JP5230852B1 - Small ducted propeller and ship - Google Patents
Small ducted propeller and ship Download PDFInfo
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- JP5230852B1 JP5230852B1 JP2012554146A JP2012554146A JP5230852B1 JP 5230852 B1 JP5230852 B1 JP 5230852B1 JP 2012554146 A JP2012554146 A JP 2012554146A JP 2012554146 A JP2012554146 A JP 2012554146A JP 5230852 B1 JP5230852 B1 JP 5230852B1
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- 230000003247 decreasing effect Effects 0.000 claims abstract description 23
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- 230000001965 increasing effect Effects 0.000 claims description 34
- 238000011144 upstream manufacturing Methods 0.000 claims description 13
- 230000001133 acceleration Effects 0.000 claims description 5
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- 238000000926 separation method Methods 0.000 description 7
- 230000000052 comparative effect Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 238000004519 manufacturing process Methods 0.000 description 3
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- 238000011056 performance test Methods 0.000 description 1
- 238000009420 retrofitting Methods 0.000 description 1
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Classifications
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- 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
- B63H1/26—Blades
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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
- B63H5/16—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
Abstract
本発明の小型ダクト付きプロペラは、船体１の船尾に取り付けるプロペラ１０と、プロペラ１０の前方に取り付けるダクト２０とを有し、ダクト２０の直径Ｄｄｉｎをプロペラ１０の直径Ｄｐの２０％以上５０％以下とし、プロペラ１０のピッチＨを、プロペラの翼根部で最大値となり翼端部で最小値となる、半径Ｒ方向に減少する逓減ピッチとしたことを特徴とし、大型ダクトと中型ダクトとの両者の特徴を兼ね備えた省エネ装置として、プロペラ１０形状を工夫し、プロペラ１０の前方に近接して小型ダクト２０を配置することで、荷重度が増加する実海域において、キャビテーションを抑制した上で、効率を支配するプロペラ１０の半径Ｒ方向の負荷分布を小型ダクト２０との干渉を利用して最適化する。 The propeller with a small duct of the present invention has a propeller 10 attached to the stern of the hull 1 and a duct 20 attached in front of the propeller 10, and the diameter Ddin of the duct 20 is 20% or more and 50% or less of the diameter Dp of the propeller 10. The pitch H of the propeller 10 is a decreasing pitch that decreases in the radius R direction, which is the maximum value at the blade root of the propeller and the minimum value at the blade tip, and is characterized by both the large duct and the medium duct As an energy-saving device that combines features, the shape of the propeller 10 is devised, and the small duct 20 is placed close to the front of the propeller 10 to suppress cavitation in an actual sea area where the degree of load increases and to improve efficiency. The load distribution in the radius R direction of the propeller 10 to be controlled is optimized by utilizing the interference with the small duct 20.
Description
本発明は、船体の船尾に取り付けるプロペラと、プロペラの前方に取り付けるダクトとを有する小型ダクト付きプロペラ、及び小型ダクト付きプロペラを備えた船舶に関する。 The present invention relates to a propeller with a small duct having a propeller attached to the stern of a hull, a duct attached to the front of the propeller, and a ship equipped with a propeller with a small duct.
従来のプロペラ付近に設けるダクトには、プロペラを覆うタイプのプロペラよりも直径の大きい大型ダクトや、プロペラ直径よりやや小さく、プロペラ前方に配置した中型ダクトがある。
プロペラを覆うタイプの大型ダクトは、ダクトプロペラと呼ばれ、プロペラと一体で荷重度の高い場合に有効な推進器として扱われている。この理由は、プロペラとダクトとの干渉が大きく、この干渉を考慮した性能を推進器として扱う方が合理的だからである。
一方、プロペラ前方のプロペラ直径よりやや小さい中型ダクトは、省エネ装置として扱われ、推進器とは見なされていない。この理由は、ダクトとプロペラの干渉がそれほど大きくなく、むしろ船体とダクトの干渉が大きいからである。
したがって、中型ダクトの性能試験では、船体にダクトを装備したままで抵抗試験を実施する。これはダクトが船体の一部であるという認識に基づく。
Conventional ducts provided near the propeller include a large duct having a diameter larger than that of a propeller that covers the propeller and a medium duct that is slightly smaller than the propeller diameter and disposed in front of the propeller.
A large-sized duct that covers a propeller is called a duct propeller, and is treated as a propulsion unit that is effective when the load is integrated with the propeller and is high. This is because the interference between the propeller and the duct is large, and it is more reasonable to treat the performance considering this interference as a propeller.
On the other hand, a medium-sized duct slightly smaller than the propeller diameter in front of the propeller is treated as an energy-saving device and is not regarded as a propulsion device. This is because the interference between the duct and the propeller is not so great, but rather the hull and the duct have a large interference.
