JP2010000905A - Thruster with duct for ship - Google Patents

Thruster with duct for ship Download PDF

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JP2010000905A
JP2010000905A JP2008161431A JP2008161431A JP2010000905A JP 2010000905 A JP2010000905 A JP 2010000905A JP 2008161431 A JP2008161431 A JP 2008161431A JP 2008161431 A JP2008161431 A JP 2008161431A JP 2010000905 A JP2010000905 A JP 2010000905A
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duct
pod
thruster
maximum diameter
diameter portion
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JP4531828B2 (en
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Isao Funeno
功 舩野
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Kawasaki Heavy Industries Ltd
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Kawasaki Heavy Industries Ltd
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Priority to JP2008161431A priority Critical patent/JP4531828B2/en
Priority to PCT/JP2009/001681 priority patent/WO2009153906A1/en
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    • 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
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • 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
    • B63H5/14—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in non-rotating ducts or rings, e.g. adjustable for steering purpose
    • 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
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • B63H2005/1254—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis
    • B63H2005/1256—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis with mechanical power transmission to propellers

Abstract

<P>PROBLEM TO BE SOLVED: To provide a thruster with a duct having a high propulsion force. <P>SOLUTION: The thruster 1 with the duct for ships includes a strut 3 extending downward from a bottom part 2 of a ship, a pod 4 connected to a lower portion of the strut 3 and extending backwardly, a propeller 5 connected to a rear portion of the pod 4 to generate the water flow, and a duct 6 arranged behind the strut 3 to surround the propeller 5. A maximum diameter part 4a of the pod 4 is arranged at the position corresponding to a front end 6a of the duct in the longitudinal direction. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、船舶に推力を発生させるダクト付きスラスタに関するものである。   The present invention relates to a ducted thruster that generates thrust in a ship.

従来、タグボート等の大きな曳引力を要する船舶には、高推力で推力方向を変更可能なダクト付きスラスタを搭載したものがある（例えば、特許文献１参照）。ダクト付きスラスタは、船内にある原動機の駆動力を船底から下方に突出したストラットの内部を通る垂直回転軸に伝達し、その駆動力をストラット下部に接続されたポッド（ギヤケース）内にあるベベルギヤにて水平回転軸周りの回転に変換し、プロペラを駆動する。また、このダクト付きスラスタは、船内の別の原動機による動力で垂直回転軸まわりに回転することで、推力方向を変更することも可能となっている。そして、プロペラの周りには翼型断面を有するリング状のダクトが配置されているため、プロペラの回転で生じる水流がダクトにより案内され、効率良く船舶の推進力が発生する。
特開平１０−８１２９９号公報 2. Description of the Related Art Conventionally, there is a ship equipped with a ducted thruster that can change a thrust direction with a high thrust, such as a tugboat that requires a large pulling force (see, for example, Patent Document 1). The thruster with a duct transmits the driving force of the prime mover in the ship to the vertical rotating shaft passing through the inside of the strut protruding downward from the bottom of the ship, and the driving force is transmitted to the bevel gear in the pod (gear case) connected to the lower part of the strut. Convert to rotation around the horizontal rotation axis, and drive the propeller. In addition, the thruster with the duct can change the thrust direction by rotating around the vertical rotation axis by the power of another prime mover in the ship. And since the ring-shaped duct which has an airfoil cross section is arrange | positioned around the propeller, the water flow which arises by rotation of a propeller is guided by a duct, and the propulsive force of a ship generate | occur | produces efficiently.
Japanese Patent Laid-Open No. 10-81299

ところで、ポッドのストラットとの接続部分にはベベルギヤが収容されるため、ポッドの最大直径部は当該接続部分に位置しており、ポッドの外周面はその最大直径部から後方に向けて略直線的に縮径しているのが通常である。しかしながら、ダクトはポッドの縮径した小径の後部を囲むように配置されることなるため、ダクト内周面とポッド外周面との間の流路断面積が大きくなり、ダクトに流入する水の流速が遅くなる。   By the way, since the bevel gear is accommodated in the connection portion of the pod with the strut, the maximum diameter portion of the pod is located in the connection portion, and the outer peripheral surface of the pod is substantially linear from the maximum diameter portion to the rear. Usually, the diameter is reduced. However, since the duct is disposed so as to surround the rear part of the small diameter of the pod, the flow passage cross-sectional area between the inner peripheral surface of the duct and the outer peripheral surface of the pod is increased, and the flow velocity of water flowing into the duct is increased. Becomes slower.

