JP4831384B2

JP4831384B2 - Wave propulsion ship type

Info

Publication number: JP4831384B2
Application number: JP2001018372A
Authority: JP
Inventors: 裕寺尾
Original assignee: Tokai University Educational System
Current assignee: Tokai University Educational System
Priority date: 2001-01-26
Filing date: 2001-01-26
Publication date: 2011-12-07
Anticipated expiration: 2021-01-26
Also published as: JP2002220082A

Description

【０００１】
【発明の属する技術分野】
本発明は波浪推進船、さらに詳細には水中翼を取り付けた波浪推進船に関する。なお、水中翼は波浪中のピッチング運動を減少させ、その結果波浪中の抵抗増加を低減させ、翼による推力を発生させるために用いるものである。
【０００２】
【従来の技術】
従来の通常の水中翼を取り付けた波浪推進船においては、船体の形状の前或いは後端の膨らみは大きく膨らんでいる。例えば図１、２において船体１の前後端２，３の膨らみは曲線ａ３，ａ４，ａ５で示すように大きく膨らんでいる。
【０００３】
【発明が解決しようとする課題】
そのため船体形状が、波浪推進船型にふさわしくなく、水中翼４で発生する推進力は小さいばかりでなく、波浪中での推進効率が悪かった。
本発明は、種々研究の結果、その船型の前或いは後端の膨らみを大きく絞ってｎ≦２にすると、水中翼４で発生する推進力は大きくなり、効率が良くなり、また、３次元波無し船型を波浪推進船型として応用できることを発見し、本発明を完成したものである。
【０００４】
【課題を解決するための手段】
本発明は、水中翼を取り付けた波浪推進船において、その船型の前或いは後端の膨らみを大きく絞る。その結果、ピッチ運動の減衰力を従来の船型より小さくした形状で、その形状の船体の縦軸Ｘに対する船体水線面積分布Ｓ（ｘ）は、表示の単純化のために、船長をＬ、船幅をＢとすると、一般式（１）、
【０００５】
【数２】

と考えると、ｎ＝２とした場合の形状とするか、またはその形状よりも絞った形状とし、かつ前記水中翼を船型前端より前方に設けることを特徴とする波浪推進船型である。
【０００６】
【発明の実施の形態】
以下、図面につき本発明の実施の形態を説明する。図１（イ）は、本発明を適用する船体１の側面図、（ロ）は、その平面図、（ハ）は、その斜め下方向より見た斜視図、図２は、本発明の船体１の前部の水線面における平面形状の半分を従来のものと比較して示すグラフである。図１示のように、一般の船体１の前後端２，３は膨らんでいる。その膨らみはその形状の船体の縦軸Ｘに対する船体水線面積分布Ｓ（ｘ）は、船長をＬ、船幅をＢとすると、一般式（１）、
【０００７】
【数３】

のように与えられるが、ｎ＝２のときは図２示の曲線ａ２のよう船首尾部での水線面積が小さく、本発明では曲線ａ１に示すようにｎ＞２にした場合より大きく絞った形状にする。このとき横断面積曲線も船体の前後端でシャープに尖った形状となるが、本発明は必ずしも（１）式に限定されるものではない。なお、図２において曲線ａ３，ａ４，ａ５は従来のもので、夫々ｎ＝４，６，８の場合で大きく膨らんでいる。図１５は本発明の船体１の前方より見た正面の形状を等高線で示す正面図である。
【０００８】
本発明の最適船型の例を垂直軸Ｚ、船長Ｌ、船幅Ｂ、深さＨとすると、船体の縦軸Ｘに対する横幅ｙは（２）式、断面積Ａ（ｘ）は（３）式、また、総排水量Ｖは（４）式で与えられる。
【０００９】
【数４】

