JPH0476837B2 - - Google Patents
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- Publication number
- JPH0476837B2 JPH0476837B2 JP58191805A JP19180583A JPH0476837B2 JP H0476837 B2 JPH0476837 B2 JP H0476837B2 JP 58191805 A JP58191805 A JP 58191805A JP 19180583 A JP19180583 A JP 19180583A JP H0476837 B2 JPH0476837 B2 JP H0476837B2
- Authority
- JP
- Japan
- Prior art keywords
- ship
- nozzle
- hull
- bow
- flow
- 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.)
- Expired - Lifetime
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Description
【発明の詳細な説明】
本発明は、船体の水面下の部分に流体噴出用ノ
ズルをそなえたノズル式操船装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a nozzle-type marine vessel maneuvering device that is provided with a fluid ejection nozzle in a portion of a hull below the water surface.
従来、水面下における船体表面の開口から海水
を噴き出して操船する手段としては、第１，２図
に示すようなサイドスラスタがあり、船体１の船
首部の水面下において、船体横方向にトンネル６
が形成され、このトンネル６内にインペラ７がス
トラツト８を介して支持されている。 Conventionally, there is a side thruster as shown in FIGS. 1 and 2 as a means for maneuvering a ship by spouting seawater from an opening on the surface of the ship's hull under water.
is formed, and an impeller 7 is supported within this tunnel 6 via struts 8.
なお、図中の符号２は船首端、３は船底面、４
は喫水面（海面）、５ｐ，５ｓは船側部の船体外
板面を示しており、ストラツト８はトンネル６内
の水流を整流するガイドベーンを兼ねている。 In addition, the code 2 in the figure is the bow end, 3 is the bottom surface, and 4 is the bow end.
denotes the draft surface (sea level), 5p and 5s denote the outer surface of the hull at the side of the ship, and the struts 8 also serve as guide vanes for rectifying the water flow in the tunnel 6.
このようなサイドスラスタを船体１の停止状態
で作動させると、第４図に示すように、インペラ
の作用によりトンネル６内へ吸入される流れＣを
生じるとともに、その流れは同トンネル６から船
外へ噴流Ｄとして噴出される。 When such a side thruster is operated with the hull 1 at rest, as shown in FIG. It is ejected as a jet D.
そして噴流Ｄの先端は、船体まわりの流れＥと
なり、停船時には、第４図に示すごとく、トンネ
ル６のスラスタ噴流の噴出側近傍における船体表
面領域f0では、上記流れＥに伴つて誘起された圧
力分布が隣接領域と比べて相対的に正圧となる。 The tip of the jet D becomes a flow E around the hull, and when the ship is stopped, as shown in Fig. 4, in the hull surface region f 0 near the ejection side of the thruster jet of the tunnel 6, a flow E is induced along with the flow E. The pressure distribution is relatively positive compared to adjacent areas.
またトンネル６のスラスタ噴流の吸入側近傍に
おける船体表面領域g0では、トンネル６内へ吸入
される流れＣの影響を受けて相対的に負圧を生じ
るようになる。 Further, in the hull surface region g 0 near the suction side of the thruster jet of the tunnel 6, a relatively negative pressure is generated under the influence of the flow C sucked into the tunnel 6.
したがつて船体両舷側の圧力不均衡により、そ
の合力としての誘起力Ｆが、このサイドスラスタ
の推力Ｔと同じ向きを持つように生じる。すなわ
ち、横押力（Ｔ＋Ｆ）が発生するようになり、通
常の船舶では、
Ｆ／（Ｔ＋Ｆ）＝0.4〜0.5
となつてトンネル型のサイドスラスタにおける誘
起力Ｆの寄与は著しく大きくなる。 Therefore, due to the pressure imbalance on both sides of the hull, an induced force F as a resultant force is generated in the same direction as the thrust force T of the side thruster. That is, a lateral pushing force (T+F) is generated, and in a normal ship, F/(T+F)=0.4 to 0.5, and the contribution of the induced force F in the tunnel type side thruster becomes significantly large.
