JPH0520991U - Composite supported vessel with two or more hydrofoils - Google Patents
Composite supported vessel with two or more hydrofoilsInfo
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- JPH0520991U JPH0520991U JP6941291U JP6941291U JPH0520991U JP H0520991 U JPH0520991 U JP H0520991U JP 6941291 U JP6941291 U JP 6941291U JP 6941291 U JP6941291 U JP 6941291U JP H0520991 U JPH0520991 U JP H0520991U
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- hull
- wing
- lift
- hydrofoil
- lower hull
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Abstract
(57)【要約】
【目的】 下部船体に２つ以上の翼を列設する場合に船
体姿勢の制御力を減少させることなく全体として揚力の
減少を最小限に抑える。
【構成】 上部船体と下部船体２とからなる船体を有
し、翼走時には下部船体２の浮力と下部船体２に突設し
た水中翼４の揚力の両方で船体を支持する複合支持型の
船舶において、該下部船体２の前後方向に複数列設した
水中翼４のうち最前の水中翼４Ａを大きく、これより後
方の水中翼４Ｂを小さく形成する。これにより船体姿勢
の制御力を減少させることなく揚力の減少を最小限に抑
えて所定の揚力を確保できる。
(57) [Summary] [Purpose] When the two or more wings are lined up in the lower hull, the overall reduction in lift is minimized without reducing the controllability of the hull attitude. [Composition] A composite support type ship having a hull composed of an upper hull and a lower hull 2, and supporting the hull by both the buoyancy of the lower hull 2 and the lift of a hydrofoil 4 projecting from the lower hull 2 during wing flight. In the above, the frontmost hydrofoil 4A of the hydrofoil 4 arranged in a plurality of rows in the front-rear direction of the lower hull 2 is made large, and the hydrofoil 4B behind it is made small. As a result, it is possible to minimize the reduction of the lift force and to secure a predetermined lift force without reducing the control force of the hull attitude.
Description
【０００１】[0001]
本考案は、２以上の揚力発生用の水中翼を備えた複合支持型船舶に関する。 The present invention relates to a composite support type ship having two or more hydrofoils for generating lift.
【０００２】[0002]
最近我が国でも短距離間の旅客輸送用として水中翼の揚力で船の全重量を支え てウォータジェット推進により超高速で航走する小型旅客船が登場して、旅客分 野における高速化のニーズに応えている。 Recently in Japan as well, a small passenger ship that can support ultra-high speeds by water jet propulsion by supporting the total weight of the ship with the lift of hydrofoils for short-distance passenger transport has responded to the need for higher speeds in the passenger area. ing.
【０００３】 一方、貨物専用輸送の分野でも、製品の多品種少量生産化、或いは生産拠点の 海外展開など生産システムの変化に伴って、大型かつ超高速化の気運が急速に高 まって来ている。この場合、上述した超高速旅客船と同様な形式で超高速貨物船 の大型化を図ると、巨大な水中翼が必要となり、船体抵抗が増大するために経済 的には不利といわれている。On the other hand, in the field of freight-only transportation, large-scale and ultra-high-speed motives are rapidly increasing due to changes in the production system, such as the production of small quantities of various products and overseas expansion of production bases. There is. In this case, enlarging the ultra-high-speed cargo ship in the same manner as the above-mentioned ultra-high-speed passenger ship requires huge hydrofoils, which increases the hull resistance and is economically disadvantageous.
【０００４】 そこで、図４(a) の側面図、同(b) の正面図に示すような船体を上部船体１と 下部船体２とで構成し、この両船体間の前後にストラット３を固定して設け、更 にこの下部船体２に水中翼４を突設した複合支持型の船舶が提案されている。こ の種船舶に関する先行技術としては特開平３−３２９９４号公報等がある。従来 は図５(a) に示す如く下部船体２の前後にほぼ同一の水中翼４を列設することが 多い。Therefore, a hull as shown in the side view of FIG. 4 (a) and the front view of FIG. 4 (b) is composed of an upper hull 1 and a lower hull 2, and struts 3 are fixed between the front and the rear of the hull. In addition, a composite support type ship in which hydrofoil 4 is projected on the lower hull 2 is proposed. As prior art relating to this type of ship, there is JP-A-3-32994. Conventionally, as shown in Fig. 5 (a), the same hydrofoil 4 is often installed in front and behind the lower hull 2.
