JP2003285790A - Hull structure for reducing propulsion resistance - Google Patents
Hull structure for reducing propulsion resistanceInfo
- Publication number
- JP2003285790A JP2003285790A JP2002092183A JP2002092183A JP2003285790A JP 2003285790 A JP2003285790 A JP 2003285790A JP 2002092183 A JP2002092183 A JP 2002092183A JP 2002092183 A JP2002092183 A JP 2002092183A JP 2003285790 A JP2003285790 A JP 2003285790A
- Authority
- JP
- Japan
- Prior art keywords
- hull
- auxiliary
- propulsion resistance
- main
- wings
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
- B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
- B63B1/26—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type having more than one hydrofoil
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
- B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
- B63B1/248—Shape, hydrodynamic features, construction of the foil
Landscapes
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】この発明は、船舶の水上又は
海上での走航時の抵抗を減少させる補助翼を備えた船体
の推進抵抗減少構造に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hull propulsion resistance reducing structure provided with auxiliary wings for reducing resistance of a ship when it is running on water or at sea.
【０００２】[0002]
【従来の技術】プロペラ推進機やジェット推進機を備え
た小型艇、中型艇は、高速モータボート、あるいは高速
フェリとして利用されている。このような中、小型艇
は、一般に走航時の直線性を保持するために船体長さ方
向にキールと呼ばれる背骨材が設けられ、このキールを
中心として左右に曲線状の側板を設けて船体が構成され
る。キール先端はなだらかな曲線状に上向きに湾曲して
先端をなし、側板は先端寄りの位置ではキールに向って
収縮するように形成され、この先端へ至る先端寄りの位
置で水中に浮かんだときに水面と交差する点が水切りの
役目をなすように形成される。このような船体形状は、
上記動力推進機を備えないヨット、帆船であっても、ほ
ぼ共通に採用される。2. Description of the Related Art Small boats and medium boats equipped with propeller propulsion machines and jet propulsion machines are used as high speed motor boats or high speed ferries. Under such circumstances, small boats are generally provided with a spine material called a keel in the length direction of the hull in order to maintain the linearity when traveling, and hulls are provided with curved side plates on the left and right around this keel. Is configured. The tip of the keel is curved upward in a gentle curve to form the tip, and the side plate is formed to contract toward the keel at a position near the tip, and when it floats in water at a position near the tip to reach this tip. A point intersecting with the water surface is formed so as to serve as a drainer. Such a hull shape is
Even yachts and sailboats that do not have the above-mentioned power propulsion system are used in common.
【０００３】このような船体形状で、側板を急激なカー
ブを描いて立上がる形状にすると、船体の横方向への揺
動であるローリングが大きくなり、復元力が減少して安
定性が損なわれる。一方、キールを中心に水平な船底を
設け、その側端に垂直な側板を設けた、いわゆる幅広の
船形にすると、ローリングに対しては安定するが、推進
抵抗が増大するため、推進機に大きな負荷が掛かり、経
済的でなくなる。このため、一般にはゆるやかな傾斜又
は曲線状の船底に続いて斜め又は垂直な側板を設け、推
進抵抗を減少させた船形が多く採用される。When the side plate is formed in such a hull shape as to rise in a sharp curve, the rolling which is the lateral swing of the hull becomes large, the restoring force is reduced and the stability is impaired. . On the other hand, if a so-called wide ship shape is provided with a horizontal ship bottom centered on the keel and vertical side plates at its side ends, it is stable against rolling, but propulsion resistance increases, so it is great for propulsion machines. It becomes burdensome and uneconomical. For this reason, generally, a boat shape in which propulsive resistance is reduced by providing a slanted or curved ship bottom with an oblique or vertical side plate is often adopted.
【０００４】かかる一般的な船体形状の船舶を動力推進
機で推進させる場合、推進抵抗を減少させる手段として
大型船では船首部に球状船首を採用したり、船体の幅を
制限して流線形の船体形状としたり、又高速艇では船体
長さ中央付近の船底より下方へ突出して補助翼を設け、
走航中に船体を浮き上がらせるという手段が採用されて
いる。When propelling such a ship having a general hull shape with a power propulsion device, a large ship adopts a spherical bow at the bow portion or a streamlined shape by limiting the width of the hull as a means for reducing propulsion resistance. In the shape of the hull, or in the case of high-speed boats, the auxiliary wings are provided so as to project downward from the bottom of the ship near the center of the hull
A method of lifting the hull while traveling is adopted.