ところが船舶の航行時には、第３図に示すごと
く、船体に対し相対速度Ｕを持つた流れＡが、こ
のサイドスラスタの吸入流Ｃおよび噴流Ｄならび
に噴流の先端の流れＥに影響を及ぼすようにな
る。 However, when the ship is sailing, as shown in Figure 3, the flow A that has a relative speed U to the ship body comes to influence the intake flow C and jet flow D of the side thruster, as well as the flow E at the tip of the jet flow. .
すなわち、噴流Ｄの先端の流れＥは、図示のご
とく船体後方へ向かつて流れるように方向を変え
られ、これに伴いトンネル６のスラスタ噴流の噴
出側近傍における船体表面領域ｆの圧力が、トン
ネル６のスラスタ噴流の吸入側近傍における船体
表面領域ｇの圧力に比べ低くなる。 That is, the flow E at the tip of the jet D is changed in direction so as to flow toward the rear of the hull as shown in the figure, and as a result, the pressure in the hull surface area f near the ejection side of the thruster jet in the tunnel 6 increases is lower than the pressure in the hull surface area g near the suction side of the thruster jet.
したがつて、その圧力不均衡の合力としての誘
起力Ｆが、このサイドスラスタの推力Ｔと逆の向
きを持つように生じ、横押力はＴ−Ｆとなつて、
操船効果が著しく低下するという問題点がある。 Therefore, the induced force F as the resultant force of the pressure imbalance is generated in the opposite direction to the thrust force T of this side thruster, and the lateral pushing force becomes T-F,
There is a problem that the ship maneuvering effect is significantly reduced.
また、第１３図に示すように、岸壁２４に船体
が近接した状態で、離岸のためにサイドスラスタ
を用いようとすると、トンネル６から出た噴流が
岸壁２４に沿う速い流れ２５となつて、ベルヌー
イ効果により船体を岸壁２４へ引き寄せようとす
る力を生じ、サイドスラスタの推力Ｔに対抗する
ので、船体の離岸が行ない難くなるという問題点
を生じることがある。 Furthermore, as shown in FIG. 13, when the ship is close to the quay 24 and attempts to use the side thruster to leave the berth, the jet from the tunnel 6 becomes a fast flow 25 along the quay 24. The Bernoulli effect generates a force that tends to pull the ship toward the quay 24 and counteracts the thrust force T of the side thruster, which may make it difficult for the ship to leave the shore.
さらに従来のトンネル型サイドスラスタでは、
そのトンネル開口端により航行時の船体まわりの
流線が攪乱されて、船体抵抗の増加を招くという
問題点もある。 Furthermore, with conventional tunnel type side thrusters,
There is also the problem that the opening end of the tunnel disturbs the streamlines around the hull during navigation, leading to an increase in hull resistance.
本発明は、上述の諸問題の解決をはかろうとす
るもので、航行時の船体抵抗を招くことなく、し
かも確実に操船効果を得られようにしたノズル式
操船効果を提供することを目的とする。 The present invention attempts to solve the above-mentioned problems, and aims to provide a nozzle-type ship maneuvering effect that can reliably obtain a ship maneuvering effect without causing hull resistance during navigation. do.
