JP3235772B2 - Ship with stern duct - Google Patents
Ship with stern ductInfo
- Publication number
- JP3235772B2 JP3235772B2 JP34951195A JP34951195A JP3235772B2 JP 3235772 B2 JP3235772 B2 JP 3235772B2 JP 34951195 A JP34951195 A JP 34951195A JP 34951195 A JP34951195 A JP 34951195A JP 3235772 B2 JP3235772 B2 JP 3235772B2
- Authority
- JP
- Japan
- Prior art keywords
- duct
- propeller
- stern
- axis
- ship
- 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 - Fee Related
Links
Classifications
-
- 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
- B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H1/00—Propulsive elements directly acting on water
- B63H1/02—Propulsive elements directly acting on water of rotary type
- B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
- B63H1/14—Propellers
- B63H1/28—Other means for improving propeller efficiency
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
Description
【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION
【0001】[0001]
【発明の属する技術分野】本発明は船尾ダクト付き船舶
にかかるもので、とくにその推進性能を向上させた船尾
ダクト付き船舶に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a ship with a stern duct, and more particularly to a ship with a stern duct having improved propulsion performance.
【0002】[0002]
【従来の技術】従来から、船舶の推進性能を向上させる
技術として、リング状のダクト構造物をプロペラの前方
の船体に付加するものがある。たとえば図8は、従来技
術の一例による船尾ダクト付き船舶1を示す側面図であ
って、この船尾ダクト付き船舶1は、船体2と、その船
尾部分に設けたプロペラ3および舵4と、リング状のダ
クト5と、を有する。2. Description of the Related Art Conventionally, as a technique for improving the propulsion performance of a ship, there is a technique in which a ring-shaped duct structure is added to a hull in front of a propeller. For example, FIG. 8 is a side view showing a ship 1 with a stern duct according to an example of the prior art. The ship 1 with a stern duct has a hull 2, a propeller 3 and a rudder 4 provided at a stern portion thereof, and a ring shape. And a duct 5.
【0003】リング状のダクト5は、軸対称形状で、か
つ前縁部5Aから後縁部5Bの後方に向かってテーパー
形状にこれを構成し、その後縁部5Bの内径をプロペラ
3の直径Dpの0.5倍としてある。このリング状のダ
クト5を、プロペラ3前方の船体2にプロペラ3と軸心
を合わせて咬合するようにして接合してある。The ring-shaped duct 5 has an axially symmetrical shape and is formed in a tapered shape from the front edge 5A to the rear of the rear edge 5B, and the inner diameter of the rear edge 5B is set to the diameter Dp of the propeller 3. 0.5 times as large as This ring-shaped duct 5 is joined to the hull 2 in front of the propeller 3 so as to be engaged with the propeller 3 so as to be aligned with the axis.
【0004】こうした構成の船尾ダクト付き船舶1にお
いて、リング状のダクト5により水流が整流かつ加速さ
れ、船尾ダクト付き船舶1の推進性能を向上するととも
にプロペラ起振力の軽減による振動騒音レベルを改善す
ることができる。In the stern duct-equipped ship 1, the water flow is rectified and accelerated by the ring-shaped duct 5, thereby improving the propulsion performance of the stern duct-equipped ship 1 and improving the vibration noise level by reducing the propeller vibrating force. can do.
【0005】図9は、実公昭56−32396号による
「肥大船における船尾流れの整流装置」の一例を示す側
面図であって、この整流装置6においては、非軸対称形
状のダクト7(リング状構造物)を、プロペラ3前方の
船体2にプロペラ3と軸心を合わせて接合してある。FIG. 9 is a side view showing an example of a "rectifying device for stern flow in an enlarged ship" according to Japanese Utility Model Publication No. 56-32396. In this rectifying device 6, a non-axisymmetric duct 7 (ring) is used. Structure) is joined to the hull 2 in front of the propeller 3 so that the propeller 3 is aligned with the axis.