【０００５】 かかる複合支持型船舶においては、図４(b) に示すように低速時には上部船体 １の下部が水中に没するｄ1 の吃水で航走する艇走状態と、高速になると水中翼 ４の揚力により上部船体１が水面上に浮上し、ｄ2 の吃水で航走する翼走状態と があり、翼走状態では翼揚力と下部船体２の浮力の双方で船全体の重量を支持し ている。[0005] In such composite-supported vessels, and FIG. 4 (b) and boat run state lower portion of the upper hull 1 is run Wataru in Kissui of d 1 submerged in the water at low speed as shown in, at a high speed hydrofoil upper hull 1 is floating on the water surface by 4 lift, there is a wing run state run Wataru in Kissui of d 2, support the weight of the entire ship both buoyancy wing lift and lower the hull 2 in the wings run state is doing.
【０００６】[0006]
図５(a) の如く、２つのほぼ同一大きさの水中翼４を下部船体２の前後に列設 した場合（前方の水中翼を前翼４Ａ、後方の水中翼を後翼４Ｂという）には、後 翼４Ｂ側では所定の揚力を得にくいということが、実験および数値解析結果から 判明している。 As shown in Fig. 5 (a), when two hydrofoils 4 of almost the same size are arranged in front and behind the lower hull 2 (the front hydrofoil is referred to as the front wing 4A and the rear hydrofoil is referred to as the rear wing 4B). It is known from experiments and numerical analysis results that it is difficult to obtain a predetermined lift on the rear wing 4B side.
【０００７】 一般に、流体が翼を通過した後の流れは、若干下向きの流れとなる。これを、 ダウンウオッシュ：down wash 現象という。従って、前翼を通過した後の流れは 多少下向きの流れとなって後翼に流れ込んでいくため、後翼側では迎角（attack angle) が小さくなり、所定の揚力を発生しないという現象が起こる。さらに、 図５(a) の下部船体付近の平面図、同(b) の下部船体付近の側面図に示す如く、 下部船体２の造波干渉によっても後翼付近における下向き流れが生じ、このため 上記と同様に後翼４Ｂ側では迎角が小さくなり、所望の揚力が得られない。図中 、Ｗは下部船体２から生起する波を示す。しかも下向きの流れは下部船体２の造 波干渉による影響の方が強いため、前翼４Ａの影響が小さくなる位置に後翼４Ｂ を離して設けても後翼４Ｂでは所定の揚力を得ることが困難である。さらに、後 翼４Ｂの付近では、下部船体２、ストラット３、前翼４Ａおよび前翼４Ａのフラ ップの影響で非常に複雑な流場を形成し、後翼４Ｂの最適な迎角が特定できない ことから、フラップを使用せずに所定の揚力を得ることが尚更むつかしい。所定 の揚力を得るためにフラップを使用すると、船体姿勢の制御力が減少することに なり、安定した航走が困難となる場合も生じる。Generally, the flow after the fluid has passed through the blade is a slightly downward flow. This is called a down wash phenomenon. Therefore, the flow after passing the front wing becomes a little downward flow and flows into the rear wing, so that the attack angle becomes smaller on the rear wing side and a predetermined lift force does not occur. Further, as shown in the plan view near the lower hull of Fig. 5 (a) and the side view near the lower hull of Fig. 5 (b), the downward flow near the rear wing is caused by the wave interference of the lower hull 2. Similarly to the above, the angle of attack becomes small on the rear wing 4B side, and the desired lift cannot be obtained. In the figure, W indicates a wave generated from the lower hull 2. Moreover, since the downward flow is more affected by the wave interference of the lower hull 2, even if the rear wing 4B is installed at a position where the influence of the front wing 4A is small, the rear wing 4B can obtain a predetermined lift. Have difficulty. Furthermore, near the rear wing 4B, a very complicated flow field is formed under the influence of the flaps of the lower hull 2, struts 3, front wing 4A and front wing 4A, and the optimum angle of attack of the rear wing 4B is identified. Because it is not possible, it is even more difficult to obtain a predetermined lift without using a flap. If flaps are used to obtain a predetermined lift, the controllability of the hull attitude will be reduced, which may make stable navigation difficult.
