method based on the difference in propulsive force between the injection sections on both sides. FIG. 46 is a schematic plan view for explaining the second turning method based on the change in the direction of the propulsive force in the injection section. FIG. 47 is a schematic plan view for explaining the third turning method based on the difference in propulsive force in the injection section and the change in direction.

[Intro and Overview of the Figures] Hereinafter, embodiments of a propulsion generation system, a vehicle, and a method of reducing vehicle resistance according to the present invention will be described with reference to the drawings. The cruising body of the first embodiment according to the present invention is a water cruising body 1A, which is a displacement type ship or the like. Further, the cruising body of the second embodiment is an underwater cruising body 1B, which is a fully immersed submarine or the like.

Further, as a "propulsion generating system for a cruising vehicle (hereinafter, abbreviated as a "propulsion generating system")" 10 of the present invention, the injection port 12b of the injection unit 12 is arranged away from the surface of the hull. and a system in which there is no hull surface of the hull submerged portion 2 behind the injection port 12b, for example, a system in which the hull surface behind the injection port 12b has a concave portion 2d or a stepped portion 2e.

1 to 14 are front views showing the arrangement of the inflow opening 11 and the injection part 12. FIG. More specifically, FIGS. 1 to 10 show a state in which the cruising vehicle 1 is a watercraft 1A and the injection port 12b of the injection unit 12 is arranged away from the surface of the hull. FIG. 14 shows a state in which the cruising body 1 is an underwater cruising body 1B and the injection part 12 is spaced apart from the hull surface.

15 to 23 are side views showing the water conduit 13 connecting the inflow opening 11 and the injection part 12. FIG. More specifically, FIGS. 15 to 19 show a state in which the cruising vehicle 1 is a watercraft 1A and the injection unit 12 is arranged away from the surface of the hull, and FIGS. The cruising body 1 is an underwater cruising body 1B, and the injection part 12 is shown separated from the hull surface.

24 to 29 are plan views showing the interior of the bow 2a showing the water conduit 13. FIG. 30 to 34 are plan views showing the water conduit 13. FIG. FIG. 35 is a diagram showing the configuration of injection portions 22a, 22b, and 22c configured by pipes 21a, 21b, and 21c and valve mechanisms 23a and 23b. 36 to 39 are diagrams showing the surface of the hull and the state of the injection section 12. FIG. 40 to 43 are diagrams showing the positional relationship between the hull shape of the submerged portion of the hull and the injection port 12b. FIG. 44 is a diagram showing a water conduit provided with a channel cross-section changing mechanism. 45 to 47 are diagrams for explaining the generation of the turning moment Ma.

It should be noted that the drawings shown here are schematic diagrams for explaining the present invention, and are not necessarily shown in exact dimensional proportions, nor do they necessarily show exact positions. Note that the cruising body (surface cruising body) 1A and cruising body (underwater cruising body) 1B of the first and second embodiments are collectively referred to as "cruising body 1". Further, the symbol "Lc" is the hull center line indicating the hull center cross section, and the same symbol "Lc" is used for the plan view, the bottom view, the front view, the rear view, and the like.

[Definition of Terms] Prior to the following explanation, each term used here will be defined. First, as a coordinate system, a right-handed XYZ coordinate system is adopted as an orthogonal coordinate system fixed to the vehicle 1. The Y direction is defined as the “width direction of the craft (hereinafter abbreviated as the “width direction”)”, and the Z direction is defined as the “vertical direction of the craft (hereinafter abbreviated as the “vertical direction”). say)”. Since the coordinate system is used here as an aid to clarify the direction, it is not necessary to fix the origin of the coordinate system. Let the origin of the system be the position of the center of gravity of the vehicle 1 .

Next, the "front and rear range", the "bow", the "front half of the hull", and the "main injection direction of the injection section" are defined. With respect to the "front and rear range", when the total length Lb of the submerged hull portion 2 of the cruising body 1 is defined as the "reference length (Lb)", as shown in Figs. to the position S2 which is 20% behind the reference length Lb is referred to as a "second front-rear range (Rf2)". Further, the range from the tip 2aa of the submerged portion 2 of the cruising body 1 to the position S3 which is 30% behind the reference length Lb is referred to as a "third front-rear range (Rf3)". Similarly, the range from tip 2aa of hull submerged portion 2 to position S4 40% rearward of reference length Lb is referred to as a “fourth front-rear range (Rf4)”, and from tip 2aa of hull submerged portion 2 to reference length Lb. It is called a "fifth front-rear range (Rf5)" up to the position S5 which is 50% behind the .

Here, the "bow (2a)" is the same range as the "second longitudinal range (Rf2)", and the "front half of the hull (2b)" is the same as the "fifth longitudinal range (Rf5)". Range. In addition, the "main injection direction of the injection part (hereinafter, abbreviated as "main injection direction")" means that the injection part 12 is in a single state in which the influence of the surroundings (submerged part of the hull, other water currents, etc.) is eliminated. and the direction of the trajectory obtained by tracking the center of the injection amount distribution in a cross section perpendicular to the injection direction at a position distant from the injection unit 12 according to the change in the distance from the injection unit 12 .

Further, "substantially rearward" refers to a direction in which the component related to the longitudinal direction X is larger than the component related to the width direction Y. Specifically, as shown in FIGS. 19 and 30 to 32, The main injection direction (main injection direction) of the water W is "inside a specific angular range Rαi (i = 1, 2, 3) clockwise with respect to the longitudinal direction X, with the bow direction as 0 degrees". say something

The angle range Rαi is an angle range Rα1 of 150 degrees to 210 degrees, more preferably an angle range Rα2 of 160 degrees or more and 200 degrees or less, and even more preferably an angle range Rα3 of 170 degrees or more and 190 degrees or less. The main injection direction of the injection portion 12 is directed within this angular range Rαi. When the injection unit 12 is configured so as to be able to turn, and the injection of the water W is used for turning the watercraft 1A and for turning, ascending, and descending the underwater vehicle 1B, the watercraft 1 moves forward. It is configured so that the injection direction can be directed within the angle range Rαi when the ship is sailing in a direction.

[Object of the present invention] With respect to the watercraft 1A, which is the object of the present invention, the pressure in the vicinity of the stagnation point of the bow 2a (the point where the flow collides with an object and the speed becomes zero) is Since the purpose is to reduce resistance, it is mainly targeted at vessels that are relatively slow and have large pressure resistance, such as large tankers and large ore carriers. Further, the submarine, torpedoes, and autonomous submersible equipment, which are considered to have a large effect of reducing the pressure resistance of the bow 2a, are targets of the underwater vehicle 1B.

However, the present invention is not limited to these, and there is a possibility that the wave-making resistance can be reduced even in relatively high-speed container ships, etc., so these high-speed ships may also be used. good. The present invention can be applied to any cruising body 1 as long as it has a hull submerged portion 2 under water during cruising.

[Voyage body according to the embodiment of the present invention] The voyage body 1A, 1B according to the embodiment of the invention is a voyage body 1 having a submerged portion 2 of the hull under water during cruising. The propulsion generation system 10 of the present invention described in . The ship 1A of the first embodiment is an example of a displacement type ship that is a watercraft, and the submarine 1B of the second embodiment is an example of an underwater vehicle. In addition, these are examples, and the present invention is not limited to these example ship types.

[Propulsion Generating System of the Embodiment According to the Present Invention] The propulsion generating system 10 of the first embodiment of the present invention is the configuration of the propulsion generating system 10 when applied to the watercraft 1A. , and the propulsive force generating system 10 of the second embodiment has the configuration of the propulsive force generating system 10 when applied to the underwater vehicle 1B.

[Propulsion Generating System] First, a propulsion generating system 10 according to an embodiment of the present invention will be described. This propulsion generation system 10 includes an inflow opening 11 (including 11p and 11s) provided in the bow 2a of the submerged hull 2 of the cruising vehicle 1, and an injection section 12 disposed behind the inflow opening 11. (including 12p, 12s, 12c, 12cp, 12cs), the water conduit 13 connecting the inflow opening 11 and the injection part 12, and the water conduit 13 (including the inner water conduit 13a and the outer water conduit 13b) and a pressurizing or accelerating mechanism 14 . Further, at least when the cruising body 1 is cruising straight ahead at the planned cruising speed Vs, the injection port 12b of the injection part 12 is projected from the hull surface to the region Rf5 which becomes the hull front half 2b in the longitudinal direction X. Further, the main injection direction of the injection portion 12 is configured to be substantially rearward with respect to the longitudinal direction X when sailing in the forward direction.

[Inflow opening] The inflow opening 11 is for introducing the water W coming toward the bow 2a into the water conduit 13. As shown in FIG. The inflow opening 11 reduces the pressure resistance based on the dynamic pressure acting on the inflow opening 11 when it is assumed that the inflow opening 11 is not provided when the cruising body 1 is traveling straight ahead. It is for removal by providing an opening 11 . Therefore, several examples of the arrangement of the inflow openings 11 are shown below, but in the present invention, the specifications of the inflow openings 11, such as the position (arrangement), shape, size, etc., are shown in the drawings here. is not limited to the range exemplified in 1, but may be any one capable of reducing the pressure resistance acting on the cruising body 1.

As for the position of the inflow opening 11, the inflow opening 11 is provided at or in the vicinity of a site that includes a wide range of sites with large dynamic pressure, in other words, at or near a stagnation point when it is assumed that the inflow opening 11 is not provided. Further, the shape of the inflow opening 11 is made to have the least possible inflow resistance of the water W. As shown in FIG. The shape of the inflow opening 11 is usually square, circular, elliptical, or the like, when viewed from the front, in consideration of the ease of structural analysis and the ease of fabrication. Without limitation, an appropriate shape is adopted in accordance with the shape of each bow 2a and equipment (for example, sonar, torpedo launcher) to be arranged on the bow 2a.