【0006】ダクト7は、その前縁部7Aの上側より下
側が大きく拡開し、かつその後縁部7Bの上側を下側よ
りプロペラ3に接近させるような非軸対称形状にこれを
構成することにより、推進性能などの改善量が、図8の
軸対称形状のダクト5の場合よりも増加する。The duct 7 is formed in a non-axisymmetric shape such that the lower side of the front edge 7A expands greatly from the upper side and the upper side of the rear edge 7B approaches the propeller 3 from the lower side. Accordingly, the amount of improvement in propulsion performance and the like is increased as compared with the case of the duct 5 having an axisymmetric shape in FIG.
【0007】図10は、実開平3−17996号による
「船舶」の側面図であって、この船舶8においては、非
軸対称形状のダクト9(ノズル)をプロペラ3前方の船
体2にプロペラ3と軸心を合わせて接合してある。FIG. 10 is a side view of a “ship” according to Japanese Utility Model Laid-Open No. 3-179996. In this ship 8, a non-axisymmetric duct 9 (nozzle) is attached to the hull 2 in front of the propeller 3 by a propeller 3. And are joined together with their axes aligned.
【0008】ダクト9は、その前縁部9Aの下側より上
側が長く、かつその後縁部9Bが軸心に直角な非軸対称
形状にこれを構成することにより、図9の整流装置6と
同様に、推進性能などの改善量が、図8の軸対称形状の
ダクト5の場合よりも増加する。The duct 9 has a non-axisymmetric shape in which the upper side is longer than the lower side of the front edge 9A and the rear edge 9B is perpendicular to the axis. Similarly, the amount of improvement in propulsion performance and the like is greater than in the case of the axially symmetrical duct 5 in FIG.
【0009】しかしながら、非軸対称形状のダクト7お
よびダクト9は軸対称形状のダクト5に比較して複雑な
構造となるため、製作上およびコスト上、不利であると
いう問題がある。However, since the non-axially symmetrical ducts 7 and 9 have a more complicated structure than the axially symmetrical duct 5, there is a problem in that they are disadvantageous in terms of manufacturing and cost.
【0010】[0010]
【発明が解決しようとする課題】本発明は以上のような
諸問題にかんがみなされたもので、ダクトの製造が比較
的簡単な船尾ダクト付き船舶を提供することを課題とす
る。SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and has as its object to provide a ship with a stern duct whose production of a duct is relatively simple.
【0011】また本発明は、製作が比較的簡単な軸対称
形状のダクトを採用しながら、非軸対称形状のダクトと
同程度の推進性能を得ることができるとともに、プロペ
ラ起振力の軽減による振動騒音レベルを改善することが
できる船尾ダクト付き船舶を提供することを課題とす
る。The present invention can achieve the same propulsion performance as a non-axially symmetrical duct while employing an axially symmetrical duct whose manufacture is relatively simple, and reduce the propeller vibrating force. An object of the present invention is to provide a ship with a stern duct that can improve the vibration noise level.
【0012】また本発明は、所要馬力比、ダクト抗力、
ならびに直進時および斜航時における変動圧力振幅など
を改善することができる船尾ダクト付き船舶を提供する
ことを課題とする。The present invention also provides a required horsepower ratio, duct drag,
It is another object of the present invention to provide a stern duct-equipped ship capable of improving the fluctuation pressure amplitude during straight traveling and oblique traveling.
【0013】[0013]
【課題を解決するための手段】すなわち本発明は、軸対
称形状のダクトの取付け位置(高さ)あるいは取付け角
度(傾斜角)を工夫すること、およびこの高さや傾斜角
に最適な範囲があることに着目したもので、本発明は、
船体と、この船体の船尾に取り付けたプロペラと、この
プロペラの前方側に取り付けた軸対称形状のダクトと、
を有する船尾ダクト付き船舶であって、前記ダクトの軸
心を、前記プロペラの軸心より該プロペラの直径に対し
て、5〜20%だけ上方に高くし、前記ダクトの後縁部
の直径を前記プロペラの直径の40〜70%とし、更
に、前記ダクトの軸心の傾斜角を、上記プロペラの軸心
に対して上方に5〜25度とするとともに、前記ダクト
の断面形状を、その内側に凸形状としたことを特徴とす
る船尾ダクト付き船舶である.That is, according to the present invention, the mounting position (height) or mounting angle (inclination angle) of an axisymmetric duct is devised, and there is an optimum range for the height and the inclination angle. In the present invention,
A hull, a propeller attached to the stern of the hull, and an axially symmetrical duct attached to the front side of the propeller,
A ship having a stern duct having: a shaft center of the duct higher than a shaft center of the propeller by 5 to 20% with respect to a diameter of the propeller, and a diameter of a rear edge portion of the duct is increased. 40 to 70% of the diameter of the propeller, the inclination angle of the axis of the duct is 5 to 25 degrees above the axis of the propeller, and the sectional shape of the duct is This is a ship with a stern duct characterized by a convex shape.