【０００５】[0005]
【発明が解決しようとする課題】しかし、球状船首は大
型船向けであり、流線形状は船体の幅に制約を受け、広
幅の船形には採用できず、かつそれぞれの手段を採用し
ても推進抵抗の減少は数％程度であり、特定の船形にし
か採用できない。又、補助翼を船体中央下方に設けて船
体を浮上させ、走航時の推進抵抗を減少させるという手
段を採用した場合、船体はほぼ平行にわずかに浮上する
が、その浮上による推進抵抗の減少も数％程度であり十
分ではない。However, the spherical bow is for large ships, and the streamline shape is restricted by the width of the hull and cannot be adopted for a wide ship shape, and even if each means is adopted. The reduction in propulsion resistance is only a few percent, and it can only be adopted for a specific boat shape. In addition, if a method is adopted in which auxiliary wings are installed below the center of the hull and the hull is levitated to reduce the propulsion resistance during traveling, the hull slightly rises almost in parallel, but the propulsion resistance decreases due to the levitation. Is about several percent, which is not enough.
【０００６】この発明は、上記の問題に留意して、船体
の走航中の推進抵抗を船体中央の補助翼で船体を少しだ
け浮かすことにより減少させるだけでなく、さらに船体
を傾斜状に大きく浮上させて大幅に推進抵抗を減少さ
せ、同一馬力の駆動エンジンで大幅な高速化又は大幅な
燃料消費率の向上を図ることができる船体の推進抵抗減
少構造を提供することを課題とする。In consideration of the above problems, the present invention not only reduces the propulsion resistance of the hull while the vessel is in motion by slightly floating the hull with the auxiliary wings in the center of the hull, but also makes the hull larger in an inclined shape. It is an object of the present invention to provide a structure for reducing the propulsion resistance of a hull that can be levitated to significantly reduce the propulsion resistance and to achieve a significantly higher speed or a greater fuel consumption rate with a drive engine having the same horsepower.
【０００７】[0007]
【課題を解決するための手段】この発明は、上記の課題
を解決する手段として、所定の浮力を有する船体の長さ
方向の重心点又はその一定距離範囲内の位置で船底より
所定深さに主補助翼を設け、船首水切り位置又はその位
置から一定距離範囲内の所定深さに副補助翼を設け、
主、副補助翼はそれぞれ進行方向に対し所定の仰角に設
定し、走航時に船首側が所定角度傾斜するように浮上さ
せて推進抵抗を減少するように構成した船体の推進抵抗
減少構造としたのである。As a means for solving the above problems, the present invention is to provide a predetermined depth from the bottom of a ship at a center of gravity in the longitudinal direction of a hull having a predetermined buoyancy or at a position within a certain distance range thereof. A main auxiliary wing is provided, and a sub auxiliary wing is provided at the bow draining position or a predetermined depth within a certain distance range from that position,
The main and sub-auxiliary wings are each set to a predetermined elevation angle with respect to the traveling direction, and the propulsion resistance reduction structure of the hull was constructed so as to reduce the propulsion resistance by flying so that the bow side inclines at a predetermined angle when traveling. is there.
【０００８】上記構成の船体構造では、走航速度が大き
くなるにつれて船体への推進抵抗が減少し、高速化が図
られる。走航開始前には主補助翼、副補助翼のいずれも
海面下に没した状態で、船体の全体が海面下に没してい
る。In the hull structure having the above structure, the propulsion resistance to the hull decreases as the traveling speed increases, and the speed is increased. Before the start of navigation, both the main and auxiliary wings were submerged, and the entire hull was submerged.