【００１０】
【数５】

【００１１】
【数６】

【００１２】
これに対し通常の船型の場合、ｎ＞２で、上記（２）、（３）、（４）式は（５）、（６）、（７）式となる。
【００１３】
【数７】

【００１４】
【数８】

【００１５】
【数９】

【００１６】
図３乃至図１４は、各種の実験結果を示すもので、太い線は本発明による水中翼を取り付けた波浪推進船、細い線は水中翼のない波浪推進船の各種の速度（フルード数 Fn＝0.05; 0.1; 0.15; 0.2; 0.25; 0.3）に対するデータを示す曲線で、小さい丸の曲線は遅い速度、大きい丸の曲線は速い波に向かう前進速度の場合である。
【００１７】
図３は、本発明における波長λ、船長Ｌ_ＰＰ比（λ／Ｌ_ＰＰ）（横軸）と入力波に対する船の上下揺れ（heave）との同調率（縦軸）との関係を示すグラフである。図４は、本発明における波長船長比（λ／Ｌ_ＰＰ）（横軸）とピッチ振幅（縦軸）との関係を示すグラフである。本発明では、特にλ／Ｌ_ＰＰ＝１の部分で比較考察して、上下揺れの同調率、ピッチ振幅は大きくなり、ピッチングにおける減衰成分が小さくなると共に、水中翼４で発生する推進力は大きくなり、効率が良くなることを示し、その効果は顕著である。
【００１８】
これに対し、図５は、従来の船体１（ｎ＝８）の波長船長比（λ／Ｌ_ＰＰ）（横軸）と同調率（縦軸）との関係を示すグラフ、図６は、従来の船体１（ｎ＝８）の波長船長比（λ／Ｌ_ＰＰ）（横軸）とピッチ振幅（縦軸）との関係を示すグラフである。従来のものでは特にλ／Ｌ_ＰＰ＝１の部分で比較考察して、入力波に対する船の上下揺れ（heave）との同調率、ピッチ振幅は共に小さく、水中翼４で発生する推進力は小さく、効率が悪い。
【００１９】
図７は、本発明における波長船長比（λ／Ｌ_ＰＰ）（横軸）と波と船の運動位相差（縦軸）との関係を示すグラフ、図８は、本発明における波長船長比（λ／Ｌ_ＰＰ）（横軸）と波と船のピッチ位相差（縦軸）との関係を示すグラフである。本発明では運動位相差、ピッチ位相差が大きい。
【００２０】
これに対し、図９は、従来の船体１（ｎ＝８）の波長船長比（λ／Ｌ_ＰＰ）（横軸）と波と船の翼ピッチ運動位相差（縦軸）との関係を示すグラフ、図１０は、従来の船体１（ｎ＝８）の波長船長比（λ／Ｌ_ＰＰ）（横軸）と波と船のピッチ位相差（縦軸）との関係を示すグラフである。従来のものでは運動位相差、ピッチ位相差が劣る。
図１１は、本発明における波長船長比（λ／Ｌ_ＰＰ）（横軸）と波と船の翼ピッチ運動位相差（縦軸）との関係を示すグラフ、図１２は、本発明における波長船長比（λ／Ｌ_ＰＰ）（横軸）と波浪中の船の抵抗増加と推力（縦軸）との関係を示すグラフである。本発明では特にλ／Ｌ_ＰＰ＝１〜２の部分で比較考察して、翼ピッチ運動位相差、波と船の推力は大きい。
【００２１】
これに対し、図１３は、従来の船体１（ｎ＝８）の波長船長比（λ／Ｌ_ＰＰ）（横軸）と波と船の翼ピッチ運動位相差（縦軸）との関係を示すグラフ、図１４は、従来の船体１（ｎ＝８）の波長船長比（λ／Ｌ_ＰＰ）（横軸）と波浪中の船の抵抗増加と船の推力（縦軸）との関係を示すグラフである。従来のものでは翼ピッチ運動位相差、波浪中の船の抵抗増加と船の推力が劣る。
【００２２】
【発明の効果】
以上のように本発明によれば、その船型の前或いは後端の膨らみを大きく絞って、（１）式においてｎ＞２にした場合より大きく絞っているので、水中翼４で発生する推進力の発生は大きくなり、効率が良くなるものである。
【図面の簡単な説明】
【図１】（イ）は、本発明を適用する船体１の側面図、（ロ）は、その平面図、（ハ）は、その斜め下方向より見た斜視図である。
【図２】本発明の船体１の前部の平面形状の半分を、従来のものと比較して示すグラフである。
【図３】本発明における波長船長比（λ／Ｌ_ＰＰ）（横軸）と同調率（縦軸）との関係を示すグラフである。
【図４】本発明における波長船長比（λ／Ｌ_ＰＰ）（横軸）とピッチ振幅（縦軸）との関係を示すグラフである。
【図５】従来の船体１（ｎ＝８）の波長船長比（λ／Ｌ_ＰＰ）（横軸）と同調率（縦軸）との関係を示すグラフである。
【図６】従来の船体１（ｎ＝８）の波長船長比（λ／Ｌ_ＰＰ）（横軸）とピッチ振幅（縦軸）との関係を示すグラフである。
【図７】本発明における波長船長比（λ／Ｌ_ＰＰ）（横軸）と波と船の運動位相差（縦軸）との関係を示すグラフである。
【図８】本発明における波長船長比（λ／Ｌ_ＰＰ）（横軸）と波と船のピッチ位相差（縦軸）との関係を示すグラフである。
【図９】従来の船体１（ｎ＝８）の波長船長比（λ／Ｌ_ＰＰ）（横軸）と波と船の翼ピッチ運動位相差（縦軸）との関係を示すグラフである。
【図１０】従来の船体１（ｎ＝８）の波長船長比（λ／Ｌ_ＰＰ）（横軸）と波と船のピッチ位相差（縦軸）との関係を示すグラフである。
【図１１】本発明における波長船長比（λ／Ｌ_ＰＰ）（横軸）と波と船の翼ピッチ運動位相差（縦軸）との関係を示すグラフである。
【図１２】本発明における波長船長比（λ／Ｌ_ＰＰ）（横軸）と波浪中の船の抵抗増加と推力（縦軸）との関係を示すグラフである。
【図１３】従来の船体１（ｎ＝８）の波長船長比（λ／Ｌ_ＰＰ）（横軸）と波と船の翼ピッチ運動位相差（縦軸）との関係を示すグラフである。
【図１４】従来の船体１（ｎ＝８）の波長船長比（λ／Ｌ_ＰＰ）（横軸）と波浪中の船の抵抗増加と推力（縦軸）との関係を示すグラフである。
【図１５】本発明の船体１の前方より見た正面の形状を等高線で示す正面図である。
【符号の説明】
１船体
２前端
３後端
４水中翼[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a wave propulsion ship, and more particularly to a wave propulsion ship equipped with hydrofoil. The hydrofoil is used to reduce the pitching motion in the waves, thereby reducing the resistance increase in the waves and generating thrust by the wings.
[0002]
[Prior art]
In a conventional wave propulsion ship equipped with a normal hydrofoil, the bulge of the front or rear end of the shape of the hull is greatly expanded. For example, in FIGS. 1 and 2, the bulges of the front and