【0014】[0014]
【0015】上記ダクトの直径あるいはテーパー度は、
軸対称形状のダクト5(図8)あるいは非軸対称形状の
ダクト7(図9)および非軸対称形状のダクト9(図1
0)などに準じてこれを決定することができる。たとえ
ば、ダクトの後縁部直径(内径)としては、プロペラの
直径Dpの40〜70%、たとえば60%の内径を有す
ることができる。The diameter or degree of taper of the duct is
Axisymmetric duct 5 (FIG. 8) or non-axisymmetric duct 7 (FIG. 9) and non-axisymmetric duct 9 (FIG. 1)
0) and the like can be determined. For example, the trailing edge diameter (inner diameter) of the duct can have an inner diameter of 40 to 70%, for example, 60% of the diameter Dp of the propeller.
【0016】本発明による船尾ダクト付き船舶において
は、ダクトをプロペラ前方の船体に取り付けるととも
に、その軸心をプロペラの軸心から上方に位置させ、か
つまたダクトの軸心を斜め後方に下げるように傾斜した
ので、従来の非軸対称形状のダクトの場合と同様に、ダ
クトをプロペラより上方に位置させない場合に比較した
所要馬力比、ダクト抗力および変動圧力振幅などを改善
することができる。In the ship with a stern duct according to the present invention, the duct is attached to the hull in front of the propeller, the axis of the duct is positioned above the axis of the propeller, and the axis of the duct is lowered obliquely rearward. The inclination makes it possible to improve the required horsepower ratio, duct drag, and fluctuating pressure amplitude as compared with the case where the duct is not located above the propeller, as in the case of the conventional non-axisymmetric duct.
【0017】しかも、当該ダクトはこれを軸対称形状と
することができるため、非軸対称形状のダクトに比較し
てその製作が容易であり、推進性能などを向上させた船
舶のコストを低減することができる。Moreover, since the duct can be formed in an axisymmetric shape, it is easier to manufacture than a non-axisymmetric duct, and the cost of a ship with improved propulsion performance is reduced. be able to.
【0018】[0018]
【発明の実施の形態】つぎに本発明の実施の形態による
船尾ダクト付き船舶10を図1ないし図7にもとづき説
明する。ただし、図8ないし図10と同様の部分には同
一符号を付し、その詳述はこれを省略する。図1は、船
尾ダクト付き船舶10の側面図であって、プロペラ3前
方の船体2に、図8のダクト5と同様の軸対称形状のダ
クト11を取り付けてある。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A stern duct-equipped ship 10 according to an embodiment of the present invention will be described below with reference to FIGS. However, the same parts as those in FIGS. 8 to 10 are denoted by the same reference numerals, and detailed description thereof will be omitted. FIG. 1 is a side view of a ship 10 with a stern duct, in which an axially symmetrical duct 11 similar to the duct 5 in FIG. 8 is attached to a hull 2 in front of a propeller 3.
【0019】図2は、軸対称形状のダクト11を真後ろ
から見た状態の船尾部分の説明図であって、船尾ダクト
付き船舶10の進行方向において左側のストラット左1
2および右側のストラット右13により、ダクト11の
両側を船体2に取り付けてある。FIG. 2 is an explanatory view of the stern part of the axisymmetric duct 11 viewed from directly behind, and shows a left strut left 1 in the traveling direction of the stern duct-equipped ship 10.
The two sides of the duct 11 are attached to the hull 2 by the right and second struts 13.