Therefore, in the performance test of the medium-sized duct, the resistance test is performed with the duct mounted on the hull. This is based on the recognition that the duct is part of the hull.
大型ダクトは、プロペラとの干渉が大きいため、荷重度が増加する実海域において効率が上昇するが、プロペラとダクト間に発生するキャビテーションが問題となり、大型船においては、ほとんど採用されることがない。 Large ducts have large interference with the propellers, so the efficiency increases in the actual sea area where the degree of load increases, but cavitation that occurs between the propellers and the ducts becomes a problem, and it is rarely adopted on large ships. .
中型ダクトについては、特許文献１から特許文献７に示す構成が既に提案されている。
特許文献１では、プロペラ直径よりも小さな直径のダクトが開示され、断面形状が内側に凸形状としたダクトが開示されている。
また、特許文献２では、プロペラ直径と同程度の直径のダクトで大型ダクトの概念にも近いものであり、横方向からみた形状が非軸対称形状のダクトであるが、ダクトの断面形状を内側に凸形状とし、凸形状の突出度を、ダクトの上流側において大きくしたダクトが開示されている。
また、特許文献３では、側面視した形状が非軸対称形状のダクトであるが、ダクト後端部の直径がプロペラ直径の５０から８０％、ダクト後端面とプロペラ外周先端部との水平距離がプロペラ直径の１０から３０％とすることが開示されている。
また、特許文献４から特許文献７では、側面視した形状が非軸対称形状のダクトであるが、プロペラ直径よりも小さな直径のダクトが開示されている。
また、特許文献７では、プロペラの翼根部でのピッチをやや大きくし、中央部で減少させ、翼端部で再び増加させた推進装置が開示されている。
Regarding the medium-sized duct, configurations shown in Patent Document 1 to Patent Document 7 have already been proposed.
In Patent Document 1, a duct having a diameter smaller than the propeller diameter is disclosed, and a duct having a sectional shape protruding inward is disclosed.
Further, in Patent Document 2, a duct having a diameter approximately the same as the diameter of the propeller is close to the concept of a large-sized duct, and the shape viewed from the lateral direction is a non-axisymmetrical shape. A duct having a convex shape and a protruding degree of the convex shape increased on the upstream side of the duct is disclosed.
Further, in Patent Document 3, the side view is a non-axisymmetric duct, but the diameter of the duct rear end is 50 to 80% of the propeller diameter, and the horizontal distance between the duct rear end surface and the outer periphery of the propeller is It is disclosed to be 10 to 30% of the propeller diameter.
Further, Patent Documents 4 to 7 disclose ducts having a non-axisymmetric shape when viewed from the side, but ducts having a diameter smaller than the propeller diameter are disclosed.
Patent Document 7 discloses a propulsion device in which the pitch at the blade root of the propeller is slightly increased, decreased at the center, and increased again at the blade tip.
しかしながら、プロペラの前方に置かれた中型ダクトは、プロペラとの干渉が弱いため、波風によってプロペラの負荷が増加する実海域において先のダクトプロペラのような効果が、それほど期待できない。
また、各特許文献に開示された中型ダクトは、効率を支配するプロペラの半径方向の負荷分布を小型のダクトとの干渉を利用して最適化するものではない。また、干渉の期待できる大型ダクトは、キャビテーションの問題があり、プロペラ径の大きい大型船には採用が困難である。
また、特許文献７は、プロペラの翼端部でのピッチを大きくしているため、プロペラの翼端部においてキャビテーションが増加してしまう。
However, since the medium-sized duct placed in front of the propeller has a weak interference with the propeller, an effect similar to that of the previous duct propeller cannot be expected so much in an actual sea area where the load of the propeller is increased by the surf.
Moreover, the medium-sized duct disclosed in each patent document does not optimize the radial load distribution of the propeller that controls the efficiency by utilizing interference with a small duct. In addition, large ducts that can be expected to interfere have cavitation problems, and are difficult to adopt for large ships with large propeller diameters.
In Patent Document 7, since the pitch at the wing tip of the propeller is increased, cavitation increases at the wing tip of the propeller.
そこで、本発明は、大型ダクトと中型ダクトとの両者の特徴を兼ね備えた省エネ装置として、プロペラ形状を工夫し、プロペラの前方に近接して小型のダクトを配置することで、荷重度が増加する実海域において、キャビテーションを抑制した上で、効率を支配するプロペラの半径方向の負荷分布を小型のダクトとの干渉を利用して最適化することを目的とする。 Therefore, the present invention increases the degree of load by devising the shape of the propeller as an energy-saving device that combines the features of both a large duct and a medium duct, and arranging a small duct close to the front of the propeller. The objective is to optimize the load distribution in the radial direction of the propeller that controls the efficiency by using interference with a small duct while suppressing cavitation in the actual sea area.