ダクトの前端部近傍には圧力低下領域が発生し、その圧力低下に起因してダクト自身に推進力に寄与する力が生じるが、ベルヌーイの定理から分かるように、ダクトに流入する水の流速が遅くなるとダクト前端部近傍の圧力が十分に低下しないため、ダクトによる推進力の発生が十分ではなくなる。   A pressure drop region is generated near the front end of the duct, and due to the pressure drop, a force that contributes to the propulsive force is generated in the duct itself, but as can be seen from Bernoulli's theorem, the flow velocity of water flowing into the duct is When it becomes late, the pressure in the vicinity of the front end of the duct does not sufficiently decrease, so that the propulsive force is not sufficiently generated by the duct.

そこで本発明は、推進効率の良いダクト付きスラスタを提供することを目的としている。   Accordingly, an object of the present invention is to provide a ducted thruster with good propulsion efficiency.

本発明は前記事情に鑑みてなされたものであり、本発明に係る船舶用ダクト付きスラスタは、船舶の底部から下方に向けて延出するストラットと、前記ストラットの下部に接続されて後方に延出するポッドと、前記ポッドの後部に接続されて水流を発生させるプロペラと、前記プロペラを囲むように前記ストラットの後方に配置されたダクトと、を備え、前記ポッドの最大直径部が、前後方向において前記ダクトの前端部に対応する位置に配置されていることを特徴とする。   The present invention has been made in view of the above circumstances, and a thruster with a duct for a ship according to the present invention is connected to a strut extending downward from the bottom of the ship and a lower part of the strut and extends backward. A pod that exits, a propeller that is connected to the rear of the pod to generate a water flow, and a duct that is disposed behind the strut so as to surround the propeller. It is arrange | positioned in the position corresponding to the front-end part of the said duct.

前記構成によれば、ポッドの最大直径部が前後方向においてダクトの前端部に対応する位置に配置されているので、ダクトの前端近傍においてダクト内周面とポッド外周面との間の流路断面積が低減され、ダクトに流入する水の流速が速くなる。そうすると、ダクトの前端近傍における圧力低下が促進され、ダクトにより生じる推進力を向上することができる。   According to the above configuration, since the maximum diameter portion of the pod is disposed at a position corresponding to the front end portion of the duct in the front-rear direction, the flow path is cut off between the inner peripheral surface of the duct and the outer surface of the pod in the vicinity of the front end of the duct. The area is reduced and the flow rate of water flowing into the duct is increased. Then, the pressure drop near the front end of the duct is promoted, and the propulsive force generated by the duct can be improved.

前記ポッドの最大直径部と前記ダクトの前端との間の前後方向における距離Ｌmが、前記ダクトの前後方向における長さＬpの０．２倍以下であってもよい。 The distance L m in the front-rear direction between the maximum diameter portion of the pod and the front end of the duct may be 0.2 times or less the length L p in the front-rear direction of the duct.

前記構成によれば、ポッドの最大直径部が、前後方向においてダクトの前端又はその近傍に対応して位置するので、ダクトの前端近傍においてダクトに流入する水の流速を好適に速めることができる。   According to the said structure, since the largest diameter part of a pod is located corresponding to the front end of a duct in the front-back direction or its vicinity, the flow velocity of the water which flows into a duct in the front end vicinity of a duct can be increased suitably.

前記プロペラの直径Ｄpに対する前記ポッドの前記最大直径部の直径Ｄgの割合Ｄg／Ｄpが、０．２５以上０．４５以下であってもよい。 Ratio D g / D p of diameter D g of the largest diameter portion of the pod relative to the diameter D p of the propeller, may be 0.25 to 0.45.