【0020】プロペラ3の軸心14より下側の船尾を後
方に張り出させて船体延長部15を形成し、この船体延
長部15によってダクト11の下部を固着している。The stern below the shaft center 14 of the propeller 3 projects rearward to form a hull extension 15, and the lower portion of the duct 11 is fixed by the hull extension 15.
【0021】とくに図1に示すように、軸対称形状のダ
クト11の前縁部11Aおよび後縁部11Bはその軸心
16に対して直角である。In particular, as shown in FIG. 1, the front edge 11A and the rear edge 11B of the axially symmetric duct 11 are perpendicular to the axis 16.
【0022】ダクト11の軸心16は、プロペラ3の軸
心14よりやや上方にある。すなわち、その後縁部11
Bと軸心16との交点P(後縁部11Bの中心)は、プ
ロペラ3の軸心14から高さHにある。具体的にはダク
ト11の軸心16の高さHは、プロペラ3の軸心14か
ら上方に間隔Hだけ平行移動した長さである。The axis 16 of the duct 11 is slightly above the axis 14 of the propeller 3. That is, the rear edge 11
An intersection P between B and the axis 16 (the center of the trailing edge 11B) is at a height H from the axis 14 of the propeller 3. Specifically, the height H of the axis 16 of the duct 11 is a length translated from the axis 14 of the propeller 3 upward by a distance H in parallel.
【0023】さらに、ダクト11の軸心16はプロペラ
3の軸心14に対して軸心16の高さHだけ上方に平行
移動した状態で、後縁部11Bと軸心16との上記交点
Pを中心にその前縁部11Aをやや上向きに傾斜(傾斜
角θ)してある。Further, in a state where the axis 16 of the duct 11 is moved in parallel with the axis 14 of the propeller 3 by the height H of the axis 16, the intersection P between the trailing edge 11 B and the axis 16. The front edge portion 11A is slightly inclined upward (inclination angle θ) around the center.
【0024】図3は、軸対称形状のダクト11を含む要
部の拡大側面図である。とくに図3に示すように、船尾
ダクト付き舶舶10の船尾のプロペラ3前方に取り付け
た軸対称形状のダクト11とプロペラ3との干渉効果に
より、ダクト11の内側断面11C側に強い加速流Xが
生じ、ダクト11付近の流れの遅い部分(図3の実線部
S)を加速し、逆にダクト11の外側断面11Dには減
速流Yが生じ、流れの早い部分(図3の点線部Q)を減
速する。FIG. 3 is an enlarged side view of a main part including the axially symmetrical duct 11. In particular, as shown in FIG. 3, due to the interference effect between the propeller 3 and the axially symmetrical duct 11 mounted in front of the propeller 3 at the stern of the stern 10 with the stern duct, a strong acceleration flow X is generated on the inner cross section 11C side of the duct 11. And accelerates a slow flow portion (solid line portion S in FIG. 3) near the duct 11, and conversely, a deceleration flow Y is generated in the outer cross section 11D of the duct 11, and a fast flow portion (dotted line portion Q in FIG. 3). Slow down).
【0025】したがって、ダクト11の下流側に位置す
るプロペラ3の部分における流速分布が均一化し、プロ
ペラキャビテーションの発生を抑制し、船尾振動を軽減
するとともに、プロペラ3として最も負荷を担うその外
周部分における伴流利得が向上する。Accordingly, the flow velocity distribution in the portion of the propeller 3 located downstream of the duct 11 is made uniform, the occurrence of propeller cavitation is suppressed, the stern vibration is reduced, and the outer peripheral portion of the propeller 3 which bears the load most is loaded. The wake gain is improved.