【０００８】 よって、２つ以上の同じ大きさの翼を下部船体に列設した場合、後方の翼迎角 が所定より小さくなるため船体姿勢の制御力の確保のためにフラップ角を０°と することを考慮すると全体として必要な揚力が得られず、結局、積載重量によっ ては充分な翼走状態を形成しえない事態も生じることとなる。Therefore, when two or more wings of the same size are arranged in a row in the lower hull, the angle of attack of the rear wing becomes smaller than a predetermined value, and thus the flap angle is set to 0 ° to secure the control force of the hull attitude. In consideration of this, the required lift force is not obtained as a whole, and in the end, a situation may occur in which a sufficient wing running state cannot be formed depending on the loaded weight.
【０００９】 本考案の目的は、下部船体に２つ以上の翼を列設する場合に、船体姿勢の制御 力を減少させずに揚力の減少を最小限に止める複合支持型船舶を提供することに ある。An object of the present invention is to provide a composite-supported ship in which, when two or more wings are arranged in a row on the lower hull, the decrease in lift is minimized without reducing the control force for hull attitude. It is in.
【００１０】[0010]
上記目的達成のため、本考案は、上部船体と下部船体とからなる船体を有し、 翼走時には下部船体の浮力と下部船体に突設した水中翼の揚力の両方で船体を支 持する複合支持型の船舶において、該下部船体の前後方向に複数列設した水中翼 のうち最前の水中翼を大きく、これより後方の水中翼を小さく形成したことを特 徴とする２以上の水中翼を有する複合支持型船舶である。 To achieve the above object, the present invention has a hull composed of an upper hull and a lower hull, and supports a hull with both the buoyancy of the lower hull and the lift of a hydrofoil protruding from the lower hull during wing flight. In a support-type vessel, two or more hydrofoils characterized in that the hydrofoil at the front of the hydrofoils arranged in multiple rows in the longitudinal direction of the lower hull are larger and the hydrofoils at the rear are smaller It is a composite support type ship that has.
【００１１】[0011]
艇走状態から船速を上げて翼走状態に移行する段階では所定の翼揚力を必要と するが、上記構成においては、最前の水中翼で翼走時に必要な揚力の大半が得ら れる。しかるに、ダウンウオッシュ現象で後方の翼において揚力が減少しても、 全体としての揚力には影響が小さくなり円滑な翼走状態を形成することができる 。また、最前の翼のフラップ角にも充分な余裕があるので、結局、船体姿勢の制 御力を充分に確保しながら揚力減少を最小限に止める船型が得られる。 A certain wing lift is required at the stage of increasing the boat speed from the boat running state to the wing running state, but in the above configuration, most of the lift required for wing running is obtained with the foremost hydrofoil. However, even if the lift on the rear wing is reduced due to the downwash phenomenon, the overall lift is less affected and a smooth wing running state can be formed. In addition, since the flap angle of the foremost wing has a sufficient margin, in the end, a hull form is obtained in which the lift reduction is minimized while the hull attitude control is sufficiently secured.
【００１２】[0012]
以下、本考案の実施例を図面を参照しながら説明する。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
【００１３】 図１は本考案にかかる複合支持型船舶の概略側面図、図２はその横断面図であ る。FIG. 1 is a schematic side view of a composite-support type ship according to the present invention, and FIG. 2 is a cross-sectional view thereof.
【００１４】 これらの図において、１は上部船体、２は下部船体、３はセンタストラット、 ４は水中翼、５はサイドストラット、６はウォータジェット噴出口、７は操縦室 等が配置されている上部構造物、Ｆは船首部、Ａは船尾部を示す。In these drawings, 1 is an upper hull, 2 is a lower hull, 3 is a center strut, 4 is a hydrofoil, 5 is a side strut, 6 is a water jet ejection port, 7 is a cockpit, etc. The upper structure, F indicates the bow, and A indicates the stern.