前記構成によれば、推進効率を高めることができる。なぜなら、Ｄg／Ｄpが０．２５未満である場合には、プロペラを通過する水の流路断面積が大きくなることで、ダクトに流入する水の流速が低下し、ダクトの前端近傍における圧力低下が不十分となり、Ｄg／Ｄpが０．４５を超えた場合には、ポッドの水流に対する抵抗が大きくなるからである。 According to the said structure, propulsion efficiency can be improved. This is because when D g / D p is less than 0.25, the flow passage cross-sectional area of the water passing through the propeller is increased, so that the flow velocity of the water flowing into the duct is reduced, and in the vicinity of the front end of the duct. This is because when the pressure drop is insufficient and D g / D p exceeds 0.45, the resistance of the pod to the water flow increases.

前記ポッドの外周面は、前記最大直径部から後端にかけて外側に向けて凸となる略円弧状に縮径していてもよい。   The outer peripheral surface of the pod may be reduced in a substantially arc shape that protrudes outward from the maximum diameter portion to the rear end.

前記構成によれば、最大直径部から後端にかけて縮径の勾配が緩やかな領域が広くなるので、ダクト内周面とポッド外周面との間の流路断面積の小さい領域が広くなり、ダクト内でプロペラに流入する水における流速が速い領域が十分に確保される。   According to the above configuration, since the region where the gradient of the diameter reduction is gradual from the maximum diameter portion to the rear end is widened, the region where the channel cross-sectional area between the inner peripheral surface of the duct and the outer surface of the pod is small is widened. A region where the flow velocity of water flowing into the propeller is fast is sufficiently secured.

前記ポッドの前記最大直径部の直径Ｄgに対する前記ポッドの前端から前記最大直径部までの長さＬgの割合Ｌg／Ｄgが０．５より大であり、前記ポッドの外周面は、前記前端から前記最大直径部まで徐々に拡径していてもよい。 The ratio L g / D g of the length L g from the front end of the pod to the maximum diameter portion with respect to the diameter D g of the maximum diameter portion of the pod is greater than 0.5, and the outer peripheral surface of the pod is The diameter may be gradually increased from the front end to the maximum diameter portion.

前記構成によれば、ポッドが水流から受ける抵抗を低減することができる。即ち、従来はポッドの前端面は半球状に形成されていたため、前方からの水流により受ける正圧抵抗が大きくなるが、本発明のようにＬg／Ｄgが０．５より大とし、翼断面の前端部のように徐々に拡径する構成とすることで、ポッドが受ける水流抵抗を低減して推進効率を向上させることができる。 According to the said structure, the resistance which a pod receives from a water flow can be reduced. That is, since the front end surface of the pod has been formed in a hemispherical shape, the positive pressure resistance received by the water flow from the front increases. However, as in the present invention, L g / D g is greater than 0.5, and the blade By adopting a configuration in which the diameter gradually increases like the front end portion of the cross section, the water flow resistance received by the pod can be reduced and the propulsion efficiency can be improved.

以上の説明から明らかなように、本発明によれば、ダクトに流入する水の流速が速くなることでダクトの前端近傍に生じる圧力低下が促進されるため、ダクトにより生じる推進力を向上することができる。   As is clear from the above description, according to the present invention, since the flow rate of water flowing into the duct is increased, the pressure drop generated in the vicinity of the front end of the duct is promoted, so that the propulsive force generated by the duct is improved. Can do.

以下、本発明に係る実施形態を図面を参照して説明する。   Embodiments according to the present invention will be described below with reference to the drawings.

（第１実施形態）
図１は本発明の第１実施形態に係る船舶用ダクト付きスラスタ１の正面図である。図２は図１に示す船舶用ダクト付きスラスタ１を一部断面にした側面図である。図１及び２に示すように、船舶用ダクト付きスラスタ１は、船舶の底部２から下方に延出するストラット３を備えている。そのストラット３の下部には断面円形状で後方（下流側）に向けて延出するポッド４が接続されている。ポッド４の後部には、水流を発生させるプロペラ５が回転可能に接続されている。プロペラ５は、ストラット３の後方に配置されたダクト６により取り囲まれている。 (First embodiment)
FIG. 1 is a front view of a thruster 1 with a marine duct according to a first embodiment of the present invention. FIG. 2 is a side view of the marshalling duct thruster 1 shown in FIG. As shown in FIGS. 1 and 2, the marine ducted thruster 1 includes a strut 3 extending downward from the bottom 2 of the marine vessel. A pod 4 having a circular cross section and extending rearward (downstream) is connected to the lower portion of the strut 3. A propeller 5 that generates a water flow is rotatably connected to the rear portion of the pod 4. The propeller 5 is surrounded by a duct 6 disposed behind the strut 3.