【0026】図4は、軸対称形状のダクト11の断面図
であって、ダクト11の内側断面11Cは内側に凸状の
翼型をしている。さらに、ダクト11の前縁部11A付
近の流れ向きに合わせてダクト11を適切な傾斜角θを
もって取り付けると、図4に示すように、ダクト11の
内側断面11Cに作用する揚力Fの分力として発生する
推進力F1がダクト11自体の抵抗を上回って推力とし
て作用し、船体抵抗が減少する。FIG. 4 is a cross-sectional view of the duct 11 having an axially symmetric shape. An inner cross section 11C of the duct 11 has an inwardly convex airfoil shape. Furthermore, when the duct 11 is attached at an appropriate inclination angle θ in accordance with the flow direction near the front edge 11A of the duct 11, as shown in FIG. 4, the component force of the lift F acting on the inner cross section 11C of the duct 11 is obtained. The generated propulsive force F1 exceeds the resistance of the duct 11 itself and acts as a thrust, and the hull resistance decreases.
【0027】こうした構成の船尾ダクト付き船舶10に
おいて、水槽試験による、各種の実験結果を図5ないし
図7に示し、推進性能などが向上することを説明する。
図5は、ダクト11の軸心16の上方への高さHとプロ
ペラ3の直径Dpとの比(H/Dp)に対する所要馬力
比の関係を示すグラフで、比(H/Dp)が0.05〜
0.20の範囲で所要馬力比が安定的に低下することが
わかる。FIGS. 5 to 7 show various experimental results obtained by a water tank test in the stern duct-equipped ship 10 having such a configuration, and the improvement in propulsion performance and the like will be described.
FIG. 5 is a graph showing the relationship between the ratio (H / Dp) of the height H above the axis 16 of the duct 11 to the diameter Dp of the propeller 3 and the required horsepower ratio, where the ratio (H / Dp) is 0. .05-
It can be seen that the required horsepower ratio decreases stably in the range of 0.20.
【0028】具体的には、ダクト11の軸心16とプロ
ペラ3の軸心14の間の高さHを適宜選択することによ
り、とくに軸心16が軸心14より上方に0.05Dp
〜0.20Dpの範囲で位置させることにより、これら
が一致している従来の場合(図8、図9、図10)に比
較して、プロペラ3の駆動馬力を有効に利用することが
可能となり、性能改善量が大きくなる。More specifically, by appropriately selecting the height H between the axis 16 of the duct 11 and the axis 14 of the propeller 3, the axis 16 is placed above the axis 14 by 0.05 Dp.
By locating in the range of .about.0.20 Dp, it becomes possible to effectively use the driving horsepower of the propeller 3 as compared with the conventional case (FIGS. 8, 9 and 10) in which these coincide with each other. The amount of performance improvement increases.
【0029】図6は、傾斜角θに対するダクト抗力の関
係を示すグラフであって、傾斜角θが正の値はダクト1
1前縁部11Aが上向きを示し、ダクト11の傾斜角θ
が5〜25度の範囲では推力が発生して、ダクト11の
ない場合に比較して抵抗が減少する。なお、傾斜角θが
5度以下あるいは25度以上では、ダクト11に抗力が
発生してしまう。FIG. 6 is a graph showing the relationship between the duct drag and the inclination angle θ.
1 The front edge 11A indicates upward, and the inclination angle θ of the duct 11
Is in the range of 5 to 25 degrees, a thrust is generated, and the resistance is reduced as compared with the case where the duct 11 is not provided. If the inclination angle θ is 5 degrees or less or 25 degrees or more, a drag occurs in the duct 11.
【0030】図7は、船体2の船尾における変動水圧の
計測例のグラフであり、船尾ダクト付き船舶10が直進
時と斜航時とでは、上述した軸対称形状のダクト11の
プロペラ面流れの均一作用により、不均一性が大きな斜
航時において変動水圧の軽減効果が大きいことがわか
る。FIG. 7 is a graph showing an example of the measurement of the fluctuating water pressure at the stern of the hull 2, and shows the flow of the propeller surface of the axially symmetrical duct 11 when the stern duct-equipped ship 10 goes straight and obliquely. It can be seen that the uniform action has a great effect of reducing the fluctuating water pressure during oblique navigation with large non-uniformity.