Regarding the relationship between the position of the inflow opening 11 and the water surface WL, although it depends on the type of the pressurizing or accelerating mechanism 14, when the pump 14 is employed, the efficiency generally decreases when air is sucked. It is necessary to prevent air from being sucked in, as it may cause damage or malfunction. Therefore, the inflow opening 11 is provided in a submerged portion of the cruising body so as not to suck in air, or an inflow opening 11 that is completely submerged during cruising is used. In particular, in the watercraft 1A, the submerged state of the bow 2a may vary greatly depending on the cruising conditions. In addition, the state of submergence at the bow 2a changes depending not only on the speed of the ship when sailing, but also on the presence or absence of the inflow opening 11 and the presence or absence of suction of the water W (operating state of the pressurizing or acceleration mechanism 14). Particular attention should be paid to air entrainment.

[Fore-and-aft Arrangement of Inflow Openings] In the arrangement of the inflow openings 11 in the longitudinal direction X, the stagnation point during forward cruising is usually close to the tip 2aa of the bow 2a in the conventional hull shape. Since it occurs at the site, the effect is reduced even if the inflow opening 11 is provided too far rearward. Therefore, the inflow opening 11 is provided at a portion near the tip 2aa of the bow portion 2a and at the bow portion 2a, in other words, at a portion of the second longitudinal range Rf2.

As an exception, however, as shown in FIGS. On the premise that it is provided, when the bow center part 2ac is provided on the hull center line Lc and the inflow openings 11 are provided on both sides away from the hull center line Lc, the arrangement range of the inflow openings 11 ( The bow 2a) referred to here may be expanded from the second longitudinal range Rf2 to the third longitudinal range Rf3.

[Width Direction Arrangement of Inflow Openings] In addition, regarding the arrangement of the inflow openings 11 in the width direction Y, in the first embodiment, as shown in FIGS. In the second embodiment, as shown in FIGS. 11 to 13, when viewed from the front of the cruising bodies 1A and 1B, they are arranged so as to include the hull center line Lc of the bow 2a.

In this first configuration, the inflow openings 11 are arranged in the width direction Y so as to include the hull centerline Lc, and the water W flowing in from the inflow openings 11 is injected into the injection ports 12p on the port side and the starboard side, respectively. It is configured to inject from 12s. This first configuration is suitable for the cruising body 1 having a relatively narrow width on the bow side. Separate to the starboard side. In the example of FIG. 9, the water W is not branched and is injected from the bottom injection part 12c arranged including the hull centerline Lc at the bottom 2bb, but the following description will continue with an example of branching.

In the case of the first configuration, the central separation wall 15 may or may not be provided between the opening surface of the inflow opening 11 and the branch portion 13c of the water conduit 13. FIG. In the case where the central separation wall 15 is not provided, the water W flowing in from the inflow opening 11 is branched at the branch portion 13c of the water conduit 13 and flows into the water conduits 13 on each shipboard side. Therefore, between the inflow opening 11 and the branch point of the water conduit 13, the wall area of the water conduit 13 is reduced by the central separation wall 15, so that the frictional resistance of the water conduit 13 can be reduced accordingly. .

1 to 4 and 9 to 13 when the central separation wall 15 is provided. ), a central separation wall 15 is additionally arranged in the inflow opening 11 . The inflow opening 11 is separated into left and right inflow openings 11p and 11s by the central separation wall 15, which are arranged on both sides of the hull center line Lc in contact with the hull center line Lc of the bow 2a. In the case where the central separation wall 15 is provided, the water W flowing from the inflow opening 11 is branched from the inflow opening 11 by the central separation wall 15 without being mixed, and flows into the water conduits 13 on each shipboard side.

In addition, as illustrated in FIGS. 5 to 8 and FIG. 14, in the second configuration in which the inflow openings 11p and 11s are arranged separately to the left and right, the inflow openings 11p and 11s When viewed from the front of 1A, they are spaced apart from the hull center line Lc and arranged on both sides of the hull center line Lc. In this second configuration, a single or a plurality of inflow openings 11 are provided in line symmetry with respect to the hull centerline Lc in the width direction Y, and the water W flowing in from the port side inflow openings 11p is injected into the port side injection section. Water W is jetted from 12p, and the water W flowing in from the inlet opening 11s on the starboard side is jetted from the jetting section 12s on the starboard side.

This second configuration is suitable for the cruising body 1 having a relatively wide width on the bow side. Since the water is guided to the injection parts 12p and 12s on the port and starboard sides by the internal water conduits 13, interference between the water flows of the water conduits 13 on the port and starboard sides is eliminated. Therefore, it becomes easy to adjust the propulsive force on the port and starboard sides by controlling the pressurizing or accelerating mechanism 14 .

[Arrangement of inflow openings in vertical direction] Regarding the arrangement of the inflow openings 11 (11p, 11s, 11c) in the vertical direction Z of the cruising vehicle, see FIGS. , 9-11, the inflow opening 11 is formed by a single opening. In addition, as shown in FIGS. 3, 7, 12, and 13, the inflow opening 11 is formed by a plurality of openings continuously provided in the vertical direction Z. As shown in FIG. Furthermore, as shown in FIGS. 4, 8, and 14, the inflow opening 11 is formed of a plurality of openings separated in the vertical direction Z. As shown in FIG.

As shown in FIGS. 5 to 8, the inflow openings 11p and 11s are formed by separate openings on each side. , the inflow openings 11p, 11s are each formed by a single opening. Further, as shown in FIG. 7, the inflow openings 11p and 11s are formed by a plurality of openings continuously provided in the vertical direction Z. As shown in FIG. Then, as shown in FIG. 8, the inflow openings 11p and 11s are formed by a plurality of openings separated in the vertical direction Z. As shown in FIG. Also, as shown in FIG. 14, the inflow openings 11c, 11p, and 11s are formed by three openings arranged in a triangle.

In summary, the arrangement of the inflow openings 11 includes, in the width direction Y, a single inflow opening 11, a plurality of continuous inflow openings 11, a plurality of separated inflow openings 11 and combinations thereof, and a vertical direction Z As regards, a single inflow opening 11, a series of inflow openings 11, a plurality of separate inflow openings 11 and combinations thereof are conceivable. Then, a combination of the placement in the width direction Y and the placement in the vertical direction Z is adopted. As for the longitudinal direction X, the inflow opening 11 is usually single-stage, but depending on the shape of the bow 2a, it may be multi-stage inflow opening. Further, the front and rear positions of the upper and lower inflow openings 11 may be the same, but may be arranged with their front and rear positions shifted.

[Protective Grate] A protective grate 11a is provided in the inflow opening 11 so that foreign objects such as drifting objects other than the water W and living things do not enter the water conduit 13. As shown in FIG. The protective grid 11a is formed into a shape that has a small resistance to the passage of water W and a shape that facilitates the flow of foreign matter along the outside of the protective grid 11a. The shape of the protective grid 11a and the interval between the frames are set in consideration of the type and amount of foreign matter in the navigation area, the structure of the pressurizing or accelerating mechanism 14, and the like. In addition, a mechanism for separating foreign matter and a mechanism for venting may be provided inside the water conduit 13 .

[Injector] Next, the injector 12 (12cp, 12cs, 12p, 12s) will be described. The injection part 12 is a device for injecting the water W, which is provided at the rear end of the water conduit 13, and is composed of an injection nozzle 12a and an injection port 12b. The water W pressurized or accelerated by the pressurizing or accelerating mechanism 14 is jetted into the air or water from the jet portion 12 .

[Number of Injection Portions] Further, the injection portions 12 may be formed in one-to-one correspondence with the water conduits 13 on each side of the ship. A single injection part 12 may be provided, or the number of injection parts 12 may be larger than that of the water conduit 13 .

[Spaced Arrangement of Injection Ports of Injection Portion] Regarding the injection port 12b of the injection portion 12, at least when the jet port 12b is sailing in the straight ahead direction at the planned cruising speed, this injection port 12b is located in the front half of the hull with respect to the longitudinal direction X. It is arranged apart from the hull surface in a region Rf5 that becomes 2b. An external water conduit 13b is provided as a portion spaced apart from the surface of the hull. It should be noted that the external water conduit 13b may also serve as the injection nozzle 12a. The distance S between the surface of the hull and the injection port 12b is a distance that can avoid the interference of the jet flow described below. can ask.

[Main Injection Direction of Injection Portion] The main injection direction of the injection portion 12 is "substantially "rear". A part or all of the propulsive force of the cruising body 1 is obtained by the injection of the water W. Further, the main injection direction of the injection part 12 is such that the water W is injected from the injection part 12 so as not to flow along the surface of the hull, at least when the ship is sailing straight ahead at the planned sailing speed. Configured.

[Avoidance of Interference of Injection Flows] Interference between the injected water W and the submerged portion 2 of the hull is avoided by arranging the injection port 12b away from the surface of the hull and arranging the injection portion 12 relative to the main injection direction. With this configuration, the water W jetted substantially rearward from the jet port 12b of the jet portion 12 flows along the hull surface due to the Coanda effect or the like, and the flow velocity of the water W on the hull surface increases. avoiding the resulting increase in frictional resistance. In addition, according to this configuration, the propulsive force generated in the injection section 12 from the injection port 12b of the injection section 12 and the resistance of the submerged portion 2 of the hull can be considered separately.

