BACKGROUND OF THE INVENTION
(a) Field of the Invention
The present invention relates to a device capable of reducing ship's sailing drag and assisting the steering, specifically it is a drag reducing device installed at the bow that can also be used as an auxiliary steering gear.
(b) Description of the Prior Art
When ship sails forward, the stem is subjected to the max pressure drag which will reduce ship's speed and increase its bunker consumption. The usual solution is to streamline the ship form further but such approach cannot exempt the max pressure drag to the stem. Therefore some improvements can be expected.
FIG. 6 is the diagram of a traditional ship 100. A propeller 101 is installed below the stern of the ship 100 and a rudder 102 is installed at the rear thereof. Turning the rudder 102 can change the heading of the ship 100, and thus can steer the ship 100. However, the traditional ship 100 is propelled by the propeller 101 at the stern and the thrust is applied to the stern. When the ship sails forward and the rudder 102 is turned, the expelled water from the propeller 101 thrusts the rudder to produce a lateral component force to the stern, it also produces a longitudinal component of backward force, so that the ship will be forced to slow down. Sailing of the ship is always affected by wind, wave and current, the heading thus can't be maintained steadily but is in a way of yawing instead. Because it needs turning rudder for course keeping, so that above-mentioned backward force is inevitable. The maximum rudder angle of the ship is set to 35 degrees as industrial standard, so the minimum turning radius is limited. It is impossible to apply more drastic turn to prevent collision with other ships or obstacles. The existing ship's steering system requires further improvement.
In view of above, the inventor with many years of navigational experience, has invented a device for reducing the drag and assisting the steering of the ship, which can improve the shortcomings of traditional ship and enhance ship's efficiency.
SUMMARY OF THE INVENTION
Accordingly, the primary object of the present invention is to provide a device for reducing the drag and assisting the steering of the ship. This inventive device comprises a 3-way pipe installed in the bow below water level. The 3-way pipe connects three openings located at the stem, the port side hull and the starboard side hull respectively. When the ship sails forward, water flows into the 3-way pipe from the opening at the stem, to be distributed into the pipes toward the openings at both port side hull and starboard side hull, can reduce the overall drag of the ship for increasing the speed and also save bunker. By adjusting the water flow to either side pipe, the ship can be turned accordingly.
To achieve the above-mentioned purpose, the invention adopts the following technical measures:
A device for reducing the drag and assisting the steering of the ship, provides a 3-way pipe in the bow below water level, which in the form of an inverted Y-shape structure leads to the stem and both sides of the hull. At least one valve (or deflector) is equipped in the piping system, which can control the direction of water flow. When the water flows in from the stem pipe, and the valve (or deflector) deflects the flow to the port side pipe, it can assist the ship to turn to the starboard side, and vice versa.
To enable a further understanding of said objectives and the technological methods of the invention herein, a brief description of the drawings is provided below followed by a detailed description of the preferred embodiments.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is the schematic side view of the present invention installed on the ship.
FIG. 2 is the schematic diagram of the 1st embodiment of the present invention on the ship.
FIG. 2-1 is the schematic diagram of the 1st embodiment of the present invention turns the ship to port side.
FIG. 2-2 is the schematic diagram of the 1st embodiment of the present invention turns the ship to starboard side.
FIG. 3 is the schematic diagram of the 2nd embodiment of the present invention on the ship.
FIG. 3-1 is the schematic diagram of the 2nd embodiment of the present invention turns the ship to port side.
FIG. 3-2 is the schematic diagram of the 2nd embodiment of the present invention turns the ship to starboard side.
FIG. 4 is the schematic diagram of the 3rd embodiment of the present invention on the ship.
FIG. 4-1 is the schematic diagram of the 3rd embodiment of the present invention turns the ship to port side.
FIG. 4-2 is the schematic diagram of the 3rd embodiment of the present invention turns the ship to starboard side.
FIG. 5 is the schematic diagram of the 4th embodiment of the present invention on the ship.
FIG. 5-1 is the schematic diagram of the 4th embodiment of the present invention turns the ship to port side.
FIG. 5-2 is the schematic diagram of the 4th embodiment of the present invention turns the ship to starboard side.
FIG. 6 is the schematic side view of a traditional ship.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring to the FIG. 1. The present invention can reduce the drag and assist the steering of the ship. In addition to the traditional steering system including the propeller 101 and the rudder 102 where below the stern of the ship 10, an auxiliary steering system of 3-way pipe 11 is installed in the bow below water level, which leads to the stem and both sides' hull of the ship. When the ship 10 sails forward, the water flows into the 3-way pipe from the stem side's pipe, outflows evenly from the pipes at both sides of the ship, so that it can reduce the overall drag of the ship 10, increase speed or save bunker. When ship turning is needed, by adjusting the water flow toward either side pipes can achieve the requirement.
Referring to FIGS. 2, 3, 4 and 5. The 3-way pipe 11 is in the form of an “inverted Y-shape” or “inverted T-shape”. According to the principle of fluid mechanics, when the ship 10 sails forward, the water flows into the 3-way pipe 11 from the opening at the stem, and being discharged from both side openings of the ship 10. It can reduce the overall drag of the ship 10 and accordingly, increase the speed of the ship 10 or save bunker.