請求項１記載に対応した小型ダクト付きプロペラにおいては、船体の船尾に取り付けるプロペラと、プロペラの前方に取り付けるダクトとを有する小型ダクト付きプロペラにおいて、ダクトの直径をプロペラの直径の２０％以上５０％以下とし、プロペラのピッチを、プロペラの翼根部で最大値となり翼端部で最小値となる、半径方向に減少する逓減ピッチとし、ピッチの前記最大値を、ピッチの最小値に対して１２０％以上１６０％以下としたことを特徴とする。請求項１に記載の本発明によれば、ダクトを逓減ピッチのプロペラと組み合わせ、ダクトの直径をプロペラの直径の２０％以上５０％以下とすることでキャビテーションを発生させずにダクトをプロペラに近づけることができ、プロペラのピッチを逓減ピッチとすることで、波風によってプロペラの荷重度が増加する実海域において、プロペラ中心部での吸い込み効果を高め、効率を支配するプロペラの半径方向の負荷分布をダクトとの干渉を利用して最適化することができる。また、プロペラピッチを、プロペラの翼根部で最大値とし、翼端部で最小値とすることにより、プロペラ翼端部で発生するキャビテーションを抑制できる。また、請求項１に記載の本発明によれば、プロペラの直径の２０％以上５０％以下のダクトであるため、小型軽量で摩擦抵抗が小さく、低振動、低騒音、低コストでプロペラの効率を高めることができる。また、プロペラ中心部での吸い込み効果を高めて最適な負荷分布とすることができる。
請求項２記載に対応した小型ダクト付きプロペラにおいては、船体の船尾に取り付けるプロペラと、プロペラの前方に取り付けるダクトとを有する小型ダクト付きプロペラにおいて、ダクトの直径をプロペラの直径の２０％以上５０％以下とし、プロペラのピッチを、プロペラの翼根部で最大値となり翼端部で最小値となる、半径方向に減少する逓減ピッチとし、ダクトの後端とプロペラの前縁との距離を、プロペラの直径の０．５％以上１０％未満としたことを特徴とする。請求項２に記載の本発明によれば、プロペラの直径の２０％以上５０％以下のダクトであるため、小型軽量で摩擦抵抗が小さく、低振動、低騒音、低コストでプロペラの効率を高めることができる。また、逓減ピッチのプロペラの吸い込み効果により剥離を生じることなくダクトをプロペラに近接させることができ、ダクトとプロペラとの干渉効果を高めることができる。
請求項３記載に対応した小型ダクト付きプロペラにおいては、船体の船尾に取り付けるプロペラと、プロペラの前方に取り付けるダクトとを有する小型ダクト付きプロペラにおいて、ダクトの直径をプロペラの直径の２０％以上５０％以下とし、プロペラのピッチを、プロペラの翼根部で最大値となり翼端部で最小値となる、半径方向に減少する逓減ピッチとし、ダクトの断面形状を内側に凸形状とし、凸形状の突出度を、ダクトの上流側において大きくしてキャンバー比を６％以上１６％以下としたことを特徴とする。請求項３に記載の本発明によれば、プロペラの直径の２０％以上５０％以下のダクトであるため、小型軽量で摩擦抵抗が小さく、低振動、低騒音、低コストでプロペラの効率を高めることができる。また、キャンバー比を６％以上１６％以下としても、プロペラ中心部での吸い込み効果により、剥離を生じさせることなく、分力として船体を前方に推進する揚力を増加させることができる。
請求項４記載の本発明は、請求項２又は請求項３に記載の小型ダクト付きプロペラにおいて、ピッチの最大値を、ピッチの最小値に対して１２０％以上１６０％以下としたことを特徴とする。請求項４に記載の本発明によれば、プロペラ中心部での吸い込み効果を高めて最適な負荷分布とすることができる。
請求項５記載の本発明は、請求項１から請求項４に記載の小型ダクト付きプロペラにおいて、ダクトを、上流側の内直径よりも下流側の内直径が小さい加速型ダクトとしたことを特徴とする。請求項５に記載の本発明によれば、プロペラ中心部での吸い込み効果と、分力として船体を前方に推進する揚力とを更に高めることができる。
請求項６記載の本発明は、請求項１から請求項５に記載の小型ダクト付きプロペラにおいて、ダクトの中心をプロペラの軸心と一致させたことを特徴とする。請求項６に記載の本発明によれば、非軸対称形のダクトやプロペラ軸とダクトの中心軸をずらしたり、傾斜角を持たせて設置するダクトと比較して、製作や設置が容易で安価に提供できる。
請求項７記載の本発明は、請求項１から請求項６に記載の小型ダクト付きプロペラにおいて、ダクトが支柱を介して船体の船尾管又は船尾管を覆う船体端部に取り付けられたことを特徴とする。請求項７に記載の本発明によれば、流れを前方の全面から取り込み、プロペラとの干渉を強めて効率向上を図れるとともに、ダクトの後付を容易に行うことができる。
請求項８記載の本発明は、請求項１から請求項７に記載の小型ダクト付きプロペラにおいて、ダクトの内面に、プロペラへの流れを対向流化する固定翼を有したことを特徴とする。請求項８に記載の本発明によれば、ダクトに流入した流れは固定翼によってプロペラに対向流として流入することにより、プロペラ効率の一層の向上が図れる。
請求項９記載の本発明は、請求項８に記載の小型ダクト付きプロペラにおいて、支柱が固定翼を兼ね、支柱がプロペラの回転方向と逆方向に捻られていることを特徴とする。請求項９に記載の本発明によれば、支柱により回転流化することにより支柱が固定翼を兼ねることができ、構成が簡素化される。
請求項１０記載に対応した船舶においては、請求項１から請求項９のいずれかに記載の小型ダクト付きプロペラを装備したことを特徴とする。請求項１０に記載の本発明によれば、荷重度が増加する実海域においてプロペラ効率の高い船舶を提供することができる。
The propeller with a small duct corresponding to claim 1 is a propeller with a small duct having a propeller attached to the stern of the hull and a duct attached to the front of the propeller. The diameter of the duct is 20% to 50% of the diameter of the propeller. The pitch of the propeller is a decreasing pitch that decreases in the radial direction, which is the maximum value at the blade root of the propeller and the minimum value at the blade tip, and the maximum pitch value is 120% of the minimum pitch value. It is characterized by being made 160% or less . According to the first aspect of the present invention, the duct is combined with the propeller having a decreasing pitch, and the diameter of the duct is set to 20% or more and 50% or less of the diameter of the propeller so that the duct is brought close to the propeller without generating cavitation. In the actual sea area where the propeller load increases due to wave winds by increasing the propeller pitch to a decreasing pitch, the suction effect at the center of the