[Fore-and-aft position of injection port]
The position of the injection port 12b of the injection unit 12 in the longitudinal direction X is mainly related to the shape of the hull front half 2b. In order to avoid interference between the water W jetted from the injection port 12b and the submerged portion 2 of the hull, the position of the injection port 12b is set to a wide portion having the maximum width Bmax of the submerged portion 2 of the hull (for example, " It is preferable to arrange them at the portion called "parallel portion") Rb, the forefront portion of the wide portion Rb, or the vicinity of the foremost portion while maintaining the separation distance S.

[Vertical Position of Injection Port] The position of the injection port 12b of the injection portion 12 in the vertical direction Z may be in the air or in water. The injection port 12b may be arranged at the boundary between the air and the water, that is, at a position that cuts the water surface WL, or a plurality of injection ports 12b may be arranged in the air and in the water.

When the injection port 12b is arranged in the air, the injection port 12b is configured to be above the water surface, as shown in FIGS. In this configuration, the water W coming out of the injection port 12b is not affected by water pressure. However, the water W falling on the water surface WL causes noise and turbulence in the water flow.

Moreover, when arranging the injection port 12b in the water, there are cases where it is provided on the side 2ba and cases where it is provided on the bottom 2bb. At this time, the injection port 12b is affected by the water pressure due to the water depth, but no noise is generated by the water W falling on the water surface WL. Therefore, it is preferable to provide the injection port 12b below the water surface WL for passenger ships and naval vessels that do not want to generate noise in the air or underwater.

In the case where the injection part 12 is provided on the side 2ba, the injection part 12 is arranged below the water surface WL during cruising. In this case, as shown in FIGS. 2, 6, and 11, each single injection unit 12 may be provided on each shipboard side, and as shown in FIGS. 3, 7, and 12, A plurality of injection units 12 may be continuously provided on each shipboard in the vertical direction, and as shown in FIGS. may be set as

When a plurality of injection parts 12 are provided on each shipboard side, the positions in the front-rear direction X may be substantially the same, or the positions in the front-rear direction X may be changed. In this case, it is preferable to change the position in the vertical direction Z as well as the position in the longitudinal direction X so as to reduce the influence of the jet flow from the front jet port 12b on the rear jet port 12b.

9 and 14, when the injection part 12 is arranged on the bottom 2bb of the submerged portion 2 of the hull, the hull of the submerged portion 2 of the hull 1 is It is placed on the center line Lc. Alternatively, the injection units 12 may be shifted in the longitudinal direction X and arranged above the hull centerline Lc.

Also, as the arrangement of the plurality of units, they may be arranged side by side in the width direction Y as shown in FIG. 10 . In this case, the positions in the front-rear direction X may be substantially the same, or the positions in the front-rear direction X may be changed. In this case, it is preferable to change the position in the width direction Y as well as the position in the longitudinal direction X so as to reduce the influence of the jet flow from the front jet port 12b on the rear jet port 12b. In addition, although not shown, the injection port 12b may be arranged in the bilge portion.

[Construction of Injection Portion] In this propulsive force generating system 10, the turning moment for ship maneuvering in the cruising body 1 can be obtained by changing the injection amount and the injection speed of the water W from the injection portions 12 on the port and starboard sides. It is not always necessary to provide the injection nozzle 12a with a horizontal turning function (a deflector mechanism: a water current deflection mechanism) in order to obtain a turning moment for the cruising body 1. FIG. However, in order to obtain a stronger turning moment, a deflector mechanism may be provided. In addition, in order to obtain the backward movement force of the vehicle 1, the injection nozzle 12a may be provided with a reverser mechanism such as a reverse basket.

In addition, when a deflector mechanism such as a steering nozzle is provided to configure the injection nozzle 12a of the injection unit 12 so as to be able to turn, and the propulsive force of the injection of the water W is also used for turning the vehicle 1, the forward direction The injection direction of the injection part 12 can be directed substantially rearward, in other words, in the direction inside the predetermined angle range Rα1 (or Rα2 or Rα3) when the ship is sailing at sea.

In addition, instead of the reverser mechanism and the deflector mechanism, as shown in FIG. 35, in order to simplify the construction, the injection section 12 is configured with pipes 21 (21a, 21b, 21c) and valve mechanisms 23 (23a, 23b). may be configured in combination. That is, a first pipe 21a having a rearward first injection portion 22a and a second pipe 21b having a forward second injection portion 22b are provided, and the first valve mechanism 23a selects the jetting destination of the water W from the first pipe. 21a or the second pipe 21b may be switchable. Furthermore, a third pipe 21c having a third injection part 22c directed outwardly with respect to the shipboard side and a second valve mechanism 23b are provided so that a lateral force can be generated in order to enhance the maneuvering function as necessary. It may be configured such that the ejection direction of is switchable among three directions.

Although these pipes 21 may be exposed to the outside of the front half 2b of the hull, they are accommodated inside the front half 2b of the hull and serve as openings on the outlet side of the second pipe 21b and the third pipe 21c. The second jetting portion 22b and the third jetting portion 22c may be configured to protrude from the hull surface of the hull front half portion 2b. In addition, it is preferable to provide the second injection section 22b and the like with a door 24b that opens only when in use so as not to cause resistance when the cruising body 1 moves forward.

[Storage of the injection part] In addition, since the injection part 12 is separated from the hull surface of the hull submerged part 2, the injection part 12 can be submerged in the hull so as not to interfere with the berthing of the ship 1. It is preferably stored inside the section 2 or on the deck. As a storage method, the injection part 12 is rotated from above to a part of the side surface of the hull submerged part 2 and positioned horizontally. There are various methods such as a tipping method to move it to the recess of the part 2 or on the upper deck, a telescopic method to expand and contract the injection part 12 sideways from a part of the side surface of the submerged part 2, a lifting method to lower it from the upper deck, and other methods. method can be used.

In addition, when the side where the cruising vehicle 1 berths is decided, the injection part 12 on the side not berthed does not necessarily have to be configured to be retractable. In addition, when berthing, it is not necessary to berth the submerged portion 2 of the hull. may be fixed without storing it. This fixing method can be adopted for commercial ships such as cargo ships where passengers do not board and disembark, especially for tankers that do not stop at a port and carry out loading and unloading at offshore berths.

In addition, when the injection part 12 is arranged on the bottom 2bb of the submerged part 2 of the hull, the injection part 12 is submerged in the hull so as not to become an obstacle when the cruising body 1 navigates in shallow seas such as harbors. It is preferable to store it inside the section 2 or move it to the side 2ba. As the storage method, there is an elevating method in which the injection unit 12 is raised and stored inside the bottom 2bb of the submerged portion 2; Various methods can be used, such as a turning method in which the ship is overturned from 2bb and moved to the side 2ba and further to the upper deck.

Further, when the injection part 12 is arranged on the side 2ba and the bottom 2bb of the submerged part 2, the injection part 12 may be moved in the transverse plane (in the YZ plane) as described above. A configuration in which the ejector 12 is moved within the plane (within the ZX plane) or a configuration in which the ejector 12 is moved within the horizontal plane (within the XY plane) may be employed. However, in a shallow water area, in a harbor, or when there is a margin between the bottom of the ship and the bottom of the sea when the ship is docked, a fixing method in which the injection part 12 is fixed to the bottom 2bb of the ship may be adopted.

[Water Conduit, Pressurizing or Accelerating Mechanism, and Flow Control Device] Next, the water conduit 13, the pressurizing or accelerating mechanism 14, and the flow control device will be described. As an example of the pressurizing or accelerating mechanism 14, a pump 14 having an impeller is used in this embodiment. The pump 14 is provided in the water conduit 13 connecting the inflow opening 11 and the injection section 12 , pressurizes the water W flowing in from the inflow opening 11 of the bow section 2 a, and guides it to the injection section 12 . In addition, when the water conduit 13 has a branch channel, a flow rate adjustment valve or a A flow control device (not shown) such as an on-off valve is provided. Further, a door (not shown) capable of closing the inflow opening 11 serving as the entrance of the water conduit 13 may be provided. More preferably, the door is configured so that the closing amount can be adjusted.

[Conduit] Regarding the relationship between the numbers of the conduit 13 and the inflow openings 11, basically, in the case of the inflow openings 11 including the hull centerline Lc, for each inflow opening 11: One waterway 13 is made to correspond to each side 2ba branched to the port and starboard. On the other hand, with respect to the inflow openings 11p and 11s divided into the port and starboard sides, the water conduits 13 correspond to the respective inflow openings 11 on a one-to-one basis. However, considering the capacity of the pump 14 , redundancy against failure, etc., and the arrangement of the injection part 12 , a plurality of water conduits 13 may correspond to one inflow opening 11 .

Regarding the relationship between the numbers of the water conduits 13 and the injection sections 12, basically, one injection section 12 corresponds to one water conduit 13. When used for maneuvering, the injection sections 12 are arranged so as to be convenient for the maneuvering operation, and the water conduits 13 are branched and connected to these injection sections 12 as necessary.

The arrangement of the water conduit 13 is subject to restrictions such as the arrangement of the inflow opening 11, the arrangement of the injection part 12, the arrangement of the driving source of the pump 14, and the like. Therefore, the water W from the inflow openings 11 in two upper and lower stages is led to a pair of water conduits 13 in one upper and lower stage, or the water W is led to a pair of water conduits 13 in two upper and lower stages corresponding to the respective inflow openings 11. Sometimes it leads to In addition, in order to guide the water W introduced from the inflow opening 11 of one upper and lower stage to the plurality of pumps 14, the water conduit 13 is branched in the middle in order to lead the water W introduced from the inflow opening 11 of one upper and lower stage to the plurality of pumps 14. Then, it is conceivable to lead to a plurality of jetting portions 12, or to branch the middle of the water conduit 13 to drive the pump 14, and then merge and lead to a single jetting portion 12.