【０００９】しかし、走航を開始した直後には主補助翼
による浮上だけでなく副補助翼により船首部が大きく浮
上し、船首部から船体中央付近までの前半部分は殆ど海
面より上へ浮上し、船尾部のみが海面下に没している。
そして、走航を続けるにつれて主補助翼による浮力で船
尾部が浮上し海面まで船尾部が持上げられ、船体が走航
開始直後には大きく１０°程度まで傾いていたのが、船
尾部の浮上により傾きが少しずつ減少し、船尾部が海面
まで出ると傾きは半減し、さらに高速、超高速度になる
と船尾部が海面より上がり、船体の傾きは２〜３°のわ
ずかな傾きで走航する。Immediately after the start of navigation, however, not only the main auxiliary wings levitated, but also the sub-auxiliary wings caused the bow to rise significantly, and the first half from the bow to the center of the hull almost floated above the sea level. , Only the stern is submerged below sea level.
Then, as the sail continued, the stern part floated up due to the buoyancy of the main auxiliary wings, and the stern part was lifted up to the sea surface. When the stern gradually decreases to the surface of the sea, the stern decreases to half, and at higher speeds and ultra-high speeds, the stern rises above the surface of the sea, and the hull tilts at a slight inclination of 2-3 °. .
【００１０】このため船体に作用する推進抵抗が大きく
減少し、仮りに船体が全体に海面下に没したままであれ
ば推進抵抗は大きく作用するのに対し、速度が大幅に増
大し、同じ駆動エンジンであっても上記高速度の５０％
以上、例えば２５ノットという超高速度で走航できるこ
ととなる。従って、同じ駆動エンジンで高速度で走航す
る場合は、燃料消費量が大幅に低下することを意味す
る。For this reason, the propulsion resistance acting on the hull is greatly reduced, and if the hull remains entirely submerged below the sea level, the propulsion resistance is large, whereas the speed is greatly increased and the same driving force is applied. 50% of the above high speed even with an engine
As described above, it is possible to travel at an extremely high speed of 25 knots, for example. Therefore, when traveling at the same speed with the same drive engine, it means that the fuel consumption amount is significantly reduced.
【００１１】なお、走航中の横方向への運動（ローリン
グ）の安定性は、主、副の補助翼の幅を所定幅に設定し
ておけば、これら補助翼がローリングに対し十分作用し
てローリングを打消す役目をする。従って、船体の前半
部分が海面上に浮いた状態で走航しても十分安定性は確
保される。Regarding the stability of lateral movement (rolling) during traveling, if the widths of the main and auxiliary auxiliary wings are set to a predetermined width, these auxiliary wings sufficiently act on the rolling. To cancel the rolling. Therefore, sufficient stability is ensured even when sailing with the first half of the hull floating above the sea surface.
【００１２】[0012]
【実施の形態】以下、この発明の実施の形態について図
面を参照して説明する。図１は実施形態の小型艇を長手
方向で見た主要縦面図である。図示の船体１０は、レジ
ャー用又は競争用に用いられる小型艇であり、全長約５
ｍ、幅約１．０ｍである。エンジンは船尾に船外機２０
と称される小型エンジンを搭載している。この船外機２
０は、一般に装備される公知の形式のものであり、上部
の駆動エンジン２１の下部に舵２２と、さらにその下部
に推進プロペラ２３とを備えている。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a main longitudinal view of the small boat of the embodiment as seen in the longitudinal direction. The illustrated hull 10 is a small boat used for leisure or competition and has a total length of about 5
m, width about 1.0 m. The engine is an outboard motor 20 on the stern.
It is equipped with a small engine called. This outboard motor 2
Reference numeral 0 is a generally-equipped and well-known type, and is provided with a rudder 22 at a lower portion of a drive engine 21 at an upper portion and a propulsion propeller 23 at a lower portion thereof.
【００１３】船体１０は、（ｂ）図に示すように、水平
な船底１１を有し、その端に続く側板１２が斜めに形成
された広幅の船形として形成され、材料はＦ．Ｒ．Ｐ
（繊維強化プラスチック）が使用されている。１３はガ
ンネルである。なお、船外機に舵２２が設けられること
を前提として、図示の例の船体ではキールは省略されて
いる。この船体の長さ方向で船尾寄り約１／２〜１／３
長さ位置間の重心点Ｇの位置には船底１１から下方へ延
びる支持板１４の下端に主補助翼１５が設けられてい
る。As shown in FIG. 2 (b), the hull 10 has a horizontal bottom 11 and is formed as a wide boat shape in which a side plate 12 continuing from the end of the hull is formed obliquely. R. P
(Fiber reinforced plastic) is used. 13 is a gun flannel. Note that the keel is omitted in the hull of the illustrated example on the assumption that the outboard motor is provided with the rudder 22. Approximately 1/2 to 1/3 near the stern in the length direction of this hull
At the position of the center of gravity G between the length positions, a main auxiliary wing 15 is provided at the lower end of a support plate 14 extending downward from the ship bottom 11.