FIG. 2 is the 1st embodiment of the present invention to change the heading of the ship 10. In addition to steer by the rudder 102 as shown in the FIG. 1, the present invention can be used as an auxiliary steering device.
In operation, when the ship 10 intends to turn to port side, the actuator 13 is actuated from the console 12 on the ship 10, and the valve 14 located in the middle of the 3-way pipe 11 is driven to left as shown in the FIG. 2-1, so as to block the left pipe of the 3-way pipe 11. The incoming water from the forward pipe will turn to the right pipe and outflow (as indicated by the arrow). The ship 10 turns to the port side accordingly.
When the ship 10 intends to turn to starboard side, the actuator 13 is actuated from the console 12 on the ship 10, and the valve 14 located in the middle of the 3-way pipe 11 is driven to the right as shown in the FIG. 2-2, so as to block the right pipe of the 3-way pipe 11. The incoming water from the forward pipe will turn to the left pipe and outflow (as indicated by the arrow). The ship 10 turns to the starboard side accordingly.
FIG. 3 is the 2nd embodiment of the present invention to change the heading of the ship 10. In addition to steer by the rudder 102 as shown in the FIG. 1, the present invention can be used as an auxiliary steering device.
In operation, when the ship 10 intends to turn to the port side, the actuator 13 is actuated from the console 12 on the ship 10, and the stopper 15 located in the middle of the 3-way pipe 11 is driven to the left as shown in the FIG. 3-1, so as to block the left pipe of the 3-way pipe 11. The incoming water from the forward pipe will turn to the right pipe and outflow (as indicated by the arrow). The ship 10 turns to the port side accordingly.
When the ship 10 intends to turn to starboard side, the actuator 13 is actuated from the console 12 on the ship 10, and the stopper 15 located in the middle of 3-way pipe 11 is driven to the right as shown in the FIG. 3-2, so as to block the right pipe of the 3-way pipe 11. The incoming water from the forward pipe will turn to the left pipe and outflow (as indicated by the arrow). The ship 10 turns to the starboard side accordingly.
FIG. 4 is the 3rd embodiment of the present invention to change the heading of the ship 10. In addition to steer by the rudder 102 as shown in the FIG. 1, the present invention can be used as an auxiliary steering device.
In operation, when the ship 10 intends to turn to the port side, the actuator 13 is actuated from the console 12 on the ship 10, and the valve 16 located at the left side of the 3-way pipe 11 is driven to the right as shown in the FIG. 4-1, so as to block the left pipe of the 3-way pipe 11. The incoming water from the forward pipe will turn to the right pipe and outflow (as indicated by the arrow). The ship 10 turns to the port side accordingly.
When the ship 10 intends to turn to the starboard side, the actuator 13 is actuated from the console 12 on the ship 10, and the valve 16′ located at the right side of 3-way pipe 11 is driven to the left as shown in the FIG. 4-2, so as to block the right pipe of the 3-way pipe 11. The incoming water from the forward pipe will turn to the left pipe and outflow (as indicated by the arrow). The ship 10 turns to the starboard side accordingly.
FIG. 5 is the 4th embodiment of the present invention to change the heading of the ship 10. Except to steer by the rudder 102 as shown in the FIG. 1, the present invention can be used as an auxiliary steering device.
In operation, when the ship 10 intends to turn to the port side, the actuator 13 is actuated from the console 12 on the ship 10, and the deflector 17 located in the middle of 3-way pipe 11 is driven counter-clockwise as shown in the FIG. 5-1, so as to deflect the water to the right pipe of the 3-way pipe 11. The incoming water from the forward pipe will turn to the right pipe and outflow (as indicated by the arrow). The ship 10 turns to the port side accordingly.
When the ship 10 intends to turn to the starboard side, the actuator 13 is actuated from the console 12 on the ship 10, and the deflector 17 located in the middle of 3-way pipe 11 is driven clockwise as shown in the FIG. 5-2, so as to deflect the water to the left pipe of the 3-way pipe 11. The incoming water from the forward pipe will turn to the left pipe and outflow (as indicated by the arrow). The ship 10 turns to the starboard side accordingly.
In summary, the present invention is capable of reducing the drag and assisting the steering of the ship, mainly in the form of a 3-way pipe in the bow below water level, which is provided with at least one valve (or deflector). A valve (or deflector) is located in the neutral position of the 3-way pipe, when the ship sails forward and the water came from the front pipe will be distributed evenly to the other two side pipes and outflow, in which way it can reduce the ship's drag, increase the speed of the ship or save bunker. When the ship intends to change the heading, in addition to steer the traditional rudder, the actuator can be actuated to drive the valve (or deflector) in the 3-way piping system so that more water flows to either side's outlet, assists the vessel to turn to the opposite side. The invention has never been made public or has been found in any publications, therefore it is in line with the provisions of the patent law. Thus the inventor is hereby applying for a patent.
Patent Application
20190322345