rear ends

2 and 3 of the hull 1 are greatly bulged as shown by the curves a3, a4 and a5.
[0003]
[Problems to be solved by the invention]
Therefore, the shape of the hull is not suitable for the wave propulsion hull form, and the propulsive force generated by the hydrofoil 4 is not only small, but also the propulsion efficiency in the waves is poor.
According to the present invention, as a result of various studies, when the bulge of the front or rear end of the hull is greatly reduced to n ≦ 2, the propulsive force generated in the hydrofoil 4 increases, efficiency increases, and the three-dimensional wave The present invention has been completed by discovering that a hull form can be applied as a wave propulsion hull form.
[0004]
[Means for Solving the Problems]
In the wave propulsion ship to which the hydrofoil is attached, the present invention greatly squeezes the bulge of the front or rear end of the hull form. As a result, the hull waterline area distribution S (x) with respect to the vertical axis X of the hull having the shape in which the damping force of the pitch motion is smaller than that of the conventional hull form is shown in order to simplify the display. If the ship width is B, the general formula (1),
[0005]
[Expression 2]

Given that, if the shape of the case of the n = 2, or a shape that focuses than its shape, and a wave propulsion hull, characterized in Rukoto provided in front of the ship forward of the hydrofoil.
[0006]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 (a) is a side view of a hull 1 to which the present invention is applied, (B) is a plan view thereof, (C) is a perspective view as seen obliquely downward, and FIG. 2 is a hull of the present invention. It is a graph which shows the half of the planar shape in the water line surface of 1 front part compared with a conventional one. As shown in FIG. 1, the front and

rear ends

2, 3 of a general hull 1 are swollen. The bulge of the hull waterline area distribution S (x) with respect to the vertical axis X of the hull of the shape is represented by the general formula (1), where L is the length of the ship and B is the width of the ship.
[0007]
[Equation 3]

