WO2016080001A1 - ツインスケグ船 - Google Patents

ツインスケグ船 Download PDF

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Publication number
WO2016080001A1
WO2016080001A1 PCT/JP2015/053357 JP2015053357W WO2016080001A1 WO 2016080001 A1 WO2016080001 A1 WO 2016080001A1 JP 2015053357 W JP2015053357 W JP 2015053357W WO 2016080001 A1 WO2016080001 A1 WO 2016080001A1
Authority
WO
WIPO (PCT)
Prior art keywords
ship
skeg
propeller
width direction
twin
Prior art date
Application number
PCT/JP2015/053357
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
松本　大輔
Original Assignee
三菱重工業株式会社
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 三菱重工業株式会社 filed Critical 三菱重工業株式会社
Priority to KR1020167003388A priority Critical patent/KR20160075493A/ko
Priority to CN201580001663.8A priority patent/CN105829204B/zh
Priority to US14/911,268 priority patent/US20160347417A1/en
Publication of WO2016080001A1 publication Critical patent/WO2016080001A1/ja

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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
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/08—Shape of aft part
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/42—Shaft brackets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H1/00—Propulsive elements directly acting on water
    • B63H1/02—Propulsive elements directly acting on water of rotary type
    • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
    • B63H1/14—Propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H1/00—Propulsive elements directly acting on water
    • B63H1/02—Propulsive elements directly acting on water of rotary type
    • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
    • B63H1/14—Propellers
    • B63H1/28—Other means for improving propeller efficiency
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/42—Shaft brackets
    • B63B2003/425—Shaft brackets having features not related to structural construction, e.g. hydrodynamic properties or bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H1/00—Propulsive elements directly acting on water
    • B63H1/02—Propulsive elements directly acting on water of rotary type
    • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
    • B63H1/14—Propellers
    • B63H1/28—Other means for improving propeller efficiency
    • B63H2001/283—Propeller hub caps with fins having a pitch different from pitch of propeller blades, or a helix hand opposed to the propellers' helix hand
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