In the propulsive force generating system 10, the injection section 12 is provided outside the submerged section 2 of the hull, separated from the hull surface of the front half 2b of the hull. It is composed of an internal water conduit 13a and an external water conduit 13b provided outside the hull. This external water conduit 13b is supported by a support member 16 as required.

Then, as shown in FIGS. 1 and 5, the external water conduit 13b receives air resistance when the injection unit 12 is arranged above the water surface WL (in the air), and as shown in FIGS. In addition, when the injection part 12 is arranged under the water surface WL (in water), it receives resistance from water. Therefore, the outline of the external water conduit 13b is formed into a shape with little fluid resistance to water or air, for example, a streamlined shape such as an airfoil shape.

Furthermore, with regard to the water conduit 13 from the inflow opening 11 to the pump 14, depending on the type of ship, for example, a naval vessel, etc., in consideration of the unlikely event of blockage of the inflow opening 11 and the water conduit 13, It is also conceivable to provide an emergency conduit (not shown) for suction of W on the side 2ba or the bottom 2bb.

The shape of the water conduit 13 is such that the water W flowing in from the inflow opening 11 is smoothly guided to the pump 14, and the water W discharged from the pump 14 is guided to the injection section 12 with as little energy loss as possible. 12 is desired. Therefore, with respect to the amount Win of the water W flowing in from the inflow opening 11, its flow velocity Vin, and the amount Wout of the water W injected from the injection part 12 and its flow velocity Vout, the disconnection of the water conduit 13 before and after the pump 14 Area and shape are set.

Although the inflow amount Win and the injection amount Wout are usually the same, there may be water that flows in from other than the inflow opening 11 and water that is discharged from other than the injection section 12. In that case, the inflow amount Win and the injection amount Wout may be different. The quantity Wout will be different. Moreover, when there is a possibility that air is sucked from the inflow opening 11, an air vent mechanism is provided in the middle of the water conduit 13 to prevent air from entering the pump 14. - 特許庁Furthermore, it is desirable to protect the pump 14 by providing a foreign matter removing mechanism in the middle of the water conduit 13 for removing foreign matter sucked through the protective grid 11a from the inflow opening 11 .

[Exemplification of Shape and Arrangement of Water Conduit] Next, the typical shape and arrangement of the water conduit 13 will be described. The first, as shown in FIGS. 30 and 31, consists of three water conduits 13. The first water conduit 13 is connected to the inflow opening 11 and is provided parallel to the front-rear direction X. The water channel 13 connects to the first water channel 13 and is provided obliquely rearward with respect to the front-rear direction X. It is provided parallel to the direction X. Here, when viewed from the vertical direction Z, the angle formed by the first water conduit 13 and the second water conduit 13 is the same angle as the angle formed by the second water conduit 13 and the third water conduit 13, which is an obtuse angle (π- γ).

The second, as shown in FIG. 32, consists of three water conduits 13. The first water conduit 13 is connected to the inflow opening 11 and is provided parallel to the front-rear direction X, and the second water conduit 13 is The third water conduit 13 is connected to the first water conduit 13 and provided obliquely forward with respect to the front-rear direction X, and the third water conduit 13 connects to the second water conduit 13, connects to the injection section 12, and extends in the front-rear direction X. provided in parallel. Here, when viewed from the vertical direction Z, the angle formed by the first water conduit 13 and the second water conduit 13 is the same angle as the angle formed by the second water conduit 13 and the third water conduit 13, and is an acute angle (π- γ).

In addition to the above, the water conduit 13 as an element constituting the entire water conduit 13 may not be formed in a straight line, but may be formed in a curved shape as necessary. The number does not need to be three, and may be one, two, or more than three.

[Central Separation Wall] Next, the central separation wall 15 will be described. Regarding the arrangement of the inflow openings 11 in the width direction Y, the water conduit 13 shown in FIG. It branches into the water conduit 13 and flows. On the other hand, the water conduit 13 shown in FIG. 31 is configured to have a central separation wall 15 between the inflow opening 11 and the branch portion 13c of the water conduit 13 when viewed from the front of the vehicle 1A. Due to this central separation wall 15, the water W that has flowed in from the inflow openings 11p and 11s provided on the port and starboard sides is branched by the central separation wall 15 and flows individually into the water conduits 13 on the port and port sides. In other words, on the starboard side and the port side, the water W flowing in from the respective inflow openings 11p and 11s is jetted from the spouts 12p and 12s via the water conduits 13 on the port and starboard sides without being mixed.

In the configuration with the central separation wall 15, the inflow openings 11 are arranged on both sides of the hull center line Lc of the bow 2a in contact with the hull center line Lc when viewed from the front of the hull 1. The central partition wall 15 can also be expected to play a role as a structural member that maintains structural strength. In terms of hydrodynamics, as shown in FIGS. 30 and 31, when the cruising vehicle 1A travels straight, the water W flowing in from the inflow opening 11 is will be the same. Therefore, the frictional resistance of the central separation wall 15 increases.

As shown in FIGS. 30 and 33, in the absence of the central separation wall 15, the amount of water W flowing into the bow 2a is Since the amount of water W flowing into the water conduit 13p on the shipboard side (in FIG. 33, the port side) is smaller than the amount of water W flowing into the water conduit 13s on the back side (starboard side), the injection on the front side Since the amount of water W injected from the portion 12p decreases and the amount of water W injected from the injection portion 12s on the back side increases, the propulsive force Tp on the front side becomes smaller than the propulsive force Ts on the back side, and the turning direction A turning moment Mt is generated in the opposite direction. Therefore, it is advantageous for course keeping.

On the other hand, as shown in FIGS. 31 and 34, when there is a central separation wall 15, when the ship 1A slants or turns to the starboard side, the amount of water W flowing into the bow 2a Since the amount of water W flowing in from the inflow opening 11p on the side (in FIG. 34, the port side) is greater than the inflow opening 11s on the back side (starboard side), it is injected from the injection part 12p on the front side. Since the amount of water W increases and the amount of water W injected from the injection part 12s on the back side decreases, the driving force Tp on the front side becomes larger than the driving force Ts on the back side, and the turning moment Mt in the turning direction decreases. To increase. Therefore, it is advantageous for turning.

However, the flow velocity of the water W injected from the injection section 12 and the driving forces Tp and Ts generated by the injection section 12 are not determined only by the amount of the water W flowing into the water conduit 13, but the water W passing through the water conduit 13. and the degree of pressurization by the pressurization or acceleration mechanism 14, so in practice, the pump 14 can be controlled while detecting the turning angle (or azimuth angle) θ, turning angular velocity, turning angular acceleration, etc. , the turning moment Mt required for course keeping or turning is adjusted.

[Resistance and Propulsive Force in Water Conduit] Next, the resistance in the water conduit 13 will be considered. The water conduit 13 as shown in FIGS. and a third water conduit 13 extending to reach the injection part 12 . In this water conduit 13, the water W flowing in from the inflow opening 11 is reflected by the waterway wall on the rear side of the second water conduit 13, which is inclined in the left-right direction with respect to the hull centerline Lc behind it. The reflected water W is reflected again by the waterway wall on the front side of the second waterway 13 and flows along the second waterway 13 while repeating these reflections.

In this first reflection, a reaction force F1 is generated as the direction of the water flow changes, and the longitudinal (X) component F1x of the reaction force F1 acts as a resistance to the vehicle 1 . On the other hand, in the second reflection, a reaction force F2 is generated as the direction of the water flow changes, and the component F2x of the reaction force F2 in the longitudinal direction (X) becomes the propulsion force for the vehicle 1 . A component F3x in the longitudinal direction X of the reaction force F3 generated by the change in the flow direction of the water W at the portion entering the third water conduit 13 to the injection portion 12 serves as the propulsion force for the vehicle 1 . Considering these things, the water W is pumped at a position after the water W has been reflected multiple times in the second water conduit 13, in other words, after it has been reflected by the water channel wall on the front side of the second water conduit 13. Pressurization at 14 is preferred.

The Z-shaped water conduit 13 shown in FIGS. 19 and 32 includes a first water conduit 13 extending in the front-rear direction X from the inflow opening 11, a second water conduit 13 extending obliquely forward, and a and a third water conduit 13 extending to reach the injection part 12 . In this water conduit 13, the water W flowing in from the inflow opening 11 is reflected by the first inclined water conduit wall at the connecting portion of the first water conduit 13 and the second water conduit 13, and the reflected water W Further, the water is reflected again by the second inclined channel wall at the connecting portion of the second water channel 13 and the third water channel 13 and flows through the third water channel 13 to the injection part 12 .

In this first reflection, a reaction force F1 is generated as the direction of the water flow changes, and the longitudinal (X) component F1x of the reaction force F1 acts as resistance to the vehicle 1 . On the other hand, in the second reflection, a reaction force F2 is generated as the direction of the water flow changes, and the component F2x of the reaction force F2 in the longitudinal direction X becomes the propulsion force for the vehicle 1. FIG. Therefore, in order to increase the component F2x of the reaction force F2, it is preferable to increase the momentum of the water W in the second water conduit 13 or the third water conduit 13 . Therefore, the pump 14 is arranged in the second water conduit 13 or the third water conduit 13, if possible.