However, when n = 2, the water line area at the bow tail is small as shown by the curve a2 in FIG. 2, and in the present invention, it is narrowed more than when n> 2 as shown by the curve a1. Shape. At this time, the cross-sectional area curve also has a sharp pointed shape at the front and rear ends of the hull, but the present invention is not necessarily limited to the expression (1). In FIG. 2, curves a3, a4, and a5 are conventional and greatly swell when n = 4, 6, and 8, respectively. FIG. 15 is a front view showing contours of the shape of the front as seen from the front of the hull 1 of the present invention.
[0008]
When an example of the optimum hull form of the present invention is a vertical axis Z, a ship length L, a ship width B, and a depth H, the lateral width y with respect to the longitudinal axis X of the hull is expressed by equation (2), and the sectional area A (x) is expressed by equation (3) In addition, the total amount of drainage V is given by equation (4).
[0009]
[Expression 4]

[0010]
[Equation 5]

[0011]
[Formula 6]

[0012]
On the other hand, in the case of a normal hull form, n> 2 and the above expressions (2), (3), and (4) become expressions (5), (6), and (7).
[0013]
[Expression 7]

[0014]
[Equation 8]

[0015]
[Equation 9]

[0016]
FIGS. 3 to 14 show various experimental results. A thick line indicates a wave propulsion ship equipped with a hydrofoil according to the present invention, and a thin line indicates various speeds of a wave propulsion ship without a hydrofoil (Froude number Fn = 0.05; 0.1; 0.15; 0.2; 0.25; 0.3). The small circle curve is the slow speed and the large circle curve is the forward speed toward the fast wave.
[0017]
FIG. 3 is a graph showing the relationship between the wavelength λ, the ship length L _PP ratio (λ / L _PP ) (horizontal axis) and the tuning rate (vertical axis) of the ship's vertical wave (heave) with respect to the input wave in the present invention. is there. FIG. 4 is a graph showing the relationship between the wavelength ship length ratio (λ / L _PP ) (horizontal axis) and the pitch amplitude (vertical axis) in the present invention. In the present invention, particularly in the portion of λ / L _PP = 1, the vertical oscillation tuning rate and pitch amplitude are increased, the damping component in pitching is reduced, and the propulsive force generated by the hydrofoil 4 is large. This shows that the efficiency is improved, and the effect is remarkable.
[0018]
On the other hand, FIG. 5 is a graph showing the relationship between the wavelength length ratio (λ / L _PP ) (horizontal axis) and the tuning rate (vertical axis) of the conventional hull 1 (n = 8), and FIG. 2 is a graph showing the relationship between the wavelength ship length ratio (λ / L _PP ) (horizontal axis) and the pitch amplitude (vertical axis) of the hull 1 (n = 8). In comparison with the conventional system, particularly in the part of λ / L _PP = 1, both the tuning rate and pitch amplitude of the ship's heave with respect to the input wave are small, and the propulsive force generated by the hydrofoil 4 is small. ,ineffective.
[0019]
FIG. 7 is a graph showing the relationship between the wavelength ship length ratio (λ / L _PP ) (horizontal axis) and the wave and ship motion phase difference (vertical axis) in the present invention, and FIG. It is a graph which shows the relationship between (lambda / _LPP ) (horizontal axis) and the pitch phase difference (vertical axis) of a wave and a ship. In the present invention, the motion phase difference and the pitch phase difference are large.
[0020]
On the other hand, FIG. 9 shows the relationship between the wavelength length ratio (λ / L _PP ) (horizontal axis) of the conventional hull 1 (n = 8) and the wave and ship wing pitch motion phase difference (vertical axis). The graph, FIG. 10, is a graph showing the relationship between the wavelength length ratio (λ / L _PP ) (horizontal axis) of the conventional hull 1 (n = 8) and the pitch phase difference (vertical axis) of the wave and the ship. Conventional ones are inferior in motion phase difference and pitch phase difference.
FIG. 11 is a graph showing the relationship between the wavelength ship length ratio (λ / L _PP ) (horizontal axis) and the wave and the wing pitch motion phase difference (vertical axis) of the present invention, and FIG. It is a graph which shows the relationship between ratio ((lambda) / _LPP ) (horizontal axis), the resistance increase of the ship in a wave, and thrust (vertical axis). In the present invention, particularly in the part of λ / L _PP = 1 to 2, the blade pitch motion phase difference, the wave and the thrust of the ship are large.
