JPS6082500A - Nozzle-type ship steering apparatus - Google Patents

Abstract

PURPOSE:To permit efficient turning of a hull and steering for the hull, e.g., lateral shift, by installing nozzles capable of jetting-out fluid rearward along the hull outside plate surface, onto the broadsides of the hull. CONSTITUTION:At the stem part as the edge part of a hull 1, the nozzles 9p and 9s having a vertically long slit form and capable of jetting-out marine water rearward are installed onto the side parts on the both broadsides under the draft surface 4 and along the hull outer-plate surfaces 5p and 5s on the broadside parts. Also at the stern part, the nozzles 16p and 16s similar to the nozzles 9p and 9s are installed. When the hull is turned leftward, jet flows 18 and 19 are jetted-out from the stem port nozzle 9p and the stern starboard nozzle 16s, and when the hull is shifted in parallel to the port direction, jet flows 18 and 20 are jetted-out from the front and rear nozzles 9p and 16p on the port.

Description

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.

Conventionally, as a means for maneuvering a ship by spouting seawater from an opening on the surface of the hull under water, there is a side thruster as shown in Figures 1 and 2. 6 is formed, and an impeller 7 is supported within this tunnel 6 via struts 8.

In the figure, 2 is the bow end, 3 is the bottom surface, 4 is the draft surface (sea surface), 5p+5g is the outer surface of the hull on the side of the ship, and the strut 8 is a guide that rectifies the water flow in the tunnel 6. He is angry at Vane.

When such a side thruster is operated with the hull 1 at rest, as shown in Fig. 4, a flow C is generated which is sucked into the tunnel G by the action of the impeller, and the flow is also directed from the tunnel 6 to the ship. It is ejected outward as a jet.

The tip of the jet becomes a flow E influenced by the general flow around the ship's hull, and when the ship is stopped, as shown in Figure fj & 4, in the hull surface area f0 near the ejection side of the thruster jet of the tunnel 6, the flow E becomes the flow E. The resulting pressure distribution becomes relatively positive compared to the adjacent region.

Further, in the hull surface region Elo 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.

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 1 of the side thruster. In other words, the lateral pushing force (T+F
), and in a normal ship, F / (T + F) = 0.4 to 0.5, and the induced force F in the tunnel type side thruster
The contribution of

However, when the ship is sailing, as shown in FIG. 3, the flow A having a relative speed U with respect to the ship body comes to influence the intake flow C and the jet flow of the side thrusters.

That is, the flow E at the tip of the jet 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 distribution in the hull surface area f near the jet side of the thruster jet in the tunnel 6 changes as shown in the figure. The pressure distribution is lower than the pressure distribution in the hull surface area H near the suction side of the thruster jet No. 6.

Therefore, the induced force F, which is the resultant force of the pressure imbalance, is generated in such a way that it has an opposite inner and outer side than the thrust force T of the side thruster, and the side thrust force becomes T - F, which seriously deteriorates the ship maneuverability. There is a problem.

Furthermore, as shown in FIG. 13, when the ship is close to the quay 24 and attempts to use the side thruster for leaving the quay, the jet stream from the tunnel 6 is caused by the fast flow 25 along the quay 24.
As a result, the Bernoulli effect generates a force that tries to pull the ship toward the quay 24, counteracting the thrust force T of the side thrusters, making it difficult for the ship to leave the shore.

Furthermore, conventional tunnel-type side thrusters have the problem that the opening end of the tunnel disturbs the streamlines around the hull during navigation, leading to an increase in hull resistance.

The present invention attempts to solve the above-mentioned problems, and aims to provide a nozzle-type ship maneuvering device that does not cause hull resistance during navigation and can reliably obtain a ship-hunting effect. shall be.

For this reason, the nozzle-type ship maneuvering device of the present invention has a nozzle on each side of the ship on both sides below the draft at the end of the ship that can eject fluid rearward along the hull surface of the ship side. It is characterized by the fact that it was established.

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 shows the above device (
FIG. 8 is a plan view of the bow, and FIGS. 9 to 12 show the above device installed in the bow and stern, and FIG. 9 is a side view of the bow. 1st
FIG. 0 is a plan view of the starboard side, and FIGS. 11(a) and 12(b) and FIGS. 12(a) and 12(b) are hull plan views showing how the above device is used.

As shown in Figures 5 and 7.8, at the bow as the end of the hull 1, on each ship side on both sides below the draft 4, along the hull outer plate surface 5 of the ship side, A slint-like 7-piece 9p elongated vertically that can spout seawater backwards.

9s, and the nozzles 9p+93 are supported and reinforced by a shell section 10I, which is formed to gradually protrude from the adjacent shell surface toward the rear from a portion near the bow end.

An opening 2a formed in the bow end 2 below the water surface 4 is connected to the left and right nozzles 9p+9s via a gutter 14, and the flow sucked in by the impeller 13 from the opening 2a is selectively controlled by a damper 15. It is designed to be fed to the starboard or port side 7zuru 91]+9s. Note that the impeller 13 is connected to the drive shaft 1 by the motor 11.
Rotationally driven via 2. Further, the damper 15 is operated by an actuator 15a, and this actuator 1
5a, together with the motor 11, are remotely controlled from the bridge by a control train (not shown).

As shown in FIG. 6, the seven nozzles 9s and other nozzles can be provided with multiple stages of nozzles above and below.