このため、本発明のノズル式操船装置は、船首
部または船尾部において、喫水面下の両舷におけ
る各船側部に同船側部の船体外板面に沿つて後方
へ流体を噴出しうるノズルが設けられ、同ノズル
の流体噴出口が、船体外板面に沿う方向に後方へ
向け開口するとともに、同ノズルの外側を覆う外
板部分が、後方へ向かつて隣接外板面よりもしだ
いに隆起するように形成されたことを特徴として
いる。 For this reason, the nozzle-type ship maneuvering device of the present invention has a nozzle in each side of the ship on both sides below the draft in the bow or stern that can eject fluid rearward along the outer surface of the hull of the ship side. The fluid ejection port of the nozzle opens rearward in the direction along the hull outer panel surface, and the outer panel portion that covers the outside of the nozzle gradually protrudes from the adjacent outer panel surface toward the rear. It is characterized by being formed to
以下図面により本発明の一実施例としてのノズ
ル式操船装置について説明すると、第５図は本発
明の装置を船首部にそなえた船舶の要部を示す斜
視図、第６図は上記装置の変形例を示す船首部斜
視図、第７図は上記装置を備えた船首部の側面
図、第８図は上記船首部の平面図、第９〜１２図
は上記装置を船首部および船尾部にそなえた場合
を示すもので、第９図はその側面図、第１０図は
その右舷部の平面図、第１１図ａ，ｂおよび第１
２図ａ，ｂはいずれも上記装置の使用状態を示す
船体平面図である。 A nozzle type ship maneuvering device as an embodiment of the present invention will be explained below with reference to the drawings. Fig. 5 is a perspective view showing the main parts of a ship equipped with the device of the present invention at the bow, and Fig. 6 is a modification of the above device. A perspective view of the bow section showing an example, FIG. 7 is a side view of the bow section equipped with the above device, FIG. 8 is a plan view of the bow section, and FIGS. Figure 9 is a side view, Figure 10 is a plan view of the starboard side, Figures 11a, b, and 1.
Figures 2a and 2b are both plan views of the hull showing how the above device is used.
第５，７，８図に示すように、船体１の端部と
しての船首部において、喫水面４の下方の両舷に
おける各船側部に、同船側部の船体外板面５に沿
つて、後方へ海水を噴出しうる上下に細長いスリ
ツト状のノズル９ｐ，９ｓが設けられている。す
なわち、ノズル９ｐ，９ｓの流体噴出口は、図示
のごとく、船体外板面に沿う方向に後方へ向け開
口している。また、ノズル９ｐ，９ｓは、船首端
寄りの部分から後方へ向かつて隣接外板面よりも
しだいに隆起するように形成された外板部分１０
ｐ，１０ｓで図示のごとく外側を覆われ、これに
より十分に補強されている。 As shown in FIGS. 5, 7, and 8, at the bow portion as the end of the hull 1, on each side of the ship on both sides below the draft surface 4, along the hull outer plate surface 5 of the ship side portion, Elongated slit-shaped nozzles 9p and 9s are provided at the top and bottom that can spout seawater backwards. That is, the fluid ejection ports of the nozzles 9p and 9s open rearward in a direction along the hull outer plate surface, as shown in the figure. Further, the nozzles 9p and 9s are connected to a shell section 10 which is formed so as to gradually rise above the adjacent shell surface from a portion near the bow end toward the rear.
The outside is covered with p, 10s as shown in the figure, and is thereby sufficiently reinforced.
そして喫水面４の下方において船首端２に形成
された開口２ａが、ダクト１４を介し左右のノズ
ル９ｐ，９ｓへ接続されており、開口２ａからイ
ンペラ１３により吸入された流れは、ダンパー１
５により選択的に右舷または左舷のノズル９ｐ，
９ｓへ送給されるようになつている。なお、イン
ペラ１３はモーター１１により駆動軸１２を介し
て回転駆動される。またダンパー１５は、アクチ
ユエータ１５ａにより作動し、このアクチユエー
タ１５ａは、モーター１１と共に、図示しない制
御系によりブリツジから遠隔制御される。 An opening 2a formed in the bow end 2 below the water surface 4 is connected to left and right nozzles 9p and 9s via a duct 14, and the flow sucked in by the impeller 13 from the opening 2a is transferred to the damper 1.
5 selectively starboard or port nozzle 9p,
It is now being sent to 9s. Note that the impeller 13 is rotationally driven by the motor 11 via the drive shaft 12. The damper 15 is operated by an actuator 15a, and the actuator 15a, together with the motor 11, is remotely controlled from the bridge by a control system (not shown).