【００１５】 図示するように複合支持型の船型は、甲板上広い積載スペース８を有する上部 船体１と、この船底中央部に前後に垂下された断面翼状のセンタストラット３と 、この前後のセンタストラット３の下端部に上部船体１とほぼ同長の魚雷状の下 部船体２と、この下部船体２のストラットとほぼ同じ位置において両側に略水平 に突設した本実施例では前後２つの水中翼４（前方にある翼を前翼４Ａ、後方の 翼を後翼４Ｂという）から主になる。前翼４Ａ、後翼４Ｂの翼端部は、上部船体 １から垂下したサイドストラット５により支持されている。なお、前翼４Ａ、後 翼４Ｂには船体の姿勢制御等のための複数のフラップ（図示せず）がそれぞれ付 設されている。航走中には後部のセンタストラット３の下方の下部船体２に設け た吸入口（図示せず）からウォータジェットポンプにより水を吸引して船尾端の 噴出口６より高速で噴射して船体が前進推力を得るようになっている。As shown in the figure, the composite-support type hull has an upper hull 1 having a large loading space 8 on the deck, a center strut 3 having a wing-shaped cross section that hangs back and forth at the center of the bottom of the hull, and front and rear center struts. In this embodiment, a torpedo-shaped lower hull 2 having substantially the same length as that of the upper hull 1 is provided at the lower end of 3, and substantially two horizontal wings projecting on both sides at substantially the same position as the struts of the lower hull 2 in this embodiment. 4 (the front wing is the front wing 4A, the rear wing is the rear wing 4B). The wing ends of the front wing 4A and the rear wing 4B are supported by side struts 5 hanging from the upper hull 1. The front wing 4A and the rear wing 4B are each provided with a plurality of flaps (not shown) for controlling the attitude of the hull and the like. During navigation, water is sucked from a suction port (not shown) provided in the lower hull 2 below the rear center strut 3 by a water jet pump and jetted at high speed from a jet end 6 at the stern end to It is designed to obtain forward thrust.
【００１６】 かかる複合支持型船舶の前進航走状態には、前述した通り艇走状態と翼走状態 の２つがある。すなわち、港湾内や離着岸時等の低速時には水中翼４の揚力が無 くなるので、上部船体１が着水して航走する艇走状態と、高速走行時には前後の 翼に発生する揚力と下部船体２の浮力とで船の全重量を支持して上部船体１を水 面ＷＬ上に浮上させて航走する翼走状態である。そのため、翼走に必要な揚力が 前後の水中翼４から得られなければならないが、前述の如く下部船体２の造波干 渉等による下向き流れにより後翼４Ｂでの迎角が小さくなって揚力が減少するこ とを考慮する必要がある。As described above, there are two forward running states of the composite-support type ship, namely, a boat running state and a wing running state. That is, since the hydrofoil 4 has no lift at low speeds such as in a harbor or at the time of departure / arrival from a shore, the boat is in a running state where the upper hull 1 is in contact with water and the lift generated on the front and rear wings at high speed. With the buoyancy of the lower hull 2, the entire weight of the ship is supported, and the upper hull 1 is floated above the water surface WL for sailing. Therefore, the lift required for wing running must be obtained from the front and rear hydrofoils 4, but as described above, the angle of attack at the rear wing 4B becomes smaller due to the downward flow due to the wave-making interference of the lower hull 2 and the like. Should be taken into account.
【００１７】 そこで、本考案では、図３(a) の下部船体付近の平面図に示すように前翼４Ａ が大きく、後翼４Ｂが小さく形成されている。つまり、翼走に必要な揚力を発生 するメインの翼を前翼４Ａに担わせる。そのため、これに対応できるように後翼 ４Ｂよりも前翼４Ａの翼幅ないし弦長を大きく、即ち、翼面積を大きく形成して ある。この場合、翼の平面形状は従来のように先細りのテーパ状にせず（図５） 、翼の弦長を翼幅方向にほぼ一定又は末広がり状にして下部船体の影響の少ない 外側部分の翼面積を大きく確保した形状とすると、更に揚力の減少は小さくなる 。Therefore, in the present invention, the front wing 4A is large and the rear wing 4B is small as shown in the plan view of the vicinity of the lower hull of FIG. 3 (a). That is, the front wing 4A is made to bear the main wing that generates the lift required for wing running. Therefore, in order to cope with this, the blade width or chord length of the front blade 4A is made larger than that of the rear blade 4B, that is, the blade area is made larger. In this case, the plane shape of the wing is not tapered as in the past (Fig. 5), but the chord length of the wing is almost constant in the span width direction or widened toward the end, and the wing area of the outer part where the influence of the lower hull is small If the shape is secured to be large, the reduction in lift will be even smaller.