propeller is enhanced and the radial load distribution of the propeller governing efficiency is improved. It can be optimized using interference with the duct. Further, by setting the propeller pitch to the maximum value at the blade root portion of the propeller and the minimum value at the blade tip portion, cavitation generated at the propeller blade tip portion can be suppressed. Further, according to the first aspect of the present invention, since the duct is 20% or more and 50% or less of the diameter of the propeller, the propeller efficiency is small, lightweight, low frictional resistance, low vibration, low noise, and low cost. Can be increased. Moreover, the suction effect at the center of the propeller can be enhanced to obtain an optimum load distribution.
The propeller with a small duct corresponding to claim 2 is a propeller with a small duct having a propeller attached to the stern of the hull and a duct attached to the front of the propeller. The diameter of the duct is 20% to 50% of the diameter of the propeller. The pitch of the propeller is the decreasing pitch that decreases in the radial direction, which is the maximum value at the blade root of the propeller and the minimum value at the blade tip, and the distance between the rear end of the duct and the leading edge of the propeller is It is characterized by being 0.5% or more and less than 10% of the diameter. According to the second aspect of the present invention, since the duct is 20% to 50% of the diameter of the propeller, the propeller efficiency is improved with small size and light weight, low frictional resistance, low vibration, low noise, and low cost. be able to. Further, the duct can be brought close to the propeller without causing separation due to the sucking effect of the propeller having a decreasing pitch, and the interference effect between the duct and the propeller can be enhanced.
The propeller with a small duct corresponding to claim 3 is a propeller with a small duct having a propeller attached to the stern of the hull and a duct attached to the front of the propeller. The diameter of the duct is 20% to 50% of the diameter of the propeller. The pitch of the propeller is the decreasing pitch that decreases in the radial direction, which is the maximum value at the blade root of the propeller and the minimum value at the blade tip, and the duct cross-sectional shape is convex inward, and the protrusion degree of the convex shape Is increased on the upstream side of the duct so that the camber ratio is 6% or more and 16% or less. According to the third aspect of the present invention, since the duct is 20% to 50% of the diameter of the propeller, the propeller efficiency is improved with small size and light weight, low frictional resistance, low vibration, low noise, and low cost. be able to. Moreover, even if the camber ratio is 6% or more and 16% or less, the suction force at the center of the propeller can increase the lift force that propels the hull forward as a component force without causing separation.
The present invention according to claim 4 is characterized in that, in the propeller with a small duct according to claim 2 or claim 3, the maximum value of the pitch is 120% or more and 160% or less with respect to the minimum value of the pitch. To do. According to the fourth aspect of the present invention, it is possible to enhance the suction effect at the center of the propeller and obtain an optimum load distribution.