[0021]
On the other hand, FIG. 13 shows the relationship between the wavelength ship length ratio (λ / L _PP ) (horizontal axis) of the conventional hull 1 (n = 8) and the wave and ship wing pitch motion phase difference (vertical axis). The graph, FIG. 14, shows the relationship between the wavelength length ratio (λ / L _PP ) (horizontal axis) of the conventional hull 1 (n = 8), the resistance increase of the ship in the waves, and the thrust of the ship (vertical axis). It is a graph. Conventional wing pitch motion phase difference, ship resistance increase in waves, and ship thrust are inferior.
[0022]
【The invention's effect】
As described above, according to the present invention, the bulge at the front or rear end of the hull is greatly squeezed more than when n> 2 in the formula (1). Occurrence increases and efficiency increases.
[Brief description of the drawings]
FIG. 1A is a side view of a hull 1 to which the present invention is applied, FIG. 1B is a plan view thereof, and FIG. 1C is a perspective view as viewed obliquely downward.
FIG. 2 is a graph showing half of the planar shape of the front portion of the hull 1 of the present invention in comparison with a conventional one.
FIG. 3 is a graph showing the relationship between the wavelength ship length ratio (λ / L _PP ) (horizontal axis) and the tuning rate (vertical axis) in the present invention.
FIG. 4 is a graph showing a relationship between a wavelength ship length ratio (λ / L _PP ) (horizontal axis) and a pitch amplitude (vertical axis) in the present invention.
FIG. 5 is a graph showing a relationship between a wavelength ship length ratio (λ / L _PP ) (horizontal axis) and a tuning rate (vertical axis) of a conventional hull 1 (n = 8).
FIG. 6 is a graph showing the relationship between the wavelength ship length ratio (λ / L _PP ) (horizontal axis) and pitch amplitude (vertical axis) of a conventional hull 1 (n = 8).
FIG. 7 is a graph showing the relationship between the wavelength ship length ratio (λ / L _PP ) (horizontal axis) and the wave and ship motion phase difference (vertical axis) in the present invention.
FIG. 8 is a graph showing the relationship between the wavelength ship length ratio (λ / L _PP ) (horizontal axis) and the wave and ship pitch phase difference (vertical axis) in the present invention.
FIG. 9 is a graph showing the relationship between the wavelength ship length ratio (λ / L _PP ) (horizontal axis) of the conventional hull 1 (n = 8) and the wave and the wing pitch motion phase difference (vertical axis) of the ship.
FIG. 10 is a graph showing the relationship between the wavelength ship length ratio (λ / L _PP ) (horizontal axis) and the wave and ship pitch phase difference (vertical axis) of a conventional hull 1 (n = 8).
FIG. 11 is a graph showing the relationship between the wavelength ship length ratio (λ / L _PP ) (horizontal axis) and the wave and ship wing pitch motion phase difference (vertical axis) in the present invention.
FIG. 12 is a graph showing the relationship between the wavelength ship length ratio (λ / L _PP ) (horizontal axis), the increase in resistance of the ship in the waves, and the thrust (vertical axis) in the present invention.
FIG. 13 is a graph showing a relationship between a wavelength ship length ratio (λ / L _PP ) (horizontal axis) of a conventional hull 1 (n = 8) and a wave and a wing pitch motion phase difference (vertical axis) of the ship.
FIG. 14 is a graph showing a relationship between a wavelength ship length ratio (λ / L _PP ) (horizontal axis) of a conventional hull 1 (n = 8), a resistance increase of a ship in a wave, and a thrust (vertical axis).
FIG. 15 is a front view showing contours of the front shape of the hull 1 of the present invention as viewed from the front.
[Explanation of symbols]
1 Hull 2 Front end 3 Rear end 4 Hydrofoil

Claims

In a wave propulsion ship with hydrofoil attached,
The swell of the front end or rear end of the hull form is reduced, and the shape of the front end or rear end is expressed by the general formula (1) of the hull waterline area distribution S (x) with respect to the vertical axis X of the hull.

(In the general formula (1), L is the length of the ship and B is the width of the ship) In the case where n = 2, the shape is narrower than the shape , and the hydrofoil is moved from the front end of the hull. wave propulsion hull, characterized in Rukoto provided in front.