【００１４】支持板１４の深さＤ1 は、走航時に船体が
浮力で上昇しても主補助翼１５による浮力が有効に保持
し得る適宜深さに設定されている。又、支持板１４自体
は船体の直進性を保持するため、かつ強度的に主補助翼
１５を保持するに必要な船体長さ方向の幅の薄い板材が
使用されている。主補助翼１５は、走航時に最大の浮力
を与える翼断面形状（厚さが曲線的に変化）に形成さ
れ、その仰角が図示の例では約１０°に設定されてい
る。さらに、主補助翼１５は、（ｂ）図断面に示すよう
に、中央位置を境に左右の翼がへ字状（又はゆるやかな
Ｖ字状）に少し傾けて設けられている。The depth D 1 of the support plate 14 is set to an appropriate depth such that the buoyancy of the main auxiliary wings 15 can be effectively maintained even when the hull is lifted by buoyancy during traveling. Further, the support plate 14 itself is made of a thin plate material having a thin width in the longitudinal direction of the hull, which is necessary to hold the main auxiliary wings 15 in order to maintain the straightness of the hull. The main auxiliary wing 15 is formed in a wing cross-sectional shape (thickness changes in a curve) that gives maximum buoyancy during traveling, and its elevation angle is set to about 10 ° in the illustrated example. Further, as shown in the section (b) of the figure, the main auxiliary wing 15 is provided such that the left and right wings are slightly inclined in a V shape (or a gentle V shape) with the center position as a boundary.
【００１５】船体１０には、図示のように、船首寄りの
水切位置Ｆ（有効船体長さＬ）又はその一定距離範囲内
にもう１つの支持板１６が取付けられ、その下端に副補
助翼１７が設けられている。支持板１７の深さＤ2 は、
停船時には副補助翼１７が水中に没しているが、高速走
航時には副補助翼１７が水面上にほぼ露出する程船体の
前方が浮上、傾斜するに必要な所定長さに設定される。
又、副補助翼１７は船体が水平に浮いている状態での仰
角θが０〜１０°の範囲に上向きの前傾状に設けられる
点は主補助翼１５と同じである。副補助翼１７は、図１
の（ｃ）図に示すように、左右の翼部分は水平状に形成
され、その翼断面形状は主補助翼１５と同じである。As shown in the figure, the hull 10 is provided with another supporting plate 16 at a drainage position F (effective hull length L) near the bow or within a certain distance range thereof, and a sub-auxiliary wing 17 at its lower end. Is provided. The depth D 2 of the support plate 17 is
The sub-auxiliary wings 17 are submerged in water when the ship is stopped, but the front side of the hull is set to a predetermined length required to float and incline so that the sub-auxiliary wings 17 are almost exposed above the water surface during high-speed cruising.
Further, the auxiliary auxiliary wing 17 is the same as the main auxiliary wing 15 in that the auxiliary auxiliary wing 17 is provided in a tilted upward direction in the range of an elevation angle θ of 0 to 10 ° when the hull is floating horizontally. The auxiliary wing 17 is shown in FIG.
As shown in FIG. 3C, the left and right blade portions are formed horizontally, and the blade cross-sectional shape is the same as that of the main auxiliary blade 15.