According to a fifth aspect of the present invention, in the propeller with a small duct according to the first to fourth aspects, the duct is an acceleration type duct having an inner diameter on the downstream side smaller than the inner diameter on the upstream side. And According to the fifth aspect of the present invention, the suction effect at the center of the propeller and the lift force that propels the hull forward as a component force can be further enhanced.
According to a sixth aspect of the present invention, in the propeller with a small duct according to the first to fifth aspects, the center of the duct is aligned with the axis of the propeller. According to the present invention described in claim 6, it is easier to manufacture and install compared to a non-axisymmetric duct, a propeller shaft and a duct installed with a tilted inclination or a central axis of the duct. Can be provided at low cost.
According to a seventh aspect of the present invention, in the propeller with a small duct according to the first to sixth aspects, the duct is attached to a stern tube of the hull or a stern tube that covers the stern tube via a support column. And According to the seventh aspect of the present invention, it is possible to take in the flow from the entire front surface, strengthen the interference with the propeller, improve the efficiency, and easily attach the duct.
The eighth aspect of the present invention is the propeller with a small duct according to any one of the first to seventh aspects, characterized in that the inner surface of the duct has fixed wings that counterflow the flow to the propeller. According to the eighth aspect of the present invention, the flow that has flowed into the duct flows into the propeller as a counterflow by the fixed wing, thereby further improving the propeller efficiency.
According to a ninth aspect of the present invention, in the propeller with a small duct according to the eighth aspect, the support column also serves as a fixed wing, and the support column is twisted in the direction opposite to the rotation direction of the propeller. According to the ninth aspect of the present invention, the support can also serve as the fixed wing by rotating and rotating with the support, and the configuration is simplified.
A ship corresponding to claim 10 is equipped with the propeller with a small duct according to any one of claims 1 to 9. According to the tenth aspect of the present invention, it is possible to provide a ship with high propeller efficiency in an actual sea area where the degree of load increases.
本発明の小型ダクト付きプロペラによれば、ダクトを逓減ピッチのプロペラと組み合わせることによりダクトの小型化が図れ、ダクトの直径をプロペラの直径の２０％以上５０％以下とすることでキャビテーションを発生させずにダクトをプロペラに近づけることができる。従って、プロペラのピッチを逓減ピッチとすることで、波風によってプロペラの荷重度が増加する実海域において、プロペラ中心部での吸い込み効果を高め、効率を支配するプロペラの半径方向の負荷分布をダクトとの干渉を利用して最適化することができる。また、プロペラピッチをプロペラの翼根部で最大値とし翼端部で最小値とすることにより、プロペラ翼端部で発生するキャビテーションを抑制できる。
また、本発明の小型ダクト付きプロペラによれば、プロペラの直径の２０％以上５０％以下のダクトであるため、小型軽量で摩擦抵抗が小さく、低振動、低騒音、低コストでプロペラの効率を高めることができる。
また、ピッチの最大値を、ピッチの最小値に対して１２０％以上１６０％以下とした場合には、プロペラ中心部での吸い込み効果を高めて、最適な負荷分布とすることができる。
また、ダクトの後端とプロペラの前縁との距離を、プロペラの直径の０．５％以上１０％未満とした場合には、逓減ピッチのプロペラの吸い込み効果により剥離を生じることなくダクトをプロペラに近接させることができ、ダクトとプロペラとの干渉効果を高めることができる。
また、ダクトの断面形状を内側に凸形状とし、凸形状の突出度を、ダクトの上流側において大きくしてキャンバー比を６％以上１６％以下とした場合には、キャンバー比を６％以上１６％以下としてもプロペラ中心部での吸い込み効果により、剥離を生じることなく、分力として船体を前方に推進する揚力を増加させることができる。
また、ダクトを、上流側の内直径よりも下流側の内直径が小さい加速型ダクトとした場合には、プロペラ中心部での吸い込み効果と、分力として船体を前方に推進する揚力とを更に高めることができる。
また、ダクトの中心をプロペラの軸心と一致させた場合には、非軸対称形のダクトやプロペラ軸とダクトの中心軸をずらしたり、傾斜角を持たせて設置するダクトと比較して、製作や設置が容易で安価に提供できる。
また、ダクトが支柱を介して船体の船尾管又は船尾管を覆う船体端部に取り付けられた場合には、流れを前方の全面から取り込み、プロペラとの干渉を強めて効率向上を図れるとともに、ダクトの後付を容易に行うことができる。
また、ダクトの内面に、プロペラへの流れを対向流化する固定翼を有した場合には、ダクトに流入した流れは固定翼によってプロペラに対向流として流入することにより、プロペラ効率の一層の向上が図れる。
また、支柱が固定翼を兼ね、支柱がプロペラの回転方向と逆方向に捻られている場合には、支柱により回転流化することにより支柱が固定翼を兼ねることができ、構成が簡素化される。
本発明の船舶によれば、特に荷重度が増加する実海域においてプロペラ効率の高い船舶を提供することができる。
According to the propeller with a small duct of the present invention, the duct can be reduced in size by combining the duct with a propeller having a decreasing pitch, and cavitation is generated by setting the diameter of the duct to 20% to 50% of the diameter of the propeller. The duct can be brought closer to the propeller without the need. Therefore, by setting the pitch of the propeller to a decreasing pitch, the suction effect at the center of the propeller is enhanced in the actual sea area where the load of the propeller increases due to the wind, and the load distribution in the radial direction of the propeller governing the efficiency is defined as the duct. It is possible to optimize using the interference. Further, by setting the propeller pitch to the maximum value at the blade root portion of the propeller and the minimum value at the blade tip portion, cavitation generated at the propeller blade tip portion can be suppressed.