第６図に示すように、ノズル９ｓや、他のノズ
ルについても、上下に複数段のノズルを設けるこ
とができる。 As shown in FIG. 6, the nozzle 9s and other nozzles can be provided with a plurality of vertically arranged nozzles.
本発明によるノズル式操船装置は、第９，１０
図に示すように船尾部に設けられ、船尾部の操船
装置におけるノズル１６ｐ，１６ｓおよび外板部
分１７ｐ，１７ｓは、船首部における操船装置の
ノズル９ｐ，９ｓおよび外板部分１０ｐ，１０ｓ
に対応するように設けられている。 The nozzle type ship maneuvering device according to the present invention has the ninth and tenth
As shown in the figure, nozzles 16p, 16s and outer plate portions 17p, 17s of the ship steering device in the stern are provided in the stern, and nozzles 9p, 9s and outer plate portions 10p, 10s of the ship steering device in the bow.
It is set up to correspond to.
なお、船尾部におけるノズル式操船装置のため
の海水吸入用開口（図示せず）は、船底面３に設
けられている。 Note that a seawater intake opening (not shown) for a nozzle-type ship maneuvering device in the stern section is provided on the bottom surface 3 of the ship.
上述のごとき本発明のノズル式操船装置を備え
た船舶は、その停船時に第１１図ａ，ｂに示すよ
うに操船され、また、その航行時には第１２図
ａ，ｂに示すように操船される。 A ship equipped with the nozzle-type ship maneuvering device of the present invention as described above is maneuvered as shown in FIGS. 11a and b when the ship is stopped, and as shown in FIGS. 12a and b when sailing. .
すなわち、第１１図ａに示すごとく、停船状態
（船速Ｕ＝０）で船体を反時計方向に回転させる
場合は、船首部左舷のノズル９ｐと船首部右舷の
ノズル１６ｓとから船体外板面５ｐ，５ｓに沿つ
て噴流１８，１９を噴出させるようにする。その
際、船体外板面５ｐ，５ｓが弯曲しても、コアン
ダ効果（coanda effect）により噴流１８，１９
は船体外板面から離隔することなく流れるように
なる。 That is, as shown in FIG. 11a, when the ship is rotated counterclockwise in a stopped state (vessel speed U = 0), the outer plate surface of the ship is Jet streams 18 and 19 are ejected along lines 5p and 5s. At that time, even if the hull outer plate surfaces 5p and 5s are curved, the jets 18 and 19 are caused by the Coanda effect.
will flow without separating from the hull surface.
これにより船首部および船尾部における左右舷
の船体外板面に沿う圧力分布［正圧（＋）、負圧
（−）］の不均衡の状態が、互いに逆になつて、船
体を回転させるモーメントＮが生じるようにな
る。 As a result, the unbalanced state of the pressure distribution [positive pressure (+), negative pressure (-)] along the port and starboard hull shell surfaces in the bow and stern parts becomes opposite to each other, and a moment that rotates the hull is generated. N comes to occur.
また第１１図ｂに示すように、停船状態で、例
えば船体の左舷を岸壁等へ接近させるような船体
の横移動を行なう場合は、船首部および船尾部に
おける左舷のノズル９ｐ，１６ｐから船体外板面
５ｐに沿つて噴流１８，２０を噴出させるように
する。 Furthermore, as shown in Fig. 11b, when the ship is moved laterally while the ship is stationary, for example by bringing the port side of the ship closer to a quay, etc., the port side nozzles 9p and 16p in the bow and stern portions are Jet streams 18 and 20 are ejected along the plate surface 5p.