【００１６】図２に一部変形例の断面を示す。同一機能
部材には同一符号を用いて説明は省略し、第１の例と異
なる点を主として説明する。図示の例では、船体の断面
が図１の例より幅の小さい船体構造に応用した場合を示
しており、船体１０の幅が小さいため、左右のローリン
グに対し図１の例より安定性が減少している。そのた
め、主補助翼１５を大部分水平状とし左右端より少し内
側位置で傾斜状に折り曲げて形成している点が異なる。
（ｂ）図に示すように、船首部の断面構造は殆ど第１の
例と同じであるから、支持板１６、副補助翼１７は第１
の例と同じである。FIG. 2 shows a cross section of a partially modified example. The same functional members are designated by the same reference numerals, and the description thereof is omitted. Differences from the first example will be mainly described. In the illustrated example, the cross section of the hull is applied to a hull structure having a width smaller than that of the example of FIG. 1. Since the width of the hull 10 is small, the stability is reduced compared to the example of FIG. 1 against left and right rolling. is doing. Therefore, it is different in that the main auxiliary wing 15 is mostly horizontal and is formed by bending the main auxiliary wing 15 in a slanting position slightly inside the left and right ends.
As shown in (b), the cross-sectional structure of the bow portion is almost the same as that of the first example.
Is the same as the example.
【００１７】以上の構成とした実施形態の船体の推進抵
抗減少構造は第１、第２の例とも基本的な作用は同じで
あるから、主として第１の例について図３を参照して作
用を説明する。図示の小型艇は、高速走航時は２５ノッ
ト（Ｋｎｏｔ）程の高速で走航できる高速艇であり、競
争用として使用できるものである。（ａ）図は低速で走
航開始時（ｓｌｏｗ ｒｕｎ）（約１０°傾斜）、
（ｂ）図は中速走航（ｐｌａｉｎｇ ｒｕｎ）（約５°
傾斜）、（ｃ）図は高速走航（Ｆｌｙｉｎｇ ｒｕｎ）
（約２〜３°傾斜）時を示す。図から分るように、走航
開始時には副補助翼１７の浮力で大きく傾いて走航する
が、走航速度が中、高と速くなるにつれて、主補助翼１
５に作用する浮力で船体１０の全体が少しずつ上昇して
船尾部が水面上へ出、かつ副補助翼１７に作用する浮力
で船首部と共に船体全体が水面から完全に上昇し、浮き
上った状態で走航する。Since the structure for reducing the propulsion resistance of the hull of the above-described embodiment has the same basic operation as in the first and second examples, the operation will be mainly described with reference to FIG. 3 for the first example. explain. The small boat shown in the figure is a high-speed boat capable of traveling at a high speed of about 25 knots (Knot) during high-speed traveling, and can be used for competition. (A) The figure shows a low speed at the start of running (slow run) (inclination of about 10 °).
(B) The figure shows a medium speed plaing run (about 5 °
(Inclination), (c) Figure is high-speed running (Flying run)
(Inclination of about 2 to 3 °) is shown. As can be seen from the figure, the buoyancy of the auxiliary aileron 17 causes the vehicle to incline greatly at the start of traveling, but as the traveling speed increases to medium and high, the main aileron 1
Due to the buoyancy acting on 5, the whole hull 10 gradually rises and the stern comes out to the surface of the water, and the buoyancy acting on the auxiliary auxiliary wing 17 causes the entire hull together with the bow to rise completely from the surface of the water. Sail in the open state.
【００１８】以上のように、走航速度が上昇するにつれ
て船体が水面から浮き上がり、高速走航時には主補助翼
だけが水没した状態で走航する。このため、走航中に船
体が受ける推進抵抗が大きく減少し、図示の例の高速艇
では補助翼を設けない場合に比べると速度が約５０％上
昇した。図示の高速艇で走航試験を行なった際の推進抵
抗を低速走航時を１００とすると、中、高速時には以下
の通りであった（％で示す）。
接水抵抗 造波抵抗 パワーロス 合 計
低速走航 ４５ ４５ １０ １００
中速走航 １０ ２５ ２０ ５５
高速走航 ５ １０ １０ ２５
このように走航中の推進抵抗が大幅に減少するため、速
度は５０％上昇させることができるが、これは別言すれ
ば補助翼を備えていない従来の船体形状に対してはその
船体形状での最高速度と同じ速度を得るにはエンジンの
燃料消費率が５０％上昇することを意味する。As described above, as the traveling speed increases, the hull floats above the water surface, and at the time of high-speed traveling, only the main and auxiliary wings are submerged. As a result, the propulsion resistance received by the hull during traveling was greatly reduced, and the speed of the high-speed boat shown in the figure was increased by about 50% as compared with the case where no auxiliary wing was provided. Assuming that the propulsion resistance when the running test was carried out with the illustrated high-speed boat was 100 during low-speed running, it was as follows at medium and high speeds (shown in%). Water contact resistance Wave-making resistance Power loss total Low speed 45 45 10 100 100 Medium speed 10 25 20 55 High speed 5 10 10 25 In this way, the propulsion resistance during traveling is greatly reduced, and the speed is 50. %, But in other words, for a conventional hull shape without ailerons, to get the same speed as the maximum speed for that hull shape, the fuel consumption rate of the engine is 50%. Means to rise.