Definitions

  • the present invention relates to a twin skeg ship in which a pair of left and right skegs provided at the bottom of a stern are each provided with a propeller shaft.
  • a twin skeg ship in which a pair of left and right skegs are provided on the bottom of the stern to form a tunnel-shaped bottom bottom recess between the left and right skegs, and a propeller shaft is provided on each of the pair of left and right skegs.
  • Patent Document 1 discloses a configuration in which fins extending in the left-right direction are provided between left and right skegs. In this configuration, between the left and right skegs, the flow through the part on the tunnel surrounded by the skegs on both sides hits the fins, generating lift, and propulsion performance using a part of the lift for forward force To improve.
  • Patent Document 2 discloses a configuration in which fins are provided on the inner wall surfaces of a pair of left and right skegs. This fin is provided so as to have an angle of attack with respect to the vertical vortex generated between the left and right skegs. According to such a configuration, when the vertical vortex hits the fin, a lift having a forward direction component is generated, and thus the propulsion performance is improved by the forward direction component.
  • Patent Document 3 discloses a configuration in which a cylindrical duct having a larger diameter on the bow side than on the stern side is provided in front of the propeller. According to this configuration, the flow to the propeller is rectified by the cylindrical duct and the propulsion performance is improved.
  • An object of this invention is to provide the twin skeg ship which can improve a propulsion performance.
  • a twin-skeg ship includes a pair of left and right skegs provided at the bottom of a stern, a propeller provided behind each of the pair of left and right skegs, and a front of each propeller. And the fin provided only on the inner side in the ship width direction with respect to the skeg and extending radially from the rotation center of the propeller.
  • the fin is provided only on the inner side in the ship width direction with respect to the skeg in front of the propeller, so that the flow on the inner side in the width direction on the skeg can be increased or decreased by the fin in front of the propeller. Thereby, the wake gain in the left and right propellers can be increased.
  • the flow inside the ship width direction with respect to the skeg may be slower than the flow outside the ship width direction with respect to the skeg.
  • the specific resistance of the fin provided only on the inner side in the width direction of the skeg can be reduced, and the slow flow on the inner side in the width direction of the skeg is increased by the fin in front of the propeller. By speeding up or decelerating, the wake gain of the propeller can be effectively increased and the propulsion performance can be improved.
  • the fins may increase the upward flow generated inside the skeg in the ship width direction in front of the propeller. In this way, by providing the fin in the region that strengthens the upward flow generated inside the ship width direction of the skeg, the wake gain of the propeller can be effectively increased and the propulsion performance can be improved.
  • the rotation direction of the propeller may be an inward rotation that rotates from the outer side in the ship width direction toward the inner side in the ship width direction at the upper part of the propeller. According to such a configuration, the upward flow generated on the inner side in the ship width direction of the skeg strengthened by the fins becomes stronger in the direction opposite to the rotation direction of the propeller. Therefore, the wake gain of the propeller can be effectively increased and the propulsion performance can be improved.
  • the fins may weaken an upward flow generated inside the skeg in the ship width direction in front of the propeller. In this manner, by providing the fin in the region that weakens the upward flow generated inside the ship width direction of the skeg, the wake gain of the propeller can be effectively increased and the propulsion performance can be improved.
  • the rotation direction of the propeller may be an outward rotation that rotates from the inner side in the ship width direction toward the outer side in the ship width direction at the upper part of the propeller. According to such a configuration, even when the propeller rotates outwardly from the inner side in the widthwise direction toward the outer side in the widthwise direction at the upper part, the width of the skeg in the forward direction of the propeller is increased by the fins. By weakening the inner flow, the flow in the same direction as the rotation direction of the propeller is weakened, and the wake gain in the left and right propellers can be increased and the propulsion performance can be improved.