That is, in the water conduit 13 , the sucked water W moves backward while being reflected by the water channel wall on the rear side, moves backward while being reflected by the water channel wall on the front side, and is ejected to the outside from the injection part 12 . . In this reflection from the rear channel wall, a reaction force acts in the direction of resistance (force perpendicular to the wall) when the direction of the water flow changes, but in the reflection of the water flow from the front wall, When the direction of the water flow changes, a reaction force (a force perpendicular to the wall) acts as a thrust force. In terms of the relationship between the resistance and thrust due to these reaction forces, it is desirable to accelerate after reflection on the rear channel wall and before reflection on the front channel wall. Therefore, when the water W flowing in from the front is jetted backward, it is considered that the energy loss associated with the change in momentum due to the change in the direction of the water flow in the water conduit 13 can be reduced.

[Friction loss in the water conduit] On the other hand, the resistance of the water conduit wall in the water conduit 13 results in energy loss. As a first method of reducing the resistance in the water conduit 13, shortening the length of the water conduit 13 between the inflow opening 11 and the injection part 12 is an effective countermeasure.

As a second method of reducing the resistance in the water conduit 13, it is an effective countermeasure to make the shape of the water conduit 13 into a shape with less resistance. However, the position of the inflow opening 11 is substantially determined by the shape of the bow 2a, and the position of the injection part 12 is also closely related to the shape of the front half 2b of the hull and the maneuvering performance. It will be determined while taking into consideration the relationship between the drag force and the propulsion force due to the reflection of the water flow on the wall surface of the wall.

As a third method of reducing the resistance in the water conduit 13, the flow velocity of the water W near the water conduit wall of the water conduit 13 is decreased by increasing the flow velocity of the water W near the center of the water conduit 13. do. That is, since the flow rate of the water W flowing in from the inflow opening 11 is large, only part of the water W flowing in from the inflow opening 11 is branched and the branched water W is pressurized or accelerated in the branch conduit. , pressurizes or accelerates the entire water injected from the injection unit 12 by mixing with the water W that is not pressurized or accelerated in the main waterway. This reduces the frictional resistance on the wall surface of the water conduit 13 .

For example, by accelerating only a part of the water W flowing in from the inflow opening 11 by the pump 14 in the branch passage, and jetting out the accelerated water W from the outlet of the branch passage arranged in the central part of the water conduit 13. , accelerates the entire water W in the conduit 13 . Alternatively, the diameter of the propeller arranged in the central portion of the water conduit 13 is formed smaller than the inner diameter of the water conduit 13 to accelerate only the water W in the area near the central portion of the water conduit 13 . With these configurations, the water W pressurized or accelerated by the pressurizing or accelerating mechanism 14 has a high flow velocity on the central side of the water conduit 13 and a small flow velocity on the wall surface side. The flow velocity of the water W becomes more uniform as it approaches the injection part 12 due to the viscosity of the water W, but on the way to the injection part 12, the flow velocity in the vicinity of the wall surface becomes smaller than the uniform flow velocity of the whole. Therefore, a friction reduction effect can be obtained as a whole.

As a fourth method of reducing the resistance in the water conduit 13, the water conduit wall of the water conduit 13 is heated to increase the temperature of the water W in contact with the water conduit wall, thereby reducing the viscous resistance of the water W. do. This reduces the frictional resistance on the wall surface of the water conduit 13 . For example, the kinematic viscosity coefficient ν (cm ² /s) of seawater changes from about 0.0119 to about 0.0085 from 15°C to 30°C, which is a decrease of about 30%. If there is a possibility that water vapor or air bubbles are generated and enter the pump 14 due to uneven heating of the wall surface of the conduit 13, the conduit wall of the conduit 13 behind the pump 14 is heated. It is conceivable to use exhaust heat from the main engine to heat the waterway wall.

As a fifth method of reducing the resistance in the water conduit 13, water vapor is caused to flow along the wall surface of the water conduit 13 into the water conduit 13 behind the pump 14. It is conceivable to reduce the frictional resistance on the wall surface. In this case, by providing a steam supply hole in a portion behind the pump 14 where the flow velocity of the water W is increasing, the steam is sucked in by the water flow flowing in the water conduit 13, and the water W is mixed with the steam.

[Pressure or Acceleration Mechanism] Next, the "pressure or acceleration mechanism" 14 will be described. This “pressurizing or accelerating mechanism” 14 is a mechanism for pressurizing or accelerating the water W between the inflow opening 11 and the injection part 12 . Thereby, the momentum of the water W at the injection port 12b is made larger than the momentum of the water W at the inflow opening 11 . As the "pressurizing or accelerating mechanism" 14, a device called a "high-pressure pump (axial water pump)" or a "propeller called an impeller" used in water jet propulsion can be used. It is also possible to use the power transmission mechanism and propeller of the pod thruster.

[Water Jet Propulsion] However, in the conventional water jet propulsion, water is drawn in from the bottom of the ship, but in the present invention, the water W flows in from the inflow opening 11 of the bow 2a. Therefore, in this "pressurizing or accelerating mechanism" 14, the amount of water is large, the speed of the water flow on the upstream side of the "pressurizing or accelerating mechanism" 14 is relatively high, and the flow speed when jetting from the jet port 12b is , the speed of which is slightly higher than the speed of the ship, which is different from the water jet propulsion of the prior art.

When utilizing prior art waterjet propulsion pumps (called "waterjet pumps", "impellers", "high pressure pumps") or similar mechanisms, the head pressure Water sucked from the bottom of the high stern side of the stern is pressure-fed and injected to the injection nozzle 12a arranged at a position where the water head pressure is lower than the inflow opening 11 or to the injection nozzle 12a in the air at the rear of the stern. and gain propulsion.

This water jet propulsion pump is basically composed of a turbo type water pump, and this turbo type pump includes axial flow pumps, mixed flow pumps (mixed flow pumps, spiral mixed flow pumps), centrifugal pumps ( centrifugal pump, diffuser pump). It is composed of a main shaft (impeller drive shaft) for transmitting power from the main engine to the impeller (propeller), an impeller, guide vanes, and the like. The guide vanes rectify the flow of water flowing into the impeller and allow the water to flow into the impeller, and rectify the swirl flow given to the water by the impeller in the axial direction of the impeller.

In the pump 14 used as the pressurizing or accelerating mechanism of the present invention, unlike the conventional method of sucking water from the bottom of the ship, the water W flowing in from the front through the inflow opening 11 is jetted backward by the jetting portion 12. Therefore, the water W flowing at a relatively high flow rate is pressurized (or accelerated) while the head pressure difference is relatively small. Therefore, it is necessary to adapt the shape (pitch) and rotational speed of the impeller to the specifications of the propulsive force generating system 10 .

As the "pressurization or acceleration mechanism" 14, when using the power transmission mechanism or propeller of the side thruster or pod propulsion device and arranging the propeller of the side thruster or pod propulsion device in the water conduit 13, Since the turning mechanism provided in the pod propulsion device becomes unnecessary, the structure can be simplified. In the present invention, it is sufficient to pressurize or accelerate the water W in the water conduit 13, and the relationship between the inner diameter of the water conduit 13 and the diameter of the propeller of the side thruster or pod propulsion mechanism does not necessarily correspond to the inner diameter of the duct of the duct propeller. and the diameter of the propeller, or the relationship between the inner diameter of the Kort nozzle and the diameter of the propeller.

In addition, when it is necessary to obtain thrust in a wide range from the time when the vehicle 1 is stopped to the cruising speed, the impeller of the pump 14, or the side thruster or the propeller of the pod propulsion mechanism is replaced with a fixed pitch propeller (FPP). It may be configured to control the number of revolutions, but is preferably a variable pitch propeller (CPP). By adopting this variable pitch propeller, it becomes possible to perform more delicate control of the propulsive force in maneuvering operations such as turning and course keeping.

In addition, when it is necessary to adjust the inflow amount of the water W from the inflow opening 11 in accordance with the sailing speed and the characteristics of the pressurization or acceleration mechanism, a door for adjusting the flow rate provided in the inflow opening 11 ( (not shown) is opened and closed, and a valve mechanism (not shown) provided in the water conduit 13 is adjusted. Further, when the pressurizing or accelerating mechanisms 14 are configured with a small number of bases, the thrust generated per pressurizing or accelerating mechanism 14 increases. On the other hand, if a large number of pressurizing or accelerating mechanisms 14 are used, the thrust force generated by each pressurizing or accelerating mechanism 14 is reduced, so that devices already in practical use can be used.

[Vertical relationship between inlet opening and injection port] Next, the positional relationship in the vertical direction Z between the inlet opening 11 and the injection port 12b will be considered. When the position of the inflow opening 11 is higher than the position of the injection port 12b, the water head pressure during inflow is lower than the water head pressure during injection. Therefore, since the water W flows from a high place to a low place, the potential energy of the water W can be utilized. will increase. Therefore, the pump 14 needs less energy for suction, but more energy for discharge.

On the other hand, when the position of the inflow opening 11 is lower than the position of the injection port 12b, the water head pressure during inflow is higher than the water head pressure during injection. On the other hand, the water depth of the injection port 12b lowers the water head pressure at the time of injection from the injection port 12b, resulting in a lower discharge pressure. However, since the water W flows from a low place to a high place, the potential energy of the water W needs to be increased. Therefore, the pressurizing or accelerating mechanism 14 has more energy for suction, but less energy for discharge.

Considering the above, when the position of the inflow opening 11 and the position of the injection port 12b are different in height, the pressure or acceleration mechanism 14 generates energy for sucking or discharging the water W. Since the need arises, the amount of energy loss such as mechanical loss for generating that energy is lost. Therefore, it is considered preferable to set the position of the inflow opening 11 and the position of the injection port 12b at the same height.