これにより船首部および船尾部における左右舷
の船体外板面に沿う圧力分布の不均衡の状態が互
いに同じになつて、船体を横移動させる力Ｆが生
じるようになる。このようにして、本発明の操船
装置によれば、第１３図に示すような岸壁２４か
らの船体の離岸の場合も船体の横移動を支障なく
行なうことができる。 As a result, the unbalanced state of the pressure distribution along the starboard and portboard outer plate surfaces of the bow and stern portions becomes the same, and a force F that causes the hull to move laterally is generated. In this way, according to the ship maneuvering device of the present invention, even when the ship leaves the quay 24 as shown in FIG. 13, the ship can be moved laterally without any problem.
次に、第１２図ａに示すように、船舶が船速Ｕ
で航行して正面から相対的に一様流２１を受けて
いるとき、船体を左方へ旋回させる場合は、船首
部左舷のノズル９ｐと船尾部右舷のノズル１６ｓ
とから船体外板面に沿う噴流１８，１９を噴出さ
せればよく、また第１２図ｂに示すように、船舶
が船速Ｕで航行している状態で、船体を左舷方向
へ平行移動させる場合は、船首部および船尾部の
左舷の各ノズルから噴流１８，２０により、横押
力Ｆを発生させることができる。 Next, as shown in Figure 12a, the ship moves at a speed U
When the ship is sailing and receiving a relatively uniform flow 21 from the front, when turning the ship to the left, the nozzle 9p on the port side of the bow and the nozzle 16s on the starboard side of the stern.
Jets 18 and 19 may be ejected along the outer surface of the hull from In this case, the lateral pushing force F can be generated by the jets 18 and 20 from each nozzle on the port side of the bow and stern.
なお、第１２図中の符号２２，２３は、上述の
噴流の作用に関して圧力分布の生じる船体表面の
長さ方向の範囲を示している。 Note that numerals 22 and 23 in FIG. 12 indicate the range in the length direction of the hull surface where the pressure distribution occurs due to the action of the jet flow described above.
上述のように、本発明のノズル式操船装置で
は、船首部および船尾部におけるノズルから船体
外板面に沿つて後方へ噴流を噴出させることによ
り、停船状態および航行状態のいずれの場合で
も、船体に対する旋回モーメントや横押力を発生
させることができ、特に本実施例のごとく船体外
板面の弯曲した船首部および船尾部の外板面に沿
つて噴流を流すことに伴うコアンダ効果と相まつ
て、効率よく操船を行うことができる。 As described above, in the nozzle-type ship maneuvering device of the present invention, jets are ejected rearward along the outer surface of the hull from the nozzles in the bow and stern parts, thereby controlling the hull of the ship both in the stationary state and in the sailing state. It is possible to generate a turning moment and a lateral pushing force against the curved surface of the hull, especially in combination with the Coanda effect caused by flowing the jet along the curved bow and stern outer skin surfaces of the hull as in this example. , and can maneuver the ship efficiently.
従来のトンネル式サイドスラスタでは、トンネ
ル断面積およびトンネル内平均流速の二乗に比例
した推力を期待するのに対し、本発明の操船装置
では、格段に少ない流量の噴流で、船体外板面に
沿う圧力場を変化させ、ベルヌーイの定理によつ
て説明しうる圧力変化を生じるようにすることに
より、左右舷の差圧を発生させて、旋回モーメン
トと横押力を発生させうるのである。 In conventional tunnel-type side thrusters, thrust is expected to be proportional to the tunnel cross-sectional area and the square of the average flow velocity in the tunnel, but with the ship maneuvering device of the present invention, a jet stream with a significantly lower flow rate is expected to generate a thrust along the outer surface of the hull. By changing the pressure field to produce a pressure change that can be explained by Bernoulli's theorem, it is possible to generate a pressure difference between port and starboard, which in turn generates a turning moment and a lateral thrust.
しかも第１２図に示す圧力場範囲２２，２３
は、ノズルの設計に基づき非常に広範囲に分布さ
せることが可能であり、船舶の操船制御について
効果的に応用できる利点がある。 Moreover, the pressure field ranges 22 and 23 shown in FIG.
can be distributed over a very wide range based on the nozzle design, and has the advantage that it can be effectively applied to ship maneuvering control.