The nozzle type ship maneuvering device according to the present invention is also provided in the stern part as shown in FIGS.
91) 19s of the ship steering device in the bow section and the outer plate part 10. 10.

Note that a seawater intake opening (not shown) for the nozzle-type ship maneuvering device in the stern section is provided on the bottom surface 3 of the ship. Sometimes the ship is maneuvered as shown in Figure 11 (a) + (b)j, and when sailing, the ship is operated as shown in Figure 12 (
a), (b) are manipulated as shown.

In other words, as shown in Figure 11 (,), the ship is in a stopped state (1
Rotate the hull counterclockwise with 19th speed IJ:0) -W
In case 1, the jet stream 18.19 is made to flow 11 lines, 1''3 from the nozzle 91) on the port side of the bow and the 7 inch 16s on the starboard side of the stern along the hull outer plate surface 5p+5s.

This allows one of the left Igorogen in the bow and stern.
19 Pressure distribution along the outer body surface [positive pressure (+), negative pressure (-)
] are reversed and the ship rotates 11
? , the moment N will be generated.

In addition, as shown in Figure 11(b), when the ship is stopped, for example 1
G11f that brings the port side of the hull closer to the quay etc.
Cos j (Suru left 0 Gen's / Suru 9 p+ 16 p Kara f49 body outer plate surface 5 pj korutte l'jltt & 18
.

Make it squirt 20.

As a result, the unbalanced state of the pressure distribution along the port and starboard shell surfaces of the bow and stern portions becomes the same, creating a corner that causes the hull to move laterally. 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.
You can move your body laterally without any trouble.

Next, as shown in Figure 12 (,), the ship
When sailing at speed U and receiving a relatively uniform flow 21 from the front, when turning the hull to the left, the hull outer plate is It is sufficient to eject a jet stream 113.19 along the surface, and as shown in Fig. 12 (I), it is easy to move the hull parallel to the port direction while the ship is sailing at ship speed U. In this case, a lateral pushing force F can be generated by jets 18 and 20 from each nozzle on the port side of the ship's city part and stern part.

Note that the reference numerals 22 and 23 in the i'12 diagram indicate the range in the length direction of the hull surface where the pressure distribution occurs with respect to the action of the jet flow described above.

As described above, in the nozzle-type maneuvering jlQ device of the present invention, by jetting a jet stream backward along the outer surface of the hull from the nozzles in the bow and tlG tail, both in the stopped state and in the sailing state, The process ends by generating a turning moment and a lateral pushing force that are applied to the hull.

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, it is possible to generate a differential pressure between the port and starboard sides, which in turn generates a turning moment and a lateral pushing force.

Moreover, the pressure field ranges 22 and 23 shown in FIG. 12 can be distributed over a very wide range based on the design of the nozzle, which has the advantage of being effectively applicable to ship maneuvering control of ships.

Furthermore, the nozzle-type ship maneuvering device of the present invention does not require the conventional side or raster tunnel, so it has the advantage of preventing an increase in the f19 body resistance due to the edges of the tunnel.

In addition, in the nozzle-type ship maneuvering device of the present invention, as the fluid ejected from the nozzle, other than seawater, an appropriate fluid such as steam or air can be used.

As described in detail above, according to the nozzle-type marine vessel maneuvering device of the present invention, at the end of the hull, fluid flows rearwardly along the hull outer plate surface of each side of the ship below the draft surface. It has an extremely simple structure with 7 nozzles that can eject water, making it possible to perform maneuvers such as turning and sideways movement of the ship efficiently and reliably. This has the advantage of not causing an increase in resistance.

[Brief explanation of the drawing]

Figures 1 to 4 show a ship equipped with conventional side thrusters. Figure 1 is a side view of the bow, and Figure 2 is a ptS
11-I+ arrow sectional view in Figure 1, Figure 3 is IH in Figure 1
4 is an explanatory diagram showing the action of the side thruster device described in 2. FIG.
Fig. 6 is a perspective view of the 6th part of the ship showing a modification of the above device, Fig. 7 is a side view of the ship casing equipped with the above device, and Fig. The above plan view of the bow section, Pt59-12 shows the case where the above device is provided at the bow and stern, and the ft5s figure is a side view,
ptS10 is a plan view of its starboard side, FIG. 11(a),
(1)) and FIGS. 12(a) and (b) are ship hull plan views showing how the above device is used, and FIG. 13 shows the operating state of the conventional side thruster when the ship leaves the shore. It is an explanatory diagram. 1. Upper hull deck, 2. Bow end, 2a. Opening, 3.
・Bottom surface, 4...Draft surface, 51+, 5s...Hull outer plate surface, 9ρ, 9s...Nozzle, 10p+10s...Outer plate part, 11...Motor, 12...Drive shaft, 13...Impeller, 14...Duct, 15...Gunbar, 15a--Actuator, 16p, 16s...Nozzle, 17I],
17s...outer plate part, 18-20--jet flow, 2 pieces...uniform flow, 22.23...pressure field range, 24...quay wall. Sub-Agent Patent Attorney Yoshihiko Iinuma Figure 1 Figure 2 Figure 3 0゛°↓T Figure 5 Figure 6 Figure 11 (0) (b) Figure 12 (0) (b) To 23

Claims (1)

[Claims] A nozzle-type ship maneuvering system, characterized in that, at the end of the hull, a nozzle is provided on each side of the ship on both sides below the draft surface, which can spray fluid rearward along the outer surface of the hull on the side of the ship. Device.