【００１８】 一方、後翼４Ｂは翼幅等を小さくして翼面積の小さいものに形成されており、 全体としての揚力減少量が最小限にすることができるようになっている。かかる 技術的思想は、上記実施例のように２つの翼を列設した場合のみならず、図３(b ) の如く３つ以上の翼を列設した場合にも適用できる。即ち、最前の翼４Ａをメ インの翼としてこれを大きく形成し、これより後方の翼４Ｂは小さくする。On the other hand, the rear blade 4B is formed to have a small blade area by reducing the blade width, etc., so that the lift reduction amount as a whole can be minimized. Such a technical idea can be applied not only when two blades are arranged in a row as in the above-mentioned embodiment but also when three or more blades are arranged as shown in FIG. 3 (b). That is, the foremost blade 4A is used as the main blade to make it large, and the blade 4B behind it is made smaller.
【００１９】 なお、後翼４Ｂにおける揚力は小さいので、翼走時にトリムモーメントが発生 しないよう船の重心位置と前翼４Ａの揚力作用点および後翼４Ｂの揚力作用点と が適切な位置関係となるよう設計する必要がある。Since the lift force on the rear wing 4B is small, the position of the center of gravity of the ship and the lift action point of the front wing 4A and the lift force action point of the rear wing 4B have an appropriate positional relationship so that a trim moment is not generated when the wing is running. Need to be designed.
【００２０】 上記のように構成することによって、艇走状態から船速を大きくして翼走状態 に移行する段階及びその翼走時の揚力は、主にメインの翼である前翼４Ａで得ら れる。そして、船体後部における下向き流れが発生しても後翼４Ｂの発生揚力が 小さいので全体としては影響が小さく、所定の揚力は確保され円滑な航行に支障 を来すことがない。また、後翼４Ｂ付近の流場は、下部船体２、センタストラッ ト３、前翼４Ａおよび前翼４Ａのフラップの影響で非常に複雑で揚力が発生しに くいが、もともと後翼４Ｂでの揚力はさほど期待せず小さく形成してあるため、 揚力が減少しても全体の揚力減少は最小限に止められる。With the above-described configuration, the stage of increasing the boat speed from the boat running state to the wing running state and the lift force during the wing running are obtained mainly by the front wing 4A which is the main wing. Be released. Even if downward flow occurs in the rear part of the hull, the lift generated by the rear wing 4B is small, so the effect is small as a whole, and the predetermined lift is secured and smooth navigation is not hindered. Also, the flow field near the rear wing 4B is very complicated due to the flaps of the lower hull 2, the center strut 3, the front wing 4A and the front wing 4A, and it is difficult for lift to occur. Since the lift is designed to be small without much expectation, even if the lift is reduced, the overall decrease in lift can be minimized.
【００２１】[0021]
以上説明したように、本考案によれば、複合支持型船舶において下部船体に列 設した複数の水中翼がある場合に、最前の翼を大きく、後方の翼を小さく構成し たので、翼走状態の形成に必要な揚力を主に最前の翼から得ることができる結果 、下部船体の造波干渉等によって不可避的に生じる下向き流れによって後方の翼 の揚力が小さくなったとしても充分な船体姿勢制御力を有しながら全体として必 要な揚力が確保される。 As described above, according to the present invention, when there are a plurality of hydrofoils arranged in a row on the lower hull of a composite-support type ship, the front wings are configured to be large and the rear wings are configured to be small. As a result of being able to obtain the lift necessary to form the state mainly from the foremost wing, sufficient hull attitude even if the aft wing's lift becomes small due to the downward flow inevitably caused by wave interference of the lower hull. The required lift is secured as a whole while having controllability.