また本発明のノズル式操船装置では、従来のサ
イドスラスタ用のトンネルが不要になるので、同
トンネルの開口縁部による船体抵抗の増加を防止
できる利点もある。 Furthermore, the nozzle-type ship maneuvering device of the present invention eliminates the need for the conventional side thruster tunnel, and therefore has the advantage of preventing an increase in hull resistance due to the opening edge of the tunnel.
なお、本発明のノズル式操船装置において、ノ
ズルから噴出される流体としては、海水のほか、
蒸気や空気などの適宜の流体を用いることもでき
る。 In addition, in the nozzle type ship maneuvering device of the present invention, the fluid ejected from the nozzle may include seawater,
Any suitable fluid such as steam or air may also be used.
以上詳述したように、本発明のノズル式操船装
置によれば、船首部または船尾部において、喫水
面下の両舷における各船側部に、同船側部の船体
外板面に沿つて後方へ流体を噴出しうるノズルが
設けられ、同ノズルの流体噴出口が、船体外板面
に沿う方向に後方へ向け開口するとともに、同ノ
ズルの外側を覆う外板部分が、後方へ向かつて隣
接外板面よりもしだいに隆起するように形成され
るという極めて簡素な構造で、船体の回頭や横移
動等の操船を効率よく確実に行なえるようにな
り、また航行時にも、上記ノズルの外側を覆う外
板部分が後方へ向かつて隣接外板面よりもしだい
に隆起するように形成されているため、サイドス
ラスタ用トンネルの場合のような船体抵抗の大幅
な増加を招くことがなく、しかもノズル部分で十
分な強度を維持しうる利点がある。 As described in detail above, according to the nozzle-type ship maneuvering device of the present invention, in the bow or stern part, on each side of the ship on both sides below the draft, the control device moves rearward along the outer surface of the hull of the side of the ship. A nozzle capable of ejecting fluid is provided, and the fluid ejection port of the nozzle opens rearward in a direction along the hull outer panel surface, and the outer panel part that covers the outside of the nozzle opens rearward and adjacent outside. It has an extremely simple structure that gradually rises above the board surface, allowing for efficient and reliable ship maneuvers such as turning and sideways movement.Also, when sailing, the outside of the nozzle is Since the covering skin part is formed so that it gradually rises above the adjacent skin surface as it goes aft, it does not cause a significant increase in hull resistance as in the case of side thruster tunnels, and also It has the advantage of being able to maintain sufficient strength in certain parts.
第１〜４図は従来のサイドスラスタをそなえた
船舶を示すもので、第１図はその船首部側面図、
第２図は第１図の−矢視断面図、第３図およ
び第４図はいずれも第１図の−矢視断面図
（ただしインペラおよびストラツトは省略）で上
記サイドスラスタの作用を示す説明図であり、第
５図は本発明の装置を船首部にそなえた船舶の要
部を示す斜視図、第６図は上記装置の変形例を示
す船首部斜視図、第７図は上記装置を備えた船首
部の側面図、第８図は上記船首部の平面図、第９
〜１２図は上記装置を船首部および船尾部にそな
えた場合を示すもので、第９図はその側面図、第
１０図はその右舷部の平面図、第１１図ａ，ｂお
よび第１２図ａ，ｂはいずれも上記装置の使用状
態を示す船体平面図であり、第１３図は船体の離
岸時における従来のサイドスラスタ作用状態を示
す説明図である。
１……船体上甲板、２……船首端、２ａ……開
口、３……船底面、４……喫水面、５ｐ，５ｓ…
…船体外板面、９ｐ，９ｓ……ノズル、１０ｐ，
１０ｓ……外板部分、１１……モーター、１２…
…駆動軸、１３……インペラ、１４……ダクト、
１５……ダンパー、１５ａ……アクチユエータ、
１６ｐ，１６ｓ……ノズル、１７ｐ，１７ｓ……
外板部分、１８〜２０……噴流、２１……一様
流、２２，２３……圧力場範囲、２４……岸壁。
Figures 1 to 4 show a ship equipped with conventional side thrusters; Figure 1 is a side view of the bow;
Figure 2 is a cross-sectional view taken along the - arrow in Figure 1, and Figures 3 and 4 are cross-sectional views taken in the - arrow direction of Figure 1 (however, the impeller and strut are omitted) for explanation of the action of the side thruster. FIG. 5 is a perspective view showing the main parts of a ship equipped with the device of the present invention at the bow, FIG. 6 is a perspective view of the bow showing a modified example of the device, and FIG. 7 is a perspective view of the ship equipped with the device of the invention. FIG. 8 is a plan view of the bow section, and FIG. 9 is a side view of the bow section with