ストラット３の内部空間には、垂直回転軸１１が軸受１２に回転自在に支持された状態で配置されており、その垂直回転軸１１の上端部には船内にあるプロペラ用原動機９の出力軸に動力伝達可能に連結されている。垂直回転軸１１の下端部は、ポッド４内部まで延びている。ポッド４の内部空間には、後方に向けて延びる水平回転軸１４が軸受１５に回転自在に支持された状態で配置されている。垂直回転軸１１の下端部と水平回転軸１４の前端部とはベベルギヤ１３を介して動力伝達可能に接続されている。水平回転軸１４の後端部は、プロペラ５に接続されている。このような構成により、プロペラ用原動機９の回転動力によりプロペラ５が回転することとなる。   In the internal space of the strut 3, a vertical rotary shaft 11 is disposed so as to be rotatably supported by a bearing 12. An upper end portion of the vertical rotary shaft 11 is connected to an output shaft of a propeller prime mover 9 in the ship. It is connected so that power can be transmitted. The lower end portion of the vertical rotation shaft 11 extends to the inside of the pod 4. In the internal space of the pod 4, a horizontal rotating shaft 14 extending rearward is disposed in a state of being rotatably supported by a bearing 15. A lower end portion of the vertical rotating shaft 11 and a front end portion of the horizontal rotating shaft 14 are connected via a bevel gear 13 so that power can be transmitted. The rear end portion of the horizontal rotating shaft 14 is connected to the propeller 5. With such a configuration, the propeller 5 is rotated by the rotational power of the propeller prime mover 9.

また、ストラット３は、垂直回転軸１１回りに回転可能なように船舶の底部２に軸受１０及びシール部材７を介して接続されており、ストラット３自体を回転させる駆動力を発生する旋回用原動機８に連結されている。よって、旋回用原動機８による回転動力によりストラット３が垂直回転軸１１回りに回転し、それと一体的にポッド４、プロペラ５及びダクト６が旋回し、推力発生方向を変更しうる。   The strut 3 is connected to the bottom 2 of the ship through a bearing 10 and a seal member 7 so as to be rotatable around the vertical rotation shaft 11 and generates a driving force for rotating the strut 3 itself. 8 is connected. Therefore, the strut 3 is rotated around the vertical rotation shaft 11 by the rotational power of the turning prime mover 8, and the pod 4, the propeller 5 and the duct 6 are turned integrally therewith, and the thrust generation direction can be changed.

ダクト６は、リング状で翼型断面を有している。ダクト６の前端部６ｂは、その内周面が前方（上流側）に向けて徐々に拡径しており、前端部６ｂ以外の本体部６ｃの内周面は略同一径となっている。即ち、ダクト６の前端部６ａの内周面は前方に向けて拡径するように反った形状となっている。このダクト６には、ポッド４の後側部分が収容され、ポッド４の前側部分はダクト６よりも前方に突出している。詳細には、ポッド４のダクト６に収容されている部分における前後方向の長さは、ポッド４のダクト６より前方に突出している部分における前後方向の長さよりも短くなるように設定されている。   The duct 6 is ring-shaped and has an airfoil cross section. The inner peripheral surface of the front end portion 6b of the duct 6 gradually increases in diameter toward the front (upstream side), and the inner peripheral surface of the main body portion 6c other than the front end portion 6b has substantially the same diameter. That is, the inner peripheral surface of the front end portion 6a of the duct 6 has a warped shape so as to increase in diameter toward the front. The duct 6 accommodates the rear portion of the pod 4, and the front portion of the pod 4 projects forward from the duct 6. Specifically, the length in the front-rear direction in the portion accommodated in the duct 6 of the pod 4 is set to be shorter than the length in the front-rear direction in the portion protruding forward from the duct 6 of the pod 4. .