[Selective Use of Water Channel] In the propulsive force generating system 10 described above, as shown in FIGS. Each section 11 is provided with a water conduit 13, a pressurizing or accelerating mechanism 14, and an injection section 12, and pressurization corresponding to each of the inflow openings 11 is performed according to the submerged state of the bow section 2a during sailing. Alternatively, the acceleration mechanism 14 is configured by including a control device for individually operating and controlling the acceleration mechanism 14 .

According to this configuration, when the submerged state of the bow 2a during cruising is different, such as the fully loaded state WL1 and the lightly loaded state WL2, the high speed cruising state and the low speed cruising state, the respective submerged states of the bow 2a can be set. Accordingly, the pressurizing or accelerating mechanism 14 can be selectively operated and controlled, so that the pressurizing or accelerating mechanism 14 can be used efficiently, and the propulsion efficiency can be improved.

More specifically, the pressurizing or accelerating mechanisms 14 of the water conduits 13 arranged in the vertical direction Z are configured to be individually controllable, and by selectively using the pressurizing or accelerating mechanisms 14, the bow 2a When the draft is deep and there are many inflow openings 11 into which the water W flows, a propulsive force is generated by the operation of the pressurizing or accelerating mechanism 14 submerged in the inflow of the water W, and the draft of the bow 2a is shallow, When the inflow opening 11 into which the water W is flowing and the inflow opening 11 into which the water W is not flowing are mixed, the non-submerged pressurizing or accelerating mechanism 14 is not operated and submerged. By operating only the pressurizing or accelerating mechanism 14, the propulsive force can be efficiently generated using the pressurizing or accelerating mechanism 14 efficiently.

In addition, although not shown in particular, a water conduit not provided with the pressurizing or accelerating mechanism 14, in other words, a water drainage conduit that only guides the water flowing in from the inflow opening to the outlet is additionally provided to provide the driving force of the present invention. It may coexist with the generation system 10 . Furthermore, the water conduit 13 is provided with a branch water conduit branching from the water conduit 13 on the inflow opening 11 side and a branch water discharge conduit branching from the water conduit 13 on the inflow opening 11 side. The water W is divided into the water W to be pressurized or accelerated and the water W to be discharged as it is, and only a part of the inflowing water W is pressurized or accelerated in the branch conduit and jetted from the jet part 12, Other water W may be directly discharged from the discharge port via the branch drainage channel.

[Relationship between injection section and hull surface] As shown in FIGS. It is placed at a distance S from the surface. This prevents the water W injected from the injection port 12b from flowing along the surface of the hull due to the Coanda effect or the like and increasing the frictional resistance of the surface of the hull.

Basically, as shown in FIGS. 28, 29, 32, and 36, the injection port 12b has an outer water conduit 13b connected to an inner water conduit 13a, which leads outward from the hull surface of the front half 2b of the hull. By providing the injection part 12 on the tip side of the external water conduit 13b, the injection port 12b is arranged in a state separated from the hull surface of the hull front half 2b.

However, if the injection part 12 is arranged at a large distance from the surface of the hull, it will become an obstacle during operations such as berthing, and it will easily come into contact with other ships. As shown in , the hull submerged portion 2 has a concave portion 2d on the hull surface, and this concave portion 2d is at least when the hull is sailing straight ahead at the planned sailing speed. It may be configured so that the jetted water W does not flow along the surface of the hull.

In addition, in FIG. 37, the concave portion 2d has a shape that is gradually and smoothly recessed from the surface of the hull in front of the injection portion 12. As shown in FIG. On the other hand, in FIGS. 38 and 39, the recessed portion 2d is formed near the injection portion 12 so as to have a stepped portion 2e from the hull surface. In FIG. 38, the injection part 12 protrudes from the stepped part 2e, but in FIG. An injection part 12 is provided so as to open to the part 2e. In the drawing, the periphery of the recess 2d is formed with corners, but it is preferable to round the corners to prevent large turbulence of the flow and generation of vortices in the vicinity of the recess 2d.

[Arrangement of propulsive force in the front of the cruising vehicle] When only a part of the propulsive force of the cruising vehicle 1 is obtained with this propulsive force generating system 10, a system for generating other propulsive force, for example, a prior art Aft-mounted screw propellers, water jet propulsion, etc. are required. On the other hand, in the case of obtaining all of the propulsive force of the cruising vehicle 1 with this propulsive force generating system 10, the prior art screw propeller, water jet propulsion, etc. arranged at the stern of the stern becomes unnecessary.

In conventional watercraft such as ships and underwater vehicles such as torpedoes and submarines, propulsion equipment such as a screw propeller propeller is generally arranged at the stern. On the other hand, by arranging the propulsive force generating system 10 of the present invention in the front half 2b of the hull, the propulsive force generated by the propulsive equipment arranged on the stern side is reduced or eliminated, and the propulsive equipment for driving the propulsive equipment is reduced. The volume for arranging the engine can be reduced or eliminated.

[Increased degree of freedom in stern shape] As a result, the degree of freedom in stern shape can be increased from the conventional shape. In other words, the stern shape can be changed to a streamline shape, an airfoil shape, or an approximation thereof. It can be shaped to reduce or eliminate cross-coupling at the stern during flow. As a result, pressure resistance and wave-making resistance at the stern can be reduced.

In addition, as an aid to the propulsion force of the stern-arranged propeller, a high-speed ship equipped with a stern-arranged water jet propulsion has been proposed in the prior art (for example, Japanese Utility Model Laid-Open No. 58-119500, Japanese Laid-Open Patent Publication No. 9-142384, Japanese Laid-Open Patent Publication No. 9-142384, 2015-217796), but the technical idea of water jet propulsion at the bow is different, which simultaneously reduces pressure resistance at the stagnation point of the bow and generates propulsion force. is.

[Vehicle] The vehicular vehicle 1 (watercraft 1A, underwater vehicle 1B) according to the embodiment of the present invention includes the propulsion generation system 10 described above. With this configuration, the vehicle 1 can exhibit the same effects as the propulsion force generation system 10 for the vehicle.

40 and 41, the submerged portion 2 of the hull 1 has a wide portion Rb having a maximum width Bmax in the front half 2b (region Rf5) of the hull. The rear portion is configured to have a width equal to or less than the maximum width Bmax. Then, as shown in FIG. 40, the injection port 12b of the injection portion 12 is provided at the wide portion Rb. Alternatively, as shown in FIG. 41, the injection port 12b of the injection portion 12 is provided at a portion Rc behind the wide portion Rb. In addition, since the injection port 12b is arranged in the front half portion 2b (region Rf5), the portion Rc behind the wide portion Rb is located in the longitudinal direction X of the submerged portion 2 of the hull from the rear end of the portion of the wide portion Rb. up to the center Pm.

Alternatively, as shown in FIG. 42, at least when the cruising body 1 is cruising in the straight ahead direction at the planned cruising speed, the water W injected from the injection port 12b is applied to the surface of the submerged portion 2 of the hull. The hull submerged portion 2 is configured to have a concave portion 2d behind the injection port 12b so that the water does not flow along.

With these configurations, the water W jetted from the jet port 12b can be jetted in a direction close to the longitudinal direction X without following the surface of the hull, and the reaction force due to the jetting of the water W can be used more efficiently as propulsive force. become able to.

Further, regarding the combination of the propulsion force generating system 10 of the above-mentioned cruising body and the shape of the cruising body 1, as shown in FIG. On the lower side, the waterplane shape is formed in a symmetrical blade shape continuously or intermittently over at least 50% of the range in the depth direction. As a result, the pressure resistance at the bow can be reduced by the propulsive force generating system 10 in which all or part of the propulsive force of the cruising body 1 is provided in the front half 2b of the hull, and the flow at the stern can be smoothed by the symmetrical wing shape of the stern. As a result, pressure resistance and wave-making resistance can be reduced, so that the resistance of the vehicle 1 can be greatly reduced. In addition, in FIG. 43, the airfoil shape of "NACA0020" is used as the airfoil shape.

[Propulsion Force of Vessel] Next, the propulsion force of the vehicle 1 will be described. The propulsive force generated by the reaction force of the water W injected from the injection part 12 of the cruising vehicle 1 is related to the amount and flow velocity of the water W injected from the injection port 12b, in other words, the momentum. Therefore, in order to increase the propulsive force, it is necessary to increase the amount or speed of the water W injected from the injection port 12b of the injection unit 12. It will be sucked from 11.

In addition, in order to control the flow rate or flow velocity of the jetted water W to control the propulsive force, not only the flow rate adjustment by the pressurization or acceleration mechanism 14 but also the inflow opening 11, the injection By providing a channel cross-section changing mechanism such as an opening/closing door 17A (FIG. 44(a)) or a valve mechanism 17B (FIG. 44(b)) in the portion 12 or the water conduit 13 to change the cross-sectional area of the channel , to adjust the flow rate or velocity of the water W.

On the other hand, in order to reduce the propulsive force, it is necessary to reduce or decelerate the amount of water W injected from the injection port 12b of the injection unit 12. The suction amount of water W is reduced. In addition, when the injection nozzle 12a has a turning function and a reverse function, when the propulsive force of the cruising vehicle 1 is temporarily reduced, the turning function of the injection nozzle 12a is used to change the main injection direction. By deviating from the longitudinal direction X, the driving force in the longitudinal direction X can be reduced.