【0031】[0031]
【発明の効果】以上のように本発明によれば、船体のプ
ロペラ前方にダクトを取り付け、このダクトを上方に5
〜25度だけ傾斜し、あるいはダクトの軸心がプロペラ
の直径に対してプロペラの軸心の上方5〜20%にある
ように構成したので、ダクトによる推進力性能などの改
善とともに、ダクトを軸対称形状とすることができるこ
とから、製作が簡単になり、コストを低減することがで
きる。As described above, according to the present invention, a duct is mounted in front of the propeller of the hull, and this duct is
The duct is inclined by up to 25 degrees, or the axis of the duct is configured to be 5 to 20% above the axis of the propeller with respect to the diameter of the propeller. Since it can be made to be a symmetrical shape, the production becomes simple and the cost can be reduced.
【0032】[0032]
【図1】本発明の実施の形態による船尾ダクト付き船舶
10の側面図である。FIG. 1 is a side view of a ship 10 with a stern duct according to an embodiment of the present invention.
【図2】同、軸対称形状のダクト11を真後ろから見た
状態の船尾部分の説明図である。FIG. 2 is an explanatory view of a stern portion of the same axisymmetric duct 11 viewed from directly behind.
【図3】同、軸対称形状のダクト11を含む要部の拡大
側面図である。FIG. 3 is an enlarged side view of a main part including the axially symmetrical duct 11;
【図4】同、軸対称形状のダクト11の断面図である。FIG. 4 is a sectional view of the axially symmetric duct 11;
【図5】同、ダクト11の軸心16の上方への高さHと
プロペラ3の直径Dpとの比(H/Dp)に対する所要
馬力比の関係を示すグラフである。FIG. 5 is a graph showing a relationship between a required horsepower ratio and a ratio (H / Dp) between a height H of the duct 11 above the axis 16 and a diameter Dp of the propeller 3;
【図6】同、傾斜角θに対するダクト抗力の関係を示す
グラフである。FIG. 6 is a graph showing a relationship between duct inclination and inclination angle θ.
【図7】同、船体2の船尾における変動水圧の計測例の
グラフである。FIG. 7 is a graph showing a measurement example of the fluctuation water pressure at the stern of the hull 2;
【図8】従来技術の一例による船尾ダクト付き船舶1を
示す側面図である。FIG. 8 is a side view showing a ship 1 with a stern duct according to an example of the prior art.
【図9】実公昭56−32396号による整流装置6を
示す側面図である。FIG. 9 is a side view showing a rectifier 6 according to Japanese Utility Model Publication No. 56-32396.
【図10】実開平3−17996号による従来の船舶8
の側面図である。FIG. 10 shows a conventional ship 8 according to Japanese Utility Model Laid-Open No. 3-17996.
FIG.
1 船尾ダクト付き船舶(図8) 2 船体 3 プロペラ 4 舵 5 リング状(軸対称形状)のダクト 5A ダクト5の前縁部 5B ダクト5の後縁部 6 整流装置(図9) 7 非軸対称形状のダクト 7A ダクト7の前縁部 7B ダクト7の後縁部 8 船舶(図10) 9 非軸対称形状のダクト 9A ダクト9の前縁部 9B ダクト9の後縁部 10 船尾ダクト付き船舶(図1) 11 軸対称形状のダクト 11A ダクト11の前縁部 11B ダクト11の後縁部 11C ダクト11の内側断面 11D ダクト11の外側断面 12 ストラット左 13 ストラット右 14 プロペラ3の軸心(図1) 15 船体延長部 16 ダクト11の軸心(図1) H ダクト11の軸心16の高さ θ ダクト11の軸心16の傾斜角 X ダクト11の内側断面11Cに発生する加速流 Y ダクト11の外側断面11Dに発生する減速流 Dp プロペラ3の直径 P ダクト11の後縁部11Bと軸心16との交点(後
縁部11Bの中心) Q 流れの早い部分 S 流れの遅い部分 F ダクト11の内側断面11Cに作用する揚力 F1 揚力Fの分力として発生する推進力DESCRIPTION OF SYMBOLS 1 Ship with stern duct (Fig. 8) 2 Hull 3 Propeller 4 Rudder 5 Ring-shaped (axially symmetrical) duct 5A Front edge of duct 5 5B Rear edge of duct 5 6 Rectifier (Fig. 9) 7 Non-axisymmetric Shaped duct 7A Front edge of duct 7 7B Rear edge of duct 7 8 Ship (Fig. 10) 9 Non-axisymmetric duct 9A Front edge of duct 9B Rear edge of duct 9 10 Ship with stern duct ( 11 Axisymmetric duct 11A Front edge of duct 11 11B Rear edge of duct 11C Inside section of duct 11D Outside section of duct 11 Strut left 13 Strut right 14 Shaft center of propeller 3 (FIG. 1) 15 