ポッド４は、前端４ｃから後方に向けて徐々に拡径しており、その最大直径部４ａが前後方向においてダクト６の前端部６ｂに対応する位置に配置されている。具体的には、ポッド４の最大直径部４ａとダクト６の前端６ａとの間の前後方向における距離Ｌmが、ダクト６の前後方向における長さＬpの０．２倍以下となるように設定されている。また、ポッド４の外周面は、最大直径部４ａから後端４ｄにかけて外側に向けて凸となる略円弧状に縮径したテール部４ｂを有している。さらに、ポッド４の最大直径部４ａの直径をＤgとし、プロペラ５の直径をＤpとすると、Ｄg／Ｄpは０．２５以上０．４５以下に設定されている。 The diameter of the pod 4 gradually increases from the front end 4c toward the rear, and the maximum diameter portion 4a is disposed at a position corresponding to the front end portion 6b of the duct 6 in the front-rear direction. Specifically, the distance L m in the front-rear direction between the maximum diameter portion 4 a of the pod 4 and the front end 6 a of the duct 6 is not more than 0.2 times the length L p in the front-rear direction of the duct 6. Is set. Further, the outer peripheral surface of the pod 4 has a tail portion 4b having a reduced diameter in a substantially arc shape that protrudes outward from the maximum diameter portion 4a to the rear end 4d. Further, the diameter of the maximum diameter portion 4a of the pod 4 and D g, when the diameter of the propeller 5 to D p, D g / D p is set to 0.25 to 0.45.

図３は図２の要部拡大図である。図３に示すように、ダクト６の前端部６ｂの内周面近傍には、圧力低下領域２０が形成される。これは、ポッド４に沿ってダクト６内に流入する水や、ダクト６の外面近傍から前端６ａに沿ってダクト６内に巻き込まれる水などの影響により、ダクト６の前端部６ｂの内周面近傍で流速が速くなるからである。そして、この圧力低下領域２０により、ダクト６の前端部６ｂの内周面には、図３の矢印で示すような力Ｆが発生する。   FIG. 3 is an enlarged view of a main part of FIG. As shown in FIG. 3, a pressure drop region 20 is formed in the vicinity of the inner peripheral surface of the front end portion 6 b of the duct 6. This is because the inner peripheral surface of the front end portion 6b of the duct 6 is affected by the water flowing into the duct 6 along the pod 4 or the water drawn into the duct 6 along the front end 6a from the vicinity of the outer surface of the duct 6. This is because the flow velocity increases in the vicinity. And the force F as shown by the arrow of FIG. 3 generate | occur | produces on the internal peripheral surface of the front-end part 6b of the duct 6 by this pressure fall area | region 20. As shown in FIG.

この力Ｆは、垂直分力ＦVと水平分力ＦHとに分けることができる。図３に示す垂直分力ＦVは、ダクト６の上側部に対して下方に向けた力を生じているが、ダクト６の下側部には上方に向けた力が生じるため、それらが互いに打ち消しあうことでダクト６全体には力Ｆの垂直分力ＦVの影響はなくなる。一方、水平分力ＦHは、前方に向けた力を生じるため、推進力に寄与することとなる。 This force F can be divided into a vertical component force F V and a horizontal component force F H. The vertical component force F V shown in FIG. 3 generates a downward force with respect to the upper portion of the duct 6, but an upward force is generated at the lower portion of the duct 6. By canceling each other, the influence of the vertical component force F V of the force F is eliminated on the entire duct 6. On the other hand, since the horizontal component force F H generates a force directed forward, it contributes to the propulsive force.