Further, when the propulsive force is not required, the impeller or propeller of the pressurizing or accelerating mechanism 14 is idly rotated so that no propulsive force is generated and the resistance is reduced. Furthermore, when stopping the cruising of the cruising vehicle 1, the impeller or propeller of the pressurizing or accelerating mechanism 14 is fixed so as not to rotate to generate resistance. Further, in the case of generating a propulsive force for backward movement, the impeller or propeller of the pressurizing or accelerating mechanism 14 is reversed, water W is sucked from the submerged injection port 12b, and is injected from the inflow opening 11. It is possible to obtain thrust for backward movement. In addition, when the injection part 12 is equipped with a reverse mechanism, this reverse mechanism generates a backward driving force to move backward.

[Maneuvering of Vehicle: Turning] Next, a method of turning the vehicle will be described. As a method for generating a turning moment in the cruising body 1, a turning moment for turning the cruising body 1 is generated by varying the magnitude of the propulsive force generated by the injection section 12 between the port side and the starboard side. A first turning method, a second turning method in which a turning moment for turning the vehicle 1 is generated by changing the direction of the propulsive force by changing the direction of the main injection in the injection section 12, and the first turning method. There is a third turning method in which the turning method and the second turning method are mixed.

In the first turning method, as shown in FIG. 45, the magnitude of the propulsive force Tp (Ts) generated at the port-side injection section 12p (starboard-side injection section 12s) is adjusted to the starboard-side injection section 12s (port-side injection section 12s). is smaller than the propulsive force Ts (Tp) generated at the injection portion 12p). This generates a turning moment Ma about the turning center Pc. This turning moment Ma causes the submerged portion 2 of the hull to deviate from the course by an angle θ.

In the second turning method, as shown in FIG. 46, the main injection directions of the injection sections 12p and 12s arranged on both sides are changed to the starboard side by an angle β to change the directions of the propulsive forces Tp and Ts. . As a result, a lateral force (a force in the width direction Y) of "Tp×sin(β)+Ts×sin(β)" is generated. This generates a turning moment Ma about the turning center Pc. This turning moment Ma causes the submerged portion 2 of the hull to deviate from the course by an angle θ. In this second turning method, especially when the injection parts 12cp and 12cs are arranged on the bottom 2bb of the ship, interference between the injection flow of the water W and the submerged part 2 of the hull is small even if the main injection direction is turned. , is more suitable as it is easier to estimate the lateral force.

The third turning method is used when the injection parts 12p and 12s are arranged on the shipboard side 2ba as shown in FIG. In this third turning method, in order to reduce the interference between the jet flow of water W and the submerged portion 2 of the hull, the main injection direction of the port side injection portion 12p (or the starboard side injection portion 12s) is left as it is. Then, only the main injection direction of the starboard side injection section 12s (port side injection section 12p) is changed to the starboard side (port side) by the angle β to change the direction of the thrust Ts (Tp). As a result, a lateral force (a force in the width direction Y) of “Ts×sin(β)” (“Tp×sin(β)”) is generated, and a turning moment Ma around the turning center Pc is generated.

At this time, the magnitude of the propulsive force Tp (Ts) generated at the port side injection section 12p (starboard side injection section 12s) with the main injection direction still facing the longitudinal direction X and the main injection direction were changed. If the magnitude of the propulsive force Ts (Tp) generated by the starboard side injection section 12s (port side injection section 12p) remains the same, a difference in propulsive force in the longitudinal direction X will occur, resulting in a moment in the opposite direction. Therefore, as in the first turning method, the magnitude of the propulsive force Tp (Ts) generated by the port side injection section 12p (starboard side injection section 12s) is adjusted to the starboard side injection section 12s (port side injection section 12s). It is made smaller than the driving force Ts (Tp) generated by the injection part 12p). As a result, a turning moment Ma, which is the sum of both turning moments, is generated, and the submerged portion of the hull 2 deviates from the course by an angle θ.

As for the turning performance, the turning moment Ma increases as the distance from the hull centerline Lc, or more precisely, the turning center Pp, increases with respect to the width direction Y of the injection unit 12 . In consideration of this, the location where the injection part 12 can be arranged, the magnitude of the propulsion force that can be generated by the injection part 12, the magnitude of the turning moment Ma required for the cruising vehicle 1, etc. are taken into consideration. You will have to decide where to place each of the 12.

In either case, when the submerged portion 2 of the hull deviates from the course by an angle θ, a fluid force acts on the submerged portion 2 of the hull, and an acting force F is generated at the center of pressure Pp. Since a turning moment Mb is generated by the submerged portion 2 itself, the craft 1 turns at a turning moment Mt that is obtained by adding this turning moment Mb to the turning moment Ma.

For the turning moment Ma generated by the above-described turning method, it is possible to estimate the relationship between the angle of attack θ of the vehicle 1, the lift force F, the magnitude of each propulsive force in the injection section 12, etc., by experiments and actual machine measurements. . When the actual ship turns, the ship 1 can turn by controlling each propulsive force while detecting the turning angle θ of the course, turning angular velocity, turning angular acceleration, and the like. It should be noted that, in the case where the propulsion equipment and rudder of the prior art are placed at the stern, or the side thrusters, etc. are placed at the bow or the stern, these prior art turning systems and the propulsive force generation of the present invention may be used. In system 10, only one may be used, and both may be used together.

[Course Keeping Method] In contrast to this turning method, regarding the course keeping method when the craft moves forward, changes in the course (bow direction) of the craft 1, that is, yaw angle θ, angular velocity, angular acceleration When the angle of attack .theta. is generated with respect to the water flow flowing into the cruising vehicle 1, it is necessary to generate a turning moment in the direction to reduce the angle of attack .theta. This can be easily achieved by using the first to third turning methods described above to generate a turning moment in a direction that weakens the turning of the craft 1 .

[Method for Reducing Resistance of Vehicle] Next, a method for reducing resistance of a vehicle according to an embodiment of the present invention will be described. This method of reducing the resistance of a vehicle is a method of reducing the resistance of a vehicle using the propulsion force generating system 10 for a vehicle described above.

Alternatively, this method for reducing the resistance of a cruising vessel is a method for reducing the resistance of a cruising vessel having a submerged portion 2 of the hull under water during cruising, in which an inflow opening 11 is provided in the bow portion 2a, and at least: Water W flowing in from the inflow opening 11 is pressurized or accelerated by a water conduit 13 connected to the inflow opening 11 while the vehicle is sailing in a straight line at a planned cruising speed. The pressurized or accelerated water W is connected to the water conduit 13, located in the area that becomes the hull front half 2b with respect to the longitudinal direction X of the cruising vehicle, and is spaced apart from the hull surface. from the injection port 12b of the injection unit 12, which is positioned substantially rearward (for example, in a clockwise direction within an angle range Rα1 of 150 degrees to 210 degrees) with respect to the longitudinal direction X of the craft. , by jetting so as not to flow along the hull surface, a part or all of the propulsive force necessary for cruising is obtained.

By these methods of reducing the resistance of the cruising vehicle, the inflow opening 11 is provided at the tip 2aa of the bow 2a where the stagnation point is likely to occur, or in the vicinity of this portion where the static and dynamic pressures are high. By allowing W to flow in, this pressure resistance is reduced, and the inflowing water W is pressurized and jetted substantially backward from the injection part 12, so that the inflowing water W acts as a resistance. While suppressing the increase in frictional resistance on the surface of the hull due to the jetted water W, the propulsive force of the cruising body 1 is obtained, so that the resistance acting on the inflow opening 11 can be efficiently propelled. It can be converted into force, and the resistance of the vehicle 1 can be reduced.

[Calculation example] Here, the dynamic pressure Pd acting on the stagnation point and the inflow amount of water W from the inflow opening 11 are considered for an enlarged tanker ship and a high-speed container ship. Here, as a hypertrophied tanker ship called Malacca Max, the deadweight tonnage is 300,000 tons, the length is 333m, the width is 60m, the full draft is 20.5m, the sailing speed is 15.5 knots (approximately 8.0 [m/s]), Consider a VLCC tanker with a main engine output of 27,020 kW as an example. As a high-speed container ship, it has a deadweight capacity of 225,000 tons called a 23,000 TEU type, with a length of 400 m, a width of 61.5 m, a full draft of 16.4 m, and a sailing speed of 23.5 knots (approximately 12.1 m). m/s]) and a super-large container ship with a main engine output of 60,000 kW. The static pressure (water head pressure) at the inflow opening 11 has a relationship with the head of the pump 14. If the static pressure is high, the required head of the pump 14 increases. There is an increase in the energy required by pump 14 . However, static pressure is not considered here.

[Example of Calculation: Oversized Tanker Ship] The speed of the oversized tanker ship during navigation is about 15.5 knots (approximately 8.0 [m/s]). Therefore, since the dynamic pressure Pd is "Pd=0.5×ρ×Vs×Vs", "Pd=0.5×104.5 [kg·s ² /m ⁴ ]×8.0 [m/s ]×8.0 [m/s]=3344.[kg/m ² ]≈32800.[Pa=N/m ² ]≈33 kPa, which is about 3.3 m when converted to water head (static water). , a load of about 3.3 t per unit area.

The size of the inflow opening on the bow side of the enlarged tanker ship is assumed to be 20% of the projected area (60 [m] x 20.5 [m]) viewed from the front, and the average acting on the part of the inflow opening Assuming that the pressure is 50% of the dynamic pressure, the area of the inflow opening is 246 [m ² ], and the resistance due to the dynamic pressure during cruising is 4,031 kN (about 408 [t]). On the other hand, the inflow water volume is 1,968 [m ³ /s]≈118,000 [m ³ /min].