Figures 1 to 12 show the above-mentioned device installed in the bow and stern of the ship, with Figure 9 being a side view, Figure 10 being a plan view of the starboard side, Figures 11a and 11b, and Figure 12. Both a and b are plan views of the hull showing the state in which the above device is used, and FIG. 13 is an explanatory view showing the state of action of the conventional side thruster when the ship leaves the shore. 1... Upper deck of the hull, 2... Bow end, 2a... Opening, 3... Bottom surface, 4... Draft surface, 5p, 5s...
...Hull outer plate surface, 9p, 9s...Nozzle, 10p,
10s... Outer plate part, 11... Motor, 12...
... Drive shaft, 13 ... Impeller, 14 ... Duct,
15... damper, 15a... actuator,
16p, 16s...nozzle, 17p, 17s...
Outer plate portion, 18-20... Jet flow, 21... Uniform flow, 22, 23... Pressure field range, 24... Quay wall.
Claims (1)
舷における各船側部に、同船側部の船体外板面に
沿つて後方へ流体を噴出しうるノズルが設けら
れ、同ノズルの流体噴出口が、船体外板面に沿う
方向に後方へ向け開口するとともに、同ノズルの
外側を覆う外板部分が、後方へ向かつて隣接外板
面よりもしだいに隆起するように形成されたこと
を特徴とする、ノズル式操船装置。1. In the bow or stern, a nozzle is provided on each side of the ship on both sides below the draft, and the nozzle is equipped with a nozzle capable of spouting fluid backwards along the outer surface of the hull on the side of the ship. The nozzle is characterized in that it opens rearward in the direction along the hull outer panel surface, and that the outer panel portion that covers the outside of the nozzle is formed so that it gradually becomes more protruding than the adjacent outer panel surface toward the rear. A nozzle-type ship maneuvering device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19180583A JPS6082500A (en) | 1983-10-14 | 1983-10-14 | Nozzle-type ship steering apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19180583A JPS6082500A (en) | 1983-10-14 | 1983-10-14 | Nozzle-type ship steering apparatus |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6082500A JPS6082500A (en) | 1985-05-10 |
| JPH0476837B2 true JPH0476837B2 (en) | 1992-12-04 |
Family
ID=16280818
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP19180583A Granted JPS6082500A (en) | 1983-10-14 | 1983-10-14 | Nozzle-type ship steering apparatus |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6082500A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2604314Y2 (en) * | 1991-10-31 | 2000-05-08 | 三菱重工業株式会社 | Ship maneuvering equipment |
| JP2006290268A (en) * | 2005-04-14 | 2006-10-26 | Ojika Tekko:Kk | Ship stop control device |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5247296A (en) * | 1975-10-13 | 1977-04-14 | Kubota Ltd | Apparatus for keeping a ship at a standstill |
-
1983
- 1983-10-14 JP JP19180583A patent/JPS6082500A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6082500A (en) | 1985-05-10 |
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