【００２２】 よって、本考案によれば充分な船体姿勢制御力を確保しながら揚力の減少を最 小限に抑えて所定の揚力を有する複合支持型船舶を得ることができる。Therefore, according to the present invention, it is possible to obtain the composite-supported ship having a predetermined lift while suppressing the decrease of the lift to the minimum while ensuring a sufficient hull attitude control force.
【図１】本考案の適用例である複合支持型船舶の側面図
である。FIG. 1 is a side view of a composite support type ship to which the present invention is applied.
【図２】同横断面図である。FIG. 2 is a transverse sectional view of the same.
【図３】(a) は２つの水中翼を設けた場合の下部船体の
平面図であり、(b) は３つ水中翼を設けた場合の同平面
図である。FIG. 3A is a plan view of a lower hull when two hydrofoils are provided, and FIG. 3B is a plan view when three hydrofoils are provided.
【図４】(a) 、(b) は、複合支持型船舶における航走状
態を示すための側面図と正面図である。4 (a) and 4 (b) are a side view and a front view showing a sailing state of the composite support type ship.
【図５】(a) 、(b) は、下部船体の造波干渉等による下
向き流れを説明するための下部船体付近の平面図と側面
図である。5 (a) and 5 (b) are a plan view and a side view in the vicinity of a lower hull for explaining a downward flow due to wave-forming interference of the lower hull.
１…上部船体 ２…下部船体 ３…センタストラット ４…水中翼 ４Ａ…前翼（最前の水中翼） ４Ｂ…後翼（後方の水中翼） ５…サイドストラット 1 ... Upper hull 2 ... Lower hull 3 ... Center strut 4 ... Hydrofoil 4A ... Front wing (front hydrofoil) 4B ... Rear wing (rear hydrofoil) 5 ... Side strut
Claims (1)
し、翼走時には下部船体の浮力と下部船体に突設した水
中翼の揚力の両方で船体を支持する複合支持型の船舶に
おいて、該下部船体の前後方向に複数列設した水中翼の
うち最前の水中翼を大きく、これより後方の水中翼を小
さく形成したことを特徴とする２以上の水中翼を有する
複合支持型船舶。1. A composite support type ship having a hull composed of an upper hull and a lower hull, and supporting the hull by both the buoyancy of the lower hull and the lift of a hydrofoil protruding from the lower hull during wing running, A composite-supported ship having two or more hydrofoils, wherein the hydrofoil at the front of the hydrofoils arranged in a plurality of rows in the front-rear direction of the lower hull is made larger and the hydrofoils at the rear of the hydrofoil are made smaller.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6941291U JPH0520991U (en) | 1991-08-30 | 1991-08-30 | Composite supported vessel with two or more hydrofoils |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6941291U JPH0520991U (en) | 1991-08-30 | 1991-08-30 | Composite supported vessel with two or more hydrofoils |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0520991U true JPH0520991U (en) | 1993-03-19 |
Family
ID=13401870
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6941291U Pending JPH0520991U (en) | 1991-08-30 | 1991-08-30 | Composite supported vessel with two or more hydrofoils |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0520991U (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS52131389A (en) * | 1976-04-26 | 1977-11-04 | Boeing Co | Fence for hydrofoil of hydrofoil craft |
| JPS6154382A (en) * | 1984-08-27 | 1986-03-18 | Mitsubishi Heavy Ind Ltd | Semisubmersible single-body ship |
| JPH01311980A (en) * | 1988-06-10 | 1989-12-15 | Ibuki Kogyo Kk | Semi-submerged marine vessel |
-
1991
- 1991-08-30 JP JP6941291U patent/JPH0520991U/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS52131389A (en) * | 1976-04-26 | 1977-11-04 | Boeing Co | Fence for hydrofoil of hydrofoil craft |
| JPS6154382A (en) * | 1984-08-27 | 1986-03-18 | Mitsubishi Heavy Ind Ltd | Semisubmersible single-body ship |
| JPH01311980A (en) * | 1988-06-10 | 1989-12-15 | Ibuki Kogyo Kk | Semi-submerged marine vessel |
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