【００１９】なお、走航中のローリングに対する安定性
は、主、副の両方の補助翼により確保されており、高速
走航時に横転することはない。図示の例では船体自体が
広幅であるため、ローリングに対する安定性があるが、
主補助翼は左右わずかな傾斜角で設けられているため、
主として主補助翼がローリングに対する安定性を与えて
おり、さらに副補助翼も船首側位置で左右に水平な翼で
あるため、これも船首側での安定性を付与している。The stability against rolling during traveling is ensured by both the main and auxiliary auxiliary wings, and does not roll over at high speed. In the example shown, the hull itself is wide, so there is stability against rolling,
Since the main auxiliary wings are provided with a slight inclination angle to the left and right,
Mainly the main aileron provides stability against rolling, and the auxiliary aileron is also a horizontal wing at the bow position, which also provides stability on the bow side.
【００２０】上記実施形態では船外機を備え、広幅の船
形を有する小型艇を示したが、船形は広幅でなく一般的
な船形でもよいし、又エンジンは船内に専用エンジンと
して備えたものでもよいことは勿論である。さらに、船
形の大きさは小型艇だけでなく中型船にも適用できる。
副補助翼は船首部の下方に１つだけ設けているが、船首
部の側方に両腕を設け、その両腕から下方へ延びる支持
板の下端に一対の副補助翼を設けるようにしてもよい。
こうすれば、小型艇の場合ローリングに対する安定性が
さらに高くなる。In the above embodiment, a small boat having an outboard motor and having a wide boat shape is shown. However, the boat boat may have a general boat boat shape without being wide boat, or the engine may be provided as a dedicated engine in the boat. Of course good things. Furthermore, the size of the boat is applicable not only to small boats but also to medium-sized boats.
Only one sub-auxiliary wing is provided below the bow, but both arms are provided on the side of the bow and a pair of sub-auxiliary wings are provided at the lower end of the support plate extending downward from both arms. Good.
In this way, the stability of the small boat against rolling is further increased.
【００２１】図４に主、副補助翼の変形例を有する中型
又は、大型船への適用例を示す。中、大型船は種々の船
形があり、図１の小型艇を相似的に拡大したものではな
いが、主、副補助翼を設ける位置は大略同じ比率の長さ
位置に設けることを前提とし、図１の（ｂ）、（ｃ）図
に相当する断面位置に主、副補助翼１５、１７を設けた
それぞれの断面を図４に示している。FIG. 4 shows an example of application to a medium-sized or large-sized ship having modifications of the main and auxiliary auxiliary wings. There are various sizes of medium and large ships, and they are not a similar enlargement of the small boat of Fig. 1, but it is premised that the main and auxiliary auxiliary wings are installed at approximately the same length ratio. FIG. 4 shows respective cross sections in which the main and auxiliary auxiliary wings 15 and 17 are provided at the cross-section positions corresponding to FIGS. 1B and 1C.
【００２２】主補助翼１５は翼断面は図１と同じである
が、その幅は船体の大きさに応じて広くし、その両側端
に図示の例ではＬ字形の連結部材１４ａ、１４ａを設け
て取付けられている。副補助翼１７も翼断面は同じであ
り、幅も大きくし、その両側端に垂直形の連結部材１６
ａ、１６ａを設けて取付けている。作用については図１
の例と基本的に同じである。The main auxiliary wing 15 has the same wing cross section as that of FIG. 1, but its width is made wider according to the size of the hull, and L-shaped connecting members 14a, 14a are provided at both ends thereof in the illustrated example. Installed. The auxiliary auxiliary vanes 17 have the same blade cross section, have a large width, and have vertical connecting members 16 on both side ends.
a and 16a are provided and attached. Figure 1 for the action
Is basically the same as the example.