ここで、ポッド４の最大直径部４ａは、前後方向においてダクト６の前端部６ｂに対応する位置に配置されているので、ダクト６の前端部６ｂ近傍においてダクト６の内周面とポッド４の外周面との間の流路断面積が小さくなっている。これにより、ダクト６に流入する水の流速は速くなり、ベルヌーイの定理より、ダクト６の前端部６ｂ近傍における圧力低下領域２０の圧力低下が促進されることとなる。   Here, since the maximum diameter portion 4 a of the pod 4 is disposed at a position corresponding to the front end portion 6 b of the duct 6 in the front-rear direction, the inner peripheral surface of the duct 6 and the pod 4 are located in the vicinity of the front end portion 6 b of the duct 6. The cross-sectional area of the channel between the outer peripheral surface is small. Thereby, the flow velocity of the water flowing into the duct 6 is increased, and the pressure drop in the pressure drop region 20 in the vicinity of the front end portion 6b of the duct 6 is promoted according to Bernoulli's theorem.

また、ポッド４のテール部４ｂは、最大直径部４ａから後端４ｄにかけて外側に向けて凸となる略円弧状に縮径しているので、最大直径部４ａから後端４ｄにかけて縮径の勾配が緩やかとなり、ダクト６の内周面とポッド４の外周面との間の流路断面積の小さい領域が前後方向に広くなる。これにより、ダクト６内でプロペラ５に流入する水において、流速が速くなる領域が十分に確保され、ダクト６の前端部６ｂ近傍における圧力低下領域２０の圧力低下がさらに促進されることとなる。   Further, since the tail portion 4b of the pod 4 is reduced in a substantially arc shape that protrudes outward from the maximum diameter portion 4a to the rear end 4d, a gradient of the diameter reduction from the maximum diameter portion 4a to the rear end 4d. And the region having a small flow path cross-sectional area between the inner peripheral surface of the duct 6 and the outer peripheral surface of the pod 4 becomes wider in the front-rear direction. Thereby, in the water flowing into the propeller 5 in the duct 6, a region where the flow velocity is increased is sufficiently secured, and the pressure drop in the pressure drop region 20 in the vicinity of the front end portion 6 b of the duct 6 is further promoted.

以上より、図３に示したダクト６の前端部６ｂの内周面に生じる力Ｆは増大することとなり、推進力に寄与する水平分力ＦHが増大する。したがって、ダクト６により生じる推進力は向上することとなる。 As described above, the force F generated on the inner peripheral surface of the front end portion 6b of the duct 6 shown in FIG. 3 increases, and the horizontal component force F H contributing to the propulsive force increases. Accordingly, the propulsive force generated by the duct 6 is improved.

図４は図１に示す船舶用ダクト付きスラスタ１の推進効率ηとＤg／Ｄpとの関係を示したグラフである。なお、図１に示すようにポッド４の最大直径部４ａの直径をＤgとし、プロペラ５の直径をＤpと定義する。図４は、ＣＦＤ（Computational Fluid Dynamics）による数値計算で船舶用ダクト付きスラスタ１の推進効率ηとＤg／Ｄpとの関係を出力したグラフである。なお、縦軸は推進効率ηをその最大値で割った値η／ηmaxとし、横軸をＤg／Ｄpとしている。 FIG. 4 is a graph showing the relationship between the propulsion efficiency η and D g / D p of the marine duct thruster 1 shown in FIG. Incidentally, the diameter of the maximum diameter portion 4a of the pod 4, as shown in FIG. 1 as D g, a diameter of the propeller 5 is defined as D p. FIG. 4 is a graph in which the relationship between the propulsion efficiency η and D g / D p of the thruster 1 with a ship duct is output by numerical calculation using CFD (Computational Fluid Dynamics). The vertical axis represents the value η / η max obtained by dividing the propulsion efficiency η by the maximum value, and the horizontal axis represents D g / D p .