In addition, according to the propeller with a small duct of the present invention, since it is a duct having a diameter of 20% or more and 50% or less of the diameter of the propeller, the propeller efficiency is small, light weight, low frictional resistance, low vibration, low noise, and low cost. Can be increased.
Further, when the maximum value of the pitch is 120% or more and 160% or less with respect to the minimum value of the pitch, the suction effect at the center of the propeller can be enhanced and an optimum load distribution can be obtained.
In addition, when the distance between the rear end of the duct and the front edge of the propeller is 0.5% or more and less than 10% of the propeller diameter, the duct is connected to the propeller without causing separation due to the suction effect of the propeller with a decreasing pitch. The interference effect between the duct and the propeller can be enhanced.
Further, when the cross-sectional shape of the duct is convex inward and the protrusion degree of the convex shape is increased on the upstream side of the duct so that the camber ratio is 6% or more and 16% or less, the camber ratio is 6% or more and 16%. Even if it is less than or equal to%, the lifting force that propels the hull forward as a component force can be increased without causing separation due to the suction effect at the center of the propeller.
Further, when the duct is an acceleration type duct whose inner diameter on the downstream side is smaller than the inner diameter on the upstream side, the suction effect at the center of the propeller and the lift force that propels the hull forward as a component force are further provided. Can be increased.
In addition, when the center of the duct is aligned with the propeller axis, the non-axisymmetric duct or the propeller axis is shifted from the center axis of the duct, or compared to a duct installed with an inclination angle, Manufacture and installation are easy and inexpensive.
In addition, when the duct is attached to the stern tube of the hull or the stern tube covering the stern tube via the support column, the flow is taken in from the entire front surface, and the interference with the propeller is strengthened to improve the efficiency. Retrofitting can be easily performed.
In addition, when the inner surface of the duct has a fixed wing that counterflows the flow to the propeller, the flow that flows into the duct flows into the propeller as a counterflow by the fixed wing, thereby further improving the propeller efficiency. Can be planned.
In addition, when the column also serves as the fixed wing and the column is twisted in the direction opposite to the propeller rotation direction, the column can also serve as the fixed wing by rotating and rotating with the column, which simplifies the configuration. The
According to the ship of the present invention, it is possible to provide a ship with high propeller efficiency particularly in a real sea area where the degree of load increases.
１ 船体
１ａ 船体端部
１０ プロペラ
１０ｂ 船尾管
１１ ボス
２０ ダクト
２０ａ、２０ｂ、２０ｃ、２０ｄ 支柱（固定翼）
Ｄｐ プロペラの直径
Ｄｄｉｎ ダクトの前端の直径
Ｄｄｏｕｔ ダクトの後端の直径
Ｈ ピッチ
Ｌ ダクトの後端とプロペラの前縁との距離
1 Hull 1a Hull End 10 Propeller 10b Stern Tube 11 Boss 20 Duct 20a, 20b, 20c, 20d Post (fixed wing)
Dp Diameter of propeller Ddin Diameter of the front end of the duct Ddout Diameter of the rear end of the duct H Pitch L Distance between the rear end of the duct and the front edge of the propeller
以下に、本発明の実施形態による小型ダクト付きプロペラについて説明する。
図１は本発明の実施形態による小型ダクト付きプロペラを装備した船舶の概略構成図、図２（ａ）は同船舶に用いる小型ダクト付きプロペラの要部を示す一部断面側面図、図２（ｂ）は同図（ａ）のＡ−Ａ断面図、図３は同船舶に用いる他の小型ダクト付きプロペラの要部を示す一部断面構成図、図４は同逓減ピッチプロペラと通常プロペラのピッチ分布を示すグラフ、図５は同逓減ピッチプロペラと通常プロペラの流速分布を示すグラフ、図６は同小型ダクト付きプロペラにおけるダクトの後端とプロペラの前縁との距離による流速分布を示すグラフである。
Below, the propeller with a small duct by embodiment of this invention is demonstrated.