  • a cylindrical shape is provided in front of the propeller, straddling the ship width direction inner side and the ship width direction outer side of the skeg, and the outer diameter gradually decreases from the bow side toward the stern side.
  • a duct may be further provided.
  • the twin skeg ship further includes a semi-cylindrical duct that is provided in front of the propeller and only on the inner side in the ship width direction with respect to the skeg, and whose outer diameter gradually decreases from the bow side toward the stern side. You may do it.
  • a semi-cylindrical duct that is provided in front of the propeller and only on the inner side in the ship width direction with respect to the skeg, and whose outer diameter gradually decreases from the bow side toward the stern side. You may do it.
  • the flow toward the propeller is increased by passing through the duct, and thrust in the forward direction is generated, so that the propulsion performance can be improved.
  • a duct does not exist in the ship width direction outer side of skeg. Therefore, the specific resistance by the duct can be reduced as compared with the case where the duct is exposed to the outside of the skeg in the ship width direction. As a result, the thrust by the duct increases, and the propulsion performance can be improved more effectively.
  • the duct may be supported by an end portion or an intermediate portion on the outer peripheral side of the fin.
  • the propulsion performance can be improved by increasing the wake gain of the propeller by accelerating or decelerating the flow in the ship width direction with respect to the skeg by the fins. .
  • FIG. 2 is a rear view of the stern portion of the twin skeg ship as viewed from the rear, showing a cross section D1-D1, a cross section D2-D2, a cross section D3-D3, and a cross section D4-D4 of FIG. It is a figure which shows the result of having analyzed in detail the flow field in front of the propeller on the port side of a certain twin skeg ship where a pair of left and right propellers rotate inward as viewed from the stern side.
  • FIG. 1 is a left side view of the stern portion starboard side of the twin-skeg ship according to the first embodiment of the present invention as seen from the port side.
  • FIG. 2 is a rear view of the stern portion of the twin-skeg ship as viewed from the rear.
  • the twin skeg ship 1 in this embodiment includes a skeg 2 and a propeller 10.
  • the stern hull 3 which is the stern 1b of the hull of the twin skeg ship 1, has an inclined surface 4s that gradually inclines upward as the bottom 4 moves from the bow (not shown) side to the stern 1b side. Further, the ship bottom 4 of the stern hull 3 is formed such that the width dimension in the ship width direction gradually decreases from the bow (not shown) side toward the stern 1b side.
  • the skeg 2 is provided on the inclined surface 4s of the ship bottom 4 in a pair of left and right symmetrically across the inner side C in the ship width direction with an interval in the ship width direction.
  • Each of the pair of left and right skegs 2 extends downward from the inclined surface 4s of the bottom 4 of the stern hull 3, and is provided to protrude rearward in the horizontal direction from the inclined surface 4s.
  • a pair of left and right skegs 2 and an inclined surface 4 s of the bottom 4 are formed below the stern hull 3 to form a bottom recess 5 surrounded by the pair of left and right skegs 2 and the inclined surface 4 s of the bottom 4.
  • the ship bottom recess 5 is formed so that its cross-sectional area gradually decreases toward the stern 1b.
  • each skeg 2 a cylindrical boshing 6 protruding rearward is provided at the rear end portion of each skeg 2.
  • the propeller 10 is provided at each rear end of the pair of left and right skegs 2.
  • Each propeller 10 is connected to a main engine (not shown) provided in the stern hull 3 via a propeller shaft 12.
  • One end of the propeller shaft 12 is connected to the main engine (not shown) in the stern hull 3, and the other end 12 b extends toward the stern 1 b, and protrudes from the stern hull 3 to the rear of the skeg 2 through the bossing 6.
  • the propeller 10 is integrally attached to the other end 12 b of the propeller shaft 12 protruding rearward from the skeg 2.
  • Such a propeller 10 rotates in a predetermined direction when the propeller shaft 12 is driven to rotate around its central axis by a main machine (not shown) provided in the stern hull 3, and exhibits the propulsive force of the twin skeg ship 1. To do.
  • the rotation direction of the propeller 10 provided at the rear end of each of the pair of left and right skegs 2 is an inner rotation R2, R1 that rotates from the outer side in the ship width direction toward the inner side C in the ship width direction at the upper part of the propeller 10.
  • a fin 20 is provided in front of the pair of left and right propellers 10.
