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
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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| KR20150110594A (en) * | 2013-01-25 | 2015-10-02 | 내셔널 매리타임 리서치 인스티튜트 | Ship with small duct and method for assessing application of small duct on ship |
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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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| CN102186721A (en) * | 2008-12-24 | 2011-09-14 | 住友重机械海洋工程株式会社 | Duct for ship and ship \ |
| CN107089313A (en) * | 2011-07-26 | 2017-08-25 | 国立研究开发法人海上·港湾·航空技术研究所 | Propeller and ship with low profile catheter |
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Also Published As
| Publication number | Publication date |
|---|---|
| KR970042086A (en) | 1997-07-24 |
| JPH09175488A (en) | 1997-07-08 |
| KR100193347B1 (en) | 1999-06-15 |
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