[Calculation example: high-speed container ship] On the other hand, the speed of a high-speed container ship during navigation is about 23.5 knots (approximately 12.1 [m/s]). Therefore, since the dynamic pressure Pd is "Pd=0.5×ρ×Vs×Vs", "Pd=0.5×104.5 [kg·s ² /m ⁴ ]×12.1 [m/s ]×12.1 [m/s]=7650.[kg/m ² ]≈7500.[Pa=N/m ² ]≈75 kPa, which is about 7.7 m when converted to water head. It hits and becomes a load of about 7.7t.

The size of the inflow opening on the bow side of a high-speed container ship is 10% of the projected area (61.5 [m] x 16.4 [m]) seen from the front because the bow is considered to be relatively thin. Further, if the average pressure is 50% of the dynamic pressure, the area of the inflow opening is 101 [m ² ], and the resistance due to the dynamic pressure during cruising is 3788. The resistance is kN (about 389 [t]). On the other hand, the inflow water volume is 1222 [m ³ /s]≈73,326 [m ³ /min].

From the above calculation example, the dynamic pressure component of the pressure at the stagnation point of the bow is 33 [kPa] to 75 [kPa], and the resistance is about 3 [t/m ² ] to 8 [t/m ² ]. On the other hand, the inflow per unit area (m ² ) is proportional to the ship speed, 8 [m ³ /s] to 12 [m ³ /s] (480 [m ³ /min] to 720 [m ³ /min ]).

On the other hand, among water jet propulsion ships constructed so far, there are devices with outputs of 5,650 kW/unit, 6,500 kW/unit, 7,000 kW/unit, and 7,800 kW/unit. Some of the current side thrusters are 2,550 kW, and some of the large pod propulsors used in cruise ships exceed 20,000 kW/unit. The propulsion device and pod propulsion device for these water jet propulsion ships of the present invention are all arranged at the stern and are used in high-speed ships and large ships. It can be used as a guideline when considering the size of the inflow opening, the scale of the injection part, and the propulsive force sharing with the conventional propulsion device installed at the stern.

Therefore, for practical use, a large capacity pressurizing or accelerating mechanism (pump) 14 is required, but this problem can be solved by using a plurality of available capacity pressurizing or accelerating mechanisms. Regarding the effectiveness of the propulsion force generating system 10 for the cruising vehicle, in addition to the resistance reduction effect and the magnitude of the propulsion force obtained by this system, the shape of the bow can be changed to a new hull shape. I think it is necessary to take into account the reduction in wave resistance.

[Effects of the Present Invention] As described above, according to the propulsive force generating system 10 for a cruising body, the cruising body 1, and the method for reducing the resistance of the cruising body of the present invention, the bow portion 2a of the cruising body 1 has The water W flowing in from the inflow opening 11 is pressurized and jetted substantially rearward from the injection part 12 provided in the front half 2b of the hull of the cruising body 1, thereby increasing the propulsive force of the cruising body 1. By obtaining a part or all of it, the pressure resistance in the bow 2a of the cruising body 1 can be reduced.

1 Vessel 1A Sea Vessel (displacement type vessel)
1B Underwater vehicle (submarine)
2 Hull submerged portion 2a Bow (second range Rf2)
2aa Tip of bow 2ac Center of bow 2b Front half of hull (fifth range Rf5)
2d concave portion 2e stepped portion 10 propulsive force generating system 11 inflow opening 11a protection grid 11b bottom side inflow opening 11p port side inflow opening 11s starboard side inflow opening 12 injection portion 12a injection nozzle 12b injection port 12c ship bottom injection portion 12cp Port side bottom injection part 12cs Starboard side bottom injection part 12p Port side injection part 12s Starboard side injection part 13 Conduit 13a Internal conduit 13b External conduit 13c Branch section 14 Pressurization or acceleration mechanism (pump or propeller)
15 Central separation wall 16 Support member 17A Open/close door (mechanism for changing flow path cross section)
17B valve mechanism (mechanism for changing flow path cross section)
21a First pipe 21b Second pipe 21c Third pipe 22a First injection part 22b Second injection part 22c Third injection part 23a First valve mechanism 23b Second valve mechanism 24b Doors F1, F2, F3 Reaction forces Fx1, Fx2, Fx3 Reaction force component in the longitudinal direction of the vehicle Lb Reference length (total length of the submerged portion of the hull)
Lc Center line of hull Pc Rotation center of hull Pm Center position of submerged hull Pp Pressure center of submerged hull Sa Position 2.5% rearward of reference length Lb from tip of submerged hull Sb Submerged hull Position Sc 5.0% rearward of the reference length Lb from the tip of the submerged portion Position S1 7.5% rearward of the reference length Lb from the tip of the submerged portion of the hull 10% rearward of the reference length Lb from the tip of the submerged portion Position S2 Position 20% rearward of the reference length Lb from the tip of the submerged portion of the hull S3 Position S4 30% rearward of the reference length Lb from the tip of the submerged portion of the hull 40% rearward of the reference length Lb from the tip of the submerged portion of the hull Position S5 Position T 50% behind the reference length Lb from the tip of the submerged portion of the hull Propulsive force Tp Propulsive force Ts on the port side Propulsive force W on the starboard side Water (inflow water, jet water)
WL Water surface (Draft line when underway)
WL1 Load Line (Planned Load Line)
WL2 light cargo draft line (planned light cargo draft line)
X longitudinal direction (longitudinal direction of the vehicle)
Y width direction (width direction of the craft)
Z vertical direction (vertical direction of the vehicle)

Claims (8)

A hull submerged portion (2) that is under water during cruising, an inflow opening (11) provided in a bow (2a) of the hull submerged portion (2), and an inflow opening (11). an injection part (12) arranged at the rear, a water conduit (13) connecting the inflow opening (11) and the injection part (12), and a pressure or acceleration mechanism provided in the water conduit (13). In a vehicle propulsion generation system (10) comprising (14),
At least, when cruising straight ahead at the planned cruising speed,
The injection port (12b) of the injection part (12) is arranged in a region (Rf5) that becomes the front half (2b) of the hull in the longitudinal direction (X) of the cruising vehicle, and is spaced apart from the surface of the hull,
Further, the main injection direction of the injection part (12) is 150 degrees clockwise with respect to the longitudinal direction (X) of the craft, with the bow direction being 0 degrees, when the ship is sailing in the forward direction. is within an angle range (Rα1) of 210 degrees from 100 degrees and is configured to be in a direction away from the hull submerged portion (2),
At least, when cruising straight ahead at the planned cruising speed,
The water (W) flowing in from the inflow opening (11) is pressurized or accelerated in the water conduit (13) using the water pressurization or acceleration mechanism (14), and the pressurization or acceleration is Water (W) is jetted substantially rearward from the jet part (12) so as not to flow along the surface of the hull, so that a part or all of the propulsive force necessary for cruising can be obtained. A propulsion generation system for a vehicle characterized by: At least during cruising, the injection parts (12) are arranged on the port side and the starboard side, respectively, and the flow rate and flow velocity of the water (W) injected from each of the injection parts (12) are controlled. 2. The propulsion force generating system for a vehicle according to claim 1, wherein the system is configured to control at least one of them. A plurality of the inflow openings (11, 11cp, 11cs, 11p, 11s) are provided separately in the vertical direction (Z) of the vehicle, and each inflow opening (11, 11cp, 11cs, 11p, 11s) The water conduit (13), the water pressure increasing device (4) and the injection part (12, 12cp, 12cs, 12p, 12s) are provided,
According to the submerged state of the bow (2a) during cruising, the water pressure increasing devices (4) corresponding to the inflow openings (11, 11cp, 11cs, 11p, 11s) are individually operated and controlled. 3. The propulsion force generating system for a vehicle according to claim 1, further comprising a controller for performing A vehicle comprising the propulsion generation system for a vehicle according to any one of claims 1 to 3. The submerged portion (2) of the hull has a wide portion (Rb) having a maximum width (Bmax) in the front half (2b) of the hull. (Bmax), and the injection port (12b) of the injection portion (12) is provided at the wide portion (Rb) or at the rear of the wide portion (Rb). 5. The vehicle according to claim 4, characterized in that it is lined. At least when the hull is sailing straight ahead at the planned cruising speed, the water (W) injected from the injection port (12b) does not flow along the hull surface of the submerged portion (2) of the hull. Said hull submerged portion (2) is constructed so as to have a recess (2d) behind said injection port (12b). The submerged portion of the hull (2) is continuously or intermittently below the full load line or the design draft line with respect to the vertical direction (Z) of the craft in a range of at least 50% in the depth direction. The vehicle according to any one of claims 4 to 6, characterized in that the surface shape is formed in a symmetrical wing shape. A method for reducing resistance of a cruising body (1) having a submerged portion (2) of the hull under water during cruising, comprising:
Provided with an inflow opening (11) in the bow (2a),
At least, a water conduit (13) that connects the water (W) flowing in from the inflow opening (11) to the inflow opening (11) when sailing straight ahead at the planned sailing speed. ) is pressurized or accelerated by a pressurizing or accelerating mechanism (14) provided in the vehicle, and the pressurized or accelerated water (W) is connected to the water conduit (13), and From the injection port (12b) of the injection unit (12) located in the region that becomes the front half of the hull (2b) with respect to the direction (X) and spaced apart from the surface of the hull, the forward and backward direction (X ) in a clockwise direction within an angle range (Rα1) of 150 degrees to 210 degrees so as not to flow along the surface of the hull. A method for reducing the resistance of a vehicle, characterized by obtaining a part or the whole.

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