  • a plurality of fins 20 are provided so as to protrude radially from the rotation center of the propeller 10 on the outer peripheral surface of the boshing 6 provided to protrude rearward from the rear end portion of the skeg 2. Sheet).
  • the fin 20 is provided on the inner side C side in the ship width direction with respect to the pair of left and right skegs 2. That is, the fins 20 are provided in the bossing 6 so as to protrude from the outer circumferential surface 6 s on the inner side C side in the ship width direction into the space in the ship bottom recess 5.
  • These fins 20 impart outward flows F1 and F2 in the direction opposite to the rotation direction of the propeller 10 positioned behind the fins 20, that is, in the upper part of the propeller 10, from the inner side C side to the outer side in the ship width direction. .
  • FIG. 3 is a diagram showing the result of detailed analysis of the flow field immediately before the port-side propeller 10 in the port-side skeg 2 of the twin-skeg ship 1 in which the pair of left and right propellers 10 goes inwardly.
  • the direction of the arrow indicates the direction of the flow in the plane
  • the length of the arrow indicates the size of the flow
  • the circle indicates the turning radius of the propeller 10.
  • the fins 20 provided on the inner side C side in the ship width direction with respect to the skeg 2 are provided in a region where an upward flow Fs in the direction opposite to the rotation direction R2 of the propeller 10 is generated.
  • the fin 20 on the port side is provided with a flow F2 in the outward direction in the upper part of the propeller 10, which is the direction opposite to the rotation direction of the propeller 10 located behind the propeller 10.
  • the generated upward flow Fs that is in the direction opposite to the rotation direction R2 of the propeller 10 is increased and strengthened.
  • the starboard-side fin 20 is generated in front of the starboard-side propeller 10 by applying an outward flow F1 in the upper part of the propeller 10, which is opposite to the rotation direction of the propeller 10 located behind the starboard-side fin 20.
  • the upward flow Fs which is the flow in the direction opposite to the rotation direction R1 of the propeller 10, is strengthened.
  • Enhance the wake gain in the left and right propellers 10 by strengthening the upward flow Fs in the direction opposite to the rotation directions R1 and R2 of the propellers 10 generated in front of the left and right propellers 10 by the fins 20 described above.
  • the fins 20 extending radially only on the inner side C in the ship width direction with respect to the skeg 2 are provided in front of the pair of left and right propellers 10.
  • the flow on the inner side C in the ship width direction can be strengthened in the skeg 2 in front of the propeller 10. Accordingly, the wake gain in the left and right propellers 10 can be increased, so that the flow can be efficiently collected and the propulsion performance can be improved.
  • the flow Fs on the inner side C in the width direction of the ship is slower than the flow on the outer side in the width direction of the skeg 2.
  • the specific resistance of the fin 20 can be reduced, and the slow flow Fs in the ship width direction inner side C of the skeg 2 is accelerated by the fin 20 in front of the propeller 10.
  • the wake gain of the propeller 10 can be effectively increased and the propulsion performance can be improved.
  • the wake gain of the propeller 10 can be effectively increased and the propulsion performance can be improved.
  • the rotation direction of the propeller 10 is an inward rotation that rotates from the outer side in the ship width direction toward the inner side C in the ship width direction at the upper part of the propeller 10.
  • the upward flow Fs generated by the fins 20 on the inner side C side of the skeg 2 in front of the propeller 10 is opposite to the rotation direction of the propeller 10. Therefore, in the left and right propellers 10 rotating inward, the wake gain can be effectively increased and the propulsion performance can be improved.
  • FIG. 4 is a rear view of the stern portion of the twin-skeg ship in the modification of the first embodiment of the present invention as viewed from the rear.
  • the left and right propellers 10 rotate in the inward direction at the upper part of the propeller 10, but the present invention is not limited to this.
  • the fins 20 are inward in the ship width direction with respect to the pair of left and right skegs 2 as in the above embodiment. You may provide radially on the C side.
  • the fin 20 can weaken the flow in the same direction as the rotation direction of the outer propeller 10, so that the wake gain can be increased and the propulsion performance can be improved.
  • FIG. 5 is a left side view of the stern portion starboard side of the twin-skeg ship according to the second embodiment of the present invention as seen from the port side.