FIG. 1 is a schematic configuration diagram of a ship equipped with a propeller with a small duct according to an embodiment of the present invention, FIG. 2 (a) is a partial sectional side view showing a main part of the propeller with a small duct used in the ship, FIG. b) is a cross-sectional view taken along line AA in FIG. 3A, FIG. 3 is a partial cross-sectional configuration diagram showing the main part of another propeller with a small duct used in the ship, and FIG. Fig. 5 is a graph showing the pitch distribution, Fig. 5 is a graph showing the flow velocity distribution of the decreasing pitch propeller and the normal propeller, and Fig. 6 is a graph showing the flow velocity distribution depending on the distance between the rear end of the duct and the front edge of the propeller. It is.
図１に示すように、船舶は、船体１の船尾に取り付けるプロペラ１０と、プロペラ１０の前方に取り付けるダクト２０とを有している。 As shown in FIG. 1, the ship has a propeller 10 attached to the stern of the hull 1 and a duct 20 attached to the front of the propeller 10.
図２（ａ）に示すように、プロペラ１０は中心部にボス１１を有し、ダクト２０は、上流側となる前端２１の内直径よりも下流側となる後端２２の内直径が小さい加速型ダクトである。
ダクト２０は、その断面形状が内側に凸形状２３となっており、凸形状２３の突出度は、ダクト２０の上流側において大きくしている。最大キャンバー位置におけるキャンバー比は、６％以上１６％以下としている。一般にはキャンバー比が８％を越えるとダクト２０内で剥離を生じるが、本実施の形態で特定した小型のダクト２０をプロペラ１０の前方に近接させて設け、プロペラ１０のピッチを半径方向に減少する逓減ピッチとしているため、プロペラ１０中心部での吸い込み効果により８％を越えても剥離を生じることなく揚力を増加させることができる。このようにダクト２０を加速型ダクトとし、断面形状を内側に凸形状としてキャンバー比を高くすることにより、流れが加速でき、プロペラ１０との干渉を高めることができ、分力として船体１を前方に推進する揚力も増すことができる。
As shown in FIG. 2A, the propeller 10 has a boss 11 in the center, and the duct 20 is an acceleration in which the inner diameter of the rear end 22 on the downstream side is smaller than the inner diameter of the front end 21 on the upstream side. It is a mold duct.
The cross section of the duct 20 has a convex shape 23 inside, and the degree of protrusion of the convex shape 23 is increased on the upstream side of the duct 20. The camber ratio at the maximum camber position is 6% or more and 16% or less. In general, when the camber ratio exceeds 8%, separation occurs in the duct 20, but the small duct 20 specified in the present embodiment is provided close to the front of the propeller 10, and the pitch of the propeller 10 is reduced in the radial direction. Therefore, the lift force can be increased without causing separation even if the pitch exceeds 8% due to the suction effect at the center of the propeller 10. Thus, the duct 20 is an accelerating type duct, the cross-sectional shape is convex inward, and the camber ratio is increased, so that the flow can be accelerated and the interference with the propeller 10 can be increased. The lifting force propelled to can be increased.
プロペラ１０の直径をＤｐ、ダクト２０の前端２１の直径をＤｄｉｎ、ダクト２０の後端２２の直径をＤｄｏｕｔ、プロペラ１０の前縁とダクト２０の後端２２との距離をＬとすると、ダクト２０の前端２１の直径Ｄｄｉｎをプロペラ１０の直径Ｄｐの５０％以下、ダクト２０の後端２２とプロペラ１０の前縁との距離Ｌをプロペラ１０の直径Ｄｐの１５％以下、更には１０％未満とすることが好ましい。ダクト２０の後端２２とプロペラ１０の前縁との距離Ｌは、可能な限り近接させることが好ましいが、ダクト２０とプロペラ１０との接触を避けるためには、プロペラ１０の直径Ｄｐの０．５％以上とすることが好ましい。 When the diameter of the propeller 10 is Dp, the diameter of the front end 21 of the duct 20 is Ddin, the diameter of the rear end 22 of the duct 20 is Ddout, and the distance between the front edge of the propeller 10 and the rear end 22 of the duct 20 is L. The diameter Ddin of the front end 21 of the propeller 10 is 50% or less of the diameter Dp of the propeller 10, and the distance L between the rear end 22 of the duct 20 and the front edge of the propeller 10 is 15% or less of the diameter Dp of the propeller 10 and further less than 10%. It is preferable to do. The distance L between the rear end 22 of the duct 20 and the front edge of the propeller 10 is preferably as close as possible, but in order to avoid contact between the duct 20 and the propeller 10, the diameter Dp of the propeller 10 is 0. 5% or more is preferable.