図４によれば、η／ηmaxは、Ｄg／Ｄpが０．３８あたりをピークとしており、Ｄg／Ｄpが０．２５以上０．４５以下の範囲で優れた推進効率を発揮することが分かる。なぜなら、Ｄg／Ｄpが０．２５未満である場合には、プロペラ５を通過する水の流路断面積が大きくなることで、ダクト６に流入する水の流速が低下し、ダクト６の前端部６ｂ近傍における圧力低下が不十分となるからである。また、Ｄg／Ｄpが０．４５を超えた場合には、ポッド４の水流に対する抵抗が大きくなるからである。よって、本実施形態のポッド４とプロペラ５は、Ｄg／Ｄpが０．２５以上０．４５以下の範囲内になるように設定されている。 According to FIG. 4, η / η max has a peak when D g / D p is around 0.38, and exhibits excellent propulsive efficiency when D g / D p is in the range of 0.25 to 0.45. I understand that This is because when D g / D p is less than 0.25, the flow passage cross-sectional area of the water passing through the propeller 5 is increased, so that the flow velocity of the water flowing into the duct 6 is reduced. This is because the pressure drop in the vicinity of the front end 6b is insufficient. In addition, when D g / D p exceeds 0.45, the resistance of the pod 4 to the water flow increases. Therefore, the pod 4 and the propeller 5 of the present embodiment are set so that D g / D p is in the range of 0.25 to 0.45.

（第２実施形態）
図５は本発明の第２実施形態に係る船舶用ダクト付きスラスタ３１を一部断面にした側面図である。なお、第１実施形態と共通する構成については同一符号を付して説明を省略する。図５に示すように、本実施形態のポッド３４は、その最大直径部４ａが前後方向においてダクト６の前端６ａと略一致する位置に配置されている。また、ポッド３４の外周面は、最大直径部３４ａから後端３４ｄにかけて外側に向けて凸となる略円弧状に縮径したテール部３４ｂを有している。 (Second Embodiment)
FIG. 5 is a side view, partly in section, of a marine ducted thruster 31 according to a second embodiment of the present invention. In addition, about the structure which is common in 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted. As shown in FIG. 5, the pod 34 of the present embodiment is disposed at a position where the maximum diameter portion 4 a substantially coincides with the front end 6 a of the duct 6 in the front-rear direction. Further, the outer peripheral surface of the pod 34 has a tail portion 34b having a reduced diameter in a substantially arc shape that protrudes outward from the maximum diameter portion 34a to the rear end 34d.

さらに、ポッド３４のダクト６より前方に突出している部分における前後方向の長さは、ポッド３４のダクト６に収容されている部分における前後方向の長さよりもかなり長く、ポッド３４の最大直径部３４ａよりも前側の部分３４ｅの外周面は前後方向に長尺であり、前端３４ｃから最大直径部３４ａまで緩やかに拡径した形状である。具体的には、ポッド３４の最大直径部３４ａの直径をＤgとし、ポッド３４の前端３４ｃから最大直径部３４ａまでの長さをＬgとすると、Ｌg／Ｄgが０．５より大となるように設定されている。このような構成により、ポッド４が前方からの水流により受ける正圧抵抗が低減され、推進効率が向上することとなる。 Further, the length in the front-rear direction at the portion of the pod 34 protruding forward from the duct 6 is considerably longer than the length in the front-rear direction at the portion accommodated in the duct 6 of the pod 34, and the maximum diameter portion 34 a of the pod 34. The outer peripheral surface of the front portion 34e is longer in the front-rear direction and has a shape that is gradually expanded from the front end 34c to the maximum diameter portion 34a. Specifically, the diameter of the maximum diameter portion 34a of the pod 34 and D g, and the length from the front end 34c of the pod 34 to the maximum diameter portion 34a and L g, L g / D g is greater than 0.5 It is set to become. With such a configuration, the positive pressure resistance received by the water flow from the front of the pod 4 is reduced, and the propulsion efficiency is improved.

以上のように、本発明に係る船舶用ダクト付きスラスタは、推進力が向上する優れた効果を有し、この効果の意義を発揮できる船舶推進装置に広く適用すると有益である。   As described above, the thruster with a marine duct according to the present invention has an excellent effect of improving the propulsive force, and it is beneficial to be widely applied to a marine vessel propulsion apparatus that can exhibit the significance of this effect.