  • FIG. 6 is a rear view of the stern portion of the twin-skeg ship shown in FIG. 5 as viewed from the rear. As shown in FIGS.
  • the twin skeg ship 1 in this embodiment includes a pair of left and right skegs 2 and a propeller 10 as in the first embodiment.
  • the rotation direction of the propeller 10 provided at the rear end of each of the pair of left and right skegs 2 is the inner rotations R2 and R1 that rotate from the outer side in the ship width direction toward the inner side C in the ship width in the upper part of the propeller 10. Yes.
  • a fin 20 is provided in front of the pair of left and right propellers 10.
  • the fins 20 are provided radially so as to protrude from the outer circumferential surface 6 s on the inner side C side in the ship width direction in the bossing 6 into the space in the ship bottom recess 5.
  • These fins 20 impart outward flows F1 and F2 in the direction opposite to the rotation direction of the propeller 10 positioned behind the fins 20, that is, in the upper part of the propeller 10, from the inner side C side to the outer side in the ship width direction. .
  • a cylindrical duct 30 is provided in front of the propeller 10.
  • the duct 30 has a circular cylindrical shape when viewed from the stern 1b side, and is arranged concentrically with the bossing 6 as a center.
  • the duct 30 is supported by being fixed to the end portions on the outer peripheral side of the plurality of fins 20 extending radially from the boshing 6. That is, the duct 30 is fixed to the bossing 6 with the plurality of fins 20 as support members.
  • the duct 30 is formed in a tapered shape so that its outer diameter gradually decreases from the bow side toward the stern 1b side. Further, the duct 30 has the same length in the ship length direction in the circumferential direction.
  • the upward flow Fs in the direction opposite to the rotation directions R1 and R2 of the propeller 10 is generated in front of the propeller 10 by the fins 20 provided on the inner side C in the ship width direction with respect to the skeg 2. Is increased, the wake gain is increased in the left and right propellers 10. Further, since the outer diameter of the duct 30 gradually decreases toward the propeller 10 on the stern 1b side, the flow velocity in the duct 30 increases on the stern 1b side. Accordingly, forward thrust is generated in the duct 30.
  • the flow on the direction inner side C can be strengthened. Accordingly, the wake gain in the left and right propellers 10 can be increased, and the propulsion performance can be improved by efficiently collecting the flow.
  • twin skeg ship 1 in this embodiment has an outer diameter from the bow side toward the stern 1b side so as to straddle the ship width direction inner side C side and the ship width direction outer side of the skeg 2 in front of the propeller 10.
  • FIG. 7 is a left side view of the stern portion starboard side of the twin-skeg ship in the modification of the second embodiment of the present invention as seen from the port side.
  • FIG. 8 is a rear view of the stern portion of the twin-skeg ship shown in FIG. 7 as viewed from the rear.
  • the duct 30 is fixed to the end portions on the outer peripheral side of the plurality of fins 20 so that the duct 30 has the same diameter as the outer peripheral side of the plurality of fins 20. Absent.
  • the duct 30 has a diameter smaller than the diameter on the outer peripheral side of the plurality of fins 20, and the duct 30 is fixed at an intermediate portion of the plurality of fins 20. Good.
  • the propulsion performance can be improved as in the second embodiment.
  • FIG. 9 is a rear view of the stern portion of the twin-skeg ship according to the third embodiment of the present invention as seen from the rear.
  • the twin skeg ship 1 in this embodiment includes a pair of left and right skegs 2 and a propeller 10 as in the first and second embodiments.
  • the rotation direction of the propeller 10 provided at the rear end of each of the pair of left and right skegs 2 is the inner rotations R2 and R1 that rotate from the outer side in the ship width direction toward the inner side C in the ship width in the upper part of the propeller 10. Yes.
  • a fin 20 is provided in front of the pair of left and right propellers 10.
  • the fins 20 are provided radially so as to protrude from the outer circumferential surface 6 s on the inner side C side in the ship width direction in the bossing 6 into the space in the ship bottom recess 5.
  • These fins 20 impart outward flows F1 and F2 in the direction opposite to the rotation direction of the propeller 10 positioned behind the fins 20, that is, in the upper part of the propeller 10, from the inner side C side to the outer side in the ship width direction. .
  • a semi-cylindrical duct 40 is provided in front of the propeller 10.