【００２３】[0023]
【発明の効果】以上、詳細に説明したように、この発明
の船体の推進抵抗減少構造は船体の長さ方向の重心点位
置及び水切位置又はそれぞれの一定距離範囲内に主補助
翼と副補助翼とを船底から所定深さ位置に所定の仰角と
なるように取付けて、それぞれの補助翼で走航中に浮力
を生じるようにしたから、走航速度が中、高速度となる
につれて船体は補助翼による浮力の作用で浮上し、特に
副補助翼が海面上へ浮上する程船体が傾斜状に浮上する
高速度では船体の前半部分が海面から浮上するため推進
抵抗が大きく減少する。従って、同じ駆動エンジンで高
速度で走航する速度は５０％以上の超高速化が可能とな
り、同じ高速度で走航するのであれば燃料消費量が大幅
に低下するという顕著な効果を奏する。As described in detail above, the propulsion resistance reducing structure for a hull according to the present invention has main auxiliary wings and sub-auxiliaries at the center of gravity and the water draining position in the longitudinal direction of the hull or within a certain distance range of each. The wing and the wing were attached at a predetermined depth from the bottom of the ship so as to have a predetermined elevation angle, and buoyancy was generated by each auxiliary wing while traveling. It floats due to the action of buoyancy by the auxiliary wings, and especially at high speeds where the hull floats in an inclined shape as the auxiliary auxiliary wings float above the sea surface, the propulsion resistance is greatly reduced because the first half of the hull surface rises above the sea surface. Therefore, the speed of traveling at a high speed with the same driving engine can be increased to 50% or more, and if the vehicle travels at the same high speed, the fuel consumption amount is significantly reduced.
【図１】実施形態の船体構造の主縦断面図及び重心点、
水切位置付近での断面図FIG. 1 is a main longitudinal sectional view of a hull structure of an embodiment and a center of gravity;
Cross section near the draining position
【図２】主補助翼の異なる形状の例の断面図FIG. 2 is a cross-sectional view of examples of different shapes of main auxiliary wings.
【図３】作用の説明図FIG. 3 is an explanatory diagram of operation
【図４】主、副補助翼の変形例を有する中型又は、大型
船への適用例を示す断面図FIG. 4 is a cross-sectional view showing an example of application to a medium-sized or large-sized ship having modified main and auxiliary auxiliary wings.
１０ 船体 １１ 船底 １２ 側板 １３ ガンネル １４、１６ 支持板 １５ 主補助翼 １７ 副補助翼 ２０ 船外機 10 hull 11 bottom 12 side plates 13 Gunner 14, 16 Support plate 15 Main aileron 17 Secondary aileron 20 outboard motor
Claims (4)
心点又はその一定距離範囲内の位置で船底より所定深さ
に主補助翼を設け、船首水切り位置又はその位置から一
定距離範囲内の所定深さに副補助翼を設け、主、副補助
翼はそれぞれ進行方向に対し所定の仰角に設定し、走航
時に船首側が所定角度傾斜するように浮上させて推進抵
抗を減少するように構成した船体の推進抵抗減少構造。1. A main auxiliary wing is provided at a predetermined depth from the bottom of the ship at a center of gravity in the longitudinal direction of a hull having a predetermined buoyancy or a position within a certain distance range thereof, and a bow drainage position or within a certain distance range from that position. The auxiliary auxiliary wings are installed at the specified depth of the main auxiliary auxiliary wings, and the main auxiliary auxiliary wings are set to a specific elevation angle with respect to the traveling direction, and the propulsion resistance is reduced by levitating so that the bow side inclines at a predetermined angle during traveling. Structure to reduce propulsion resistance of the constructed hull.
〜１０°の範囲の所定角度に設定したことを特徴とする
請求項１に記載の船体の推進抵抗減少構造。2. The elevation angle of the main auxiliary blade and the auxiliary auxiliary blade is 0 °.