本発明の第１実施形態に係る船舶用ダクト付きスラスタの正面図である。It is a front view of the thruster with a ship duct concerning a 1st embodiment of the present invention. 図１に示す船舶用ダクト付きスラスタを一部断面にした側面図である。It is the side view which made the cross section of the thruster with a ship duct shown in FIG. 図２の要部拡大図である。FIG. 3 is an enlarged view of a main part of FIG. 2. 図１に示す船舶用ダクト付きスラスタの推進効率とＤg／Ｄpとの関係を示したグラフである。It is a graph showing the relationship between the propulsion efficiency and D g / D p marine ducted thrusters shown in Figure 1. 本発明の第２実施形態に係る船舶用ダクト付きスラスタを一部断面にした側面図である。It is the side view which made the thruster with a ship duct which concerns on 2nd Embodiment of this invention into a partial cross section.

符号の説明Explanation of symbols

１，３１ ダクト付きスラスタ
３ ストラット
４，３４ ポッド
４ａ，３４ａ 最大直径部
５ プロペラ
６ ダクト 1,31 Thruster with duct 3 Strut 4,34 Pod 4a, 34a Maximum diameter part 5 Propeller 6 Duct

Claims (5)

船舶の底部から下方に向けて延出するストラットと、
前記ストラットの下部に接続されて後方に延出するポッドと、
前記ポッドの後部に接続されて水流を発生させるプロペラと、
前記プロペラを囲むように前記ストラットの後方に配置されたダクトと、を備え、
前記ポッドの最大直径部が、前後方向において前記ダクトの前端部に対応する位置に配置されていることを特徴とする船舶用ダクト付きスラスタ。 A strut extending downward from the bottom of the ship;
A pod connected to the lower portion of the strut and extending backward,
A propeller connected to the rear of the pod to generate a water flow;
A duct disposed behind the strut so as to surround the propeller,
A thruster with a marine duct, wherein the maximum diameter portion of the pod is disposed at a position corresponding to the front end portion of the duct in the front-rear direction. 前記ポッドの最大直径部と前記ダクトの前端との間の前後方向における距離Ｌmが、前記ダクトの前後方向における長さＬpの０．２倍以下である請求項１に記載の船舶用ダクト付きスラスタ。 2. The marine duct according to claim 1, wherein a distance L m in the front-rear direction between the maximum diameter portion of the pod and the front end of the duct is 0.2 times or less of a length L p in the front-rear direction of the duct. With thruster. 前記プロペラの直径Ｄpに対する前記ポッドの前記最大直径部の直径Ｄgの割合Ｄg／Ｄpが、０．２５以上０．４５以下である請求項１又は２に記載の船舶用ダクト付きスラスタ。 The ratio D g / D p of diameter D g of the largest diameter portion, marine ducted thruster according to claim 1 or 2 is 0.25 to 0.45 of the pod relative to the diameter D p of the propeller . 前記ポッドの外周面は、前記最大直径部から後端にかけて外側に向けて凸となる略円弧状に縮径している請求項１乃至３のいずれかに記載の船舶用ダクト付きスラスタ。   The thruster with a marine duct duct according to any one of claims 1 to 3, wherein an outer peripheral surface of the pod has a reduced diameter in a substantially arc shape that protrudes outward from the maximum diameter portion to a rear end. 前記ポッドの前記最大直径部の直径Ｄgに対する前記ポッドの前端から前記最大直径部までの長さＬgの割合Ｌg／Ｄgが０．５より大であり、
前記ポッドの外周面は、前記前端から前記最大直径部まで徐々に拡径している請求項１乃至４のいずれかに記載の船舶用ダクト付きスラスタ。 The ratio L g / D g of the length L g from the front end of the pod to the maximum diameter portion with respect to the diameter D g of the maximum diameter portion of the pod is greater than 0.5,
The thruster with a marine duct according to any one of claims 1 to 4, wherein an outer peripheral surface of the pod is gradually enlarged from the front end to the maximum diameter portion.
JP2008161431A 2008-06-20 2008-06-20 Ship thruster with duct Active JP4531828B2 (en)

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CN102530216B (en) * 2012-02-14 2014-05-21 武汉船用机械有限责任公司 High-power rudder propeller with guide pipe and detaching method for blades of propeller
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JP2014530785A (en) * 2012-03-16 2014-11-20 ビーコン フィンランド リミティド オサケユイチア Retractable propulsion vessel with thruster

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