  • the duct 40 has a semicircular cylindrical shape when viewed from the stern 1b side, and is disposed concentrically around the boshing 6 on the inner side C side in the ship width direction of the boshing 6.
  • the duct 40 is supported by being fixed to the end portions on the outer peripheral side of the plurality of fins 20 extending radially from the boshing 6. That is, the duct 40 is fixed to the bossing 6 with the plurality of fins 20 as support members.
  • the duct 40 is formed in a tapered shape so that the outer diameter of curvature of its outer peripheral surface gradually decreases from the bow side toward the stern 1b side. Further, the duct 40 has the same length in the ship length direction in the circumferential direction.
  • the upward flow Fs in the direction opposite to the rotation directions R1 and R2 of the propeller 10 is generated in front of the propeller 10 by the fins 20 provided on the inner side C in the ship width direction with respect to the skeg 2. Is increased, the wake gain is increased in the left and right propellers 10. Furthermore, since the outer diameter of the duct 40 gradually decreases toward the propeller 10 on the stern 1b side, the flow on the downstream side of the skeg 2 is increased on the inner side C side in the ship width direction with respect to the skeg 2. Therefore, forward thrust is generated in the duct 40.
  • the skeg 2 is placed in front of the propeller 10 by the fins 20 provided in front of the pair of left and right propellers 10 as in the first and second embodiments.
  • the flow on the inner side C in the ship width direction can be increased. Accordingly, the wake gain in the left and right propellers 10 can be increased, and the propulsion performance can be improved by efficiently collecting the flow.
  • the twin skeg ship 1 in this embodiment has a semi-cylindrical duct 40 whose outer diameter is gradually reduced from the bow side toward the stern 1b side only in the ship width direction inner side C of the skeg 2 in front of the propeller 10. It has. By passing through the duct 40, the flow toward the propeller 10 is increased. Accordingly, thrust in the forward direction is generated in the duct 40, so that the propulsion performance can be improved.
  • the duct 40 does not exist outside the skeg 2 in the ship width direction. Therefore, the specific resistance by the duct 40 can be reduced as compared with the case where the duct 30 is exposed to the outside in the ship width direction of the skeg 2 as in the second embodiment. As a result, the thrust by the duct 40 increases and the propulsion performance can be improved more effectively.
  • FIG. 10 is a rear view of the stern portion of the twin-skeg ship as viewed from the rear according to a modification of the third embodiment of the present invention.
  • the duct 40 is fixed to the outer peripheral side end portions of the plurality of fins 20 so that the duct 40 has the same diameter as the outer peripheral side of the plurality of fins 20. Absent. As shown in FIG. 10, the duct 40 may have a diameter smaller than the diameter on the outer peripheral side of the plurality of fins 20, and the duct 40 may be fixed at an intermediate portion of the plurality of fins 20. In such a modification of the third embodiment, the propulsion performance can be improved as in the third embodiment.
  • the present invention is not limited to the above-described embodiments, and includes various modifications made to the above-described embodiments without departing from the spirit of the present invention. That is, the specific shapes, configurations, and the like given in the embodiment are merely examples, and can be changed as appropriate.
  • the plurality of fins 20 are provided radially, but the number of installations and the installation angle are not limited at all.
  • the ducts 30 and 40 are provided on the outer peripheral portion of the fin 20. However, the ducts 30 and 40 may be separately provided with a position shifted from the fin 20 in the ship length direction.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Excavating Of Shafts Or Tunnels (AREA)
PCT/JP2015/053357 2014-11-18 2015-02-06 ツインスケグ船 WO2016080001A1 (ja)

Priority Applications (3)

Application Number Priority Date Filing Date Title
KR1020167003388A KR20160075493A (ko) 2014-11-18 2015-02-06 트윈스케그선
CN201580001663.8A CN105829204B (zh) 2014-11-18 2015-02-06 双尾鳍船
US14/911,268 US20160347417A1 (en) 2014-11-18 2015-02-06 Twin skeg ship

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2014233257A JP6422020B2 (ja) 2014-11-18 2014-11-18 ツインスケグ船
JP2014-233257 2014-11-18

Publications (1)

Publication Number Publication Date
WO2016080001A1 true WO2016080001A1 (ja) 2016-05-26

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PCT/JP2015/053357 WO2016080001A1 (ja) 2014-11-18 2015-02-06 ツインスケグ船

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US (1) US20160347417A1 (zh)
JP (1) JP6422020B2 (zh)
KR (1) KR20160075493A (zh)
CN (1) CN105829204B (zh)
WO (1) WO2016080001A1 (zh)

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