The propulsion resistance reducing structure for a hull according to claim 1, wherein the structure is set to a predetermined angle within a range of -10 °.
角度の傾斜角度を以て設定したことを特徴とする請求項
１又は２に記載の船体の推進抵抗減少構造。3. The propulsion resistance reducing structure for a hull according to claim 1, wherein the left and right wing portions of the main auxiliary wing are set to have a small inclination angle with respect to each other.
に水平に形成したことを特徴とする請求項１又は２に記
載の船体の推進抵抗減少構造。4. The structure for reducing propulsion resistance of a hull according to claim 1, wherein the left and right wing portions of the main and auxiliary auxiliary wings are formed horizontally with respect to each other.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2002092183A JP2003285790A (en) | 2002-03-28 | 2002-03-28 | Hull structure for reducing propulsion resistance |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2002092183A JP2003285790A (en) | 2002-03-28 | 2002-03-28 | Hull structure for reducing propulsion resistance |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2003285790A true JP2003285790A (en) | 2003-10-07 |
Family
ID=29237084
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2002092183A Pending JP2003285790A (en) | 2002-03-28 | 2002-03-28 | Hull structure for reducing propulsion resistance |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2003285790A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1326744C (en) * | 2004-03-23 | 2007-07-18 | 重庆大学 | Minitype ship with hidden wings |
| CN102328726A (en) * | 2011-05-26 | 2012-01-25 | 郑霞 | Low-resistance yacht |
| WO2018229351A1 (en) * | 2017-06-12 | 2018-12-20 | Seabubbles | Vessel with high-stability hydrofoils |
| WO2022196911A1 (en) * | 2021-03-16 | 2022-09-22 | 안성수 | Rolling reduction boat |
-
2002
- 2002-03-28 JP JP2002092183A patent/JP2003285790A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1326744C (en) * | 2004-03-23 | 2007-07-18 | 重庆大学 | Minitype ship with hidden wings |
| CN102328726A (en) * | 2011-05-26 | 2012-01-25 | 郑霞 | Low-resistance yacht |
| WO2018229351A1 (en) * | 2017-06-12 | 2018-12-20 | Seabubbles | Vessel with high-stability hydrofoils |
| WO2022196911A1 (en) * | 2021-03-16 | 2022-09-22 | 안성수 | Rolling reduction boat |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6732672B2 (en) | Trimaran type wing effect ship with small waterplane area | |
| US20050000400A1 (en) | Boat hull design | |
| JP3660683B2 (en) | Watercraft | |
| US7487736B2 (en) | Hybrid boat hull | |
| US8955451B2 (en) | Foil structure for providing buoyancy and lift | |
| EP0545878B1 (en) | Multi-hull vessel | |
| JP3571023B2 (en) | Ship bow shape | |
| US5794558A (en) | Mid foil SWAS | |
| US5645008A (en) | Mid foil SWAS | |
| CN111017129A (en) | Anti-shake and course stability-enhancing full-rotation tug | |
| JP2003285790A (en) | Hull structure for reducing propulsion resistance | |
| JPH0952591A (en) | Hull form | |
| RU2167078C1 (en) | High-speed vessel | |
| JPS587514B2 (en) | Senpaku | |
| US4563968A (en) | Boat with improved hull | |
| CN112606941B (en) | Shallow draft torrent section passenger ferry boat | |
| JPH0685188U (en) | Stern structure | |
| JPH1111376A (en) | Jet propulsive high speed boat | |
| JPS62244778A (en) | Lift boat | |
| JP2502918Y2 (en) | Ultra-high speed composite support vessel | |
| RU2088463C1 (en) | High-speed vessel | |
| JP2502917Y2 (en) | Composite support type super high speed ship | |
| JPS6198689A (en) | Compact ship | |
| JPS59213585A (en) | Motor boat | |
| JPH06127459A (en) | Catamaran |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A977 | Report on retrieval |
Free format text: JAPANESE INTERMEDIATE CODE: A971007 Effective date: 20040806 |
|
| A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20041005 |
|
| A02 | Decision of refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A02 Effective date: 20050412 |