hull extension 16 axis of duct 11 (FIG. 1) H height of axis 16 of duct 11 θ inclination angle of axis 16 of duct 11 X occurs at inner cross section 11C of duct 11 Fast flow Y Deceleration flow generated on the outer cross section 11D of the duct 11 Dp Diameter of the propeller 3 P Intersection between the rear edge 11B of the duct 11 and the axis 16 (the center of the rear edge 11B) Q Early part of the flow S Flow Slow portion F Lift acting on inner section 11C of duct 11 F1 Propulsion generated as a component of lift F
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 平2−11491(JP,A) 特開 昭53−22295(JP,A) 特開 昭53−7096(JP,A) 特開 平4−230486(JP,A) 特開 昭58−4695(JP,A) 実開 昭60−139699(JP,U) 実開 平3−17996(JP,U) (58)調査した分野(Int.Cl.7,DB名) B63H 5/16 ──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-2-11491 (JP, A) JP-A-53-22295 (JP, A) JP-A-53-7996 (JP, A) JP-A-4- 230486 (JP, A) JP-A-58-4695 (JP, A) JP-A-60-139699 (JP, U) JP-A-3-17996 (JP, U) (58) Fields investigated (Int. Cl. 7 , DB name) B63H 5/16
Claims (1)
と、を有する船尾ダクト付き船舶であって、 前記ダクトの後縁部と軸心との交点を、前記プロペラの
軸心より該プロペラの直径に対して、5〜20%だけ上
方に高くするとともに、 前記ダクトの後縁部直径を前記プロペラの直径の40〜
70%とし、 前記ダクトの軸心の傾斜角を、前記プロペラの軸心に対
して前方に向けて上方に5〜25度とし、かつ前記ダク
トの断面形状を、その内側に凸形状としたことを特徴と
する船尾ダクト付き船舶。And 1. A hull, a propeller attached to the stern of the hull, a marine with stern duct having a duct axisymmetric mounted on the front side of the propeller, and the rear edge of the duct The intersection with the axis is higher than the axis of the propeller by 5 to 20% with respect to the diameter of the propeller, and the diameter of the trailing edge of the duct is 40 to the diameter of the propeller.
70%, and the inclination angle of the axis of the duct is 5 to 25 degrees upward toward the front with respect to the axis of the propeller, and the cross-sectional shape of the duct is a convex shape inward. A ship with a stern duct.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP34951195A JP3235772B2 (en) | 1995-12-22 | 1995-12-22 | Ship with stern duct |
KR1019960020334A KR100193347B1 (en) | 1995-12-22 | 1996-06-07 | Ship with stern duct |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP34951195A JP3235772B2 (en) | 1995-12-22 | 1995-12-22 | Ship with stern duct |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH09175488A JPH09175488A (en) | 1997-07-08 |
JP3235772B2 true JP3235772B2 (en) | 2001-12-04 |
Family
ID=18404240
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP34951195A Expired - Fee Related JP3235772B2 (en) | 1995-12-22 | 1995-12-22 | Ship with stern duct |
Country Status (2)
Country | Link |
---|---|
JP (1) | JP3235772B2 (en) |
KR (1) | KR100193347B1 (en) |
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-
1995
- 1995-12-22 JP JP34951195A patent/JP3235772B2/en not_active Expired - Fee Related
-
1996
- 1996-06-07 KR KR1019960020334A patent/KR100193347B1/en not_active IP Right Cessation
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Also Published As
Publication number | Publication date |
---|---|
JPH09175488A (en) | 1997-07-08 |
KR970042086A (en) | 1997-07-24 |
KR100193347B1 (en) | 1999-06-15 |
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