ダクト２０の前端２１の直径Ｄｄｉｎ、及びダクト２０の後端２２の直径Ｄｄｏｕｔは、プロペラ１０の直径Ｄｐに対して２０％以上５０％以下とする。プロペラ１０の直径Ｄｐに対して２０％以上５０％以下の範囲において、ダクト２０の前端２１の直径Ｄｄｉｎとダクト２０の後端２２の直径Ｄｄｏｕｔが等しい筒状であってもよい。ダクト２０の前端２１の直径Ｄｄｉｎとダクト２０の後端２２の直径Ｄｄｏｕｔは、Ｄｄｉｎ＞Ｄｄｏｕｔとすることがより好ましい。また、ダクト２０の前端２１の直径Ｄｄｉｎは、プロペラ１０の直径Ｄｐに対して３５％以上５０％以下、ダクト２０の後端２２の直径Ｄｄｏｕｔは、プロペラ１０の直径Ｄｐに対して２０％以上４０％未満とすることがより好ましい。
プロペラ１０の直径Ｄｐの２０％以上５０％以下のダクト２０とすることで、小型軽量で摩擦抵抗が小さく、低振動、低騒音、低コストでプロペラ１０の効率を高めることができる。
また、ダクト２０の幅Ｗ（長さ）は、干渉効果を高め、また船尾部への当接や抵抗増加を避けるため、直径Ｄｐに対して２０%以上６０%以下であることが好ましい。特に、大型船を含めて広く一般の船舶に適用する上では、ダクト２０の幅Wは、直径Ｄｐに対して２５%以上５０%以下であることがより好ましい。
The diameter Ddin of the front end 21 of the duct 20 and the diameter Ddout of the rear end 22 of the duct 20 are 20% or more and 50% or less with respect to the diameter Dp of the propeller 10. A cylindrical shape in which the diameter Ddin of the front end 21 of the duct 20 and the diameter Ddout of the rear end 22 of the duct 20 are equal within a range of 20% to 50% with respect to the diameter Dp of the propeller 10 may be employed. The diameter Ddin of the front end 21 of the duct 20 and the diameter Ddout of the rear end 22 of the duct 20 are more preferably Ddin> Ddout. The diameter Ddin of the front end 21 of the duct 20 is 35% to 50% with respect to the diameter Dp of the propeller 10, and the diameter Ddout of the rear end 22 of the duct 20 is 20% to 40% with respect to the diameter Dp of the propeller 10. More preferably, it is less than%.
By making the duct 20 20% or more and 50% or less of the diameter Dp of the propeller 10, the efficiency of the propeller 10 can be increased with small size and light weight, low frictional resistance, low vibration, low noise, and low cost.
Further, the width W (length) of the duct 20 is preferably 20% or more and 60% or less with respect to the diameter Dp in order to enhance the interference effect and avoid contact with the stern part or increase in resistance. In particular, when applied to a general ship including a large ship, the width W of the duct 20 is more preferably 25% or more and 50% or less with respect to the diameter Dp.
図２（ａ）に示すように、ダクト２０は軸対称形に形成され、プロペラ１０の駆動軸１０ａとダクト２０の中心軸を一致させて取り付けているため、非軸対称形のダクトやプロペラ軸とダクトの中心軸をずらしたり、傾斜角を持たせて設置するダクトと比較し、製作や設置が容易で安価に提供できるものとなっている。 As shown in FIG. 2 (a), the duct 20 is formed in an axially symmetric shape, and is attached with the drive shaft 10a of the propeller 10 and the central axis of the duct 20 aligned with each other, so that a non-axisymmetric duct or propeller shaft is provided. Compared to ducts installed with the center axis of the duct shifted or inclined, it is easy to manufacture and install and can be provided at low cost.
図２（ｂ）に示すように、ダクト２０は支柱２０ａ、２０ｂ、２０ｃ、２０ｄによって船尾管１０ｂを覆う船体端部１ａに取り付けられている。船尾管１０ｂはプロペラ１０の駆動軸１０ａ周りに設けられている。なお、船尾管１０ｂを露出している形式の船舶にあっては、ダクト２０は支柱２０ａ、２０ｂ、２０ｃ、２０ｄにより船尾管１０ｂに直接取り付けてもよい。また、船尾管10bを一部露出している船舶にあっては、ダクト２０は、支柱２０ａ、２０ｂ、２０ｃ、２０ｄにより、船尾管10bと船体端部1aの双方に取り付けてもよい。
ダクト２０を、支柱２０ａ、２０ｂ、２０ｃ、２０ｄを介して船体１の船尾管１０ｂ又は船尾管１０ｂを覆う船体端部１ａに取り付けることで、流れを前方の全面から取り込み、プロペラ１０との干渉を強めて効率向上を図れるとともに、ダクト２０の後付けを容易に行うことができる。これは既存船に後付でダクト20を取り付ける場合に利点が大きいが、新造船に取り付ける場合も、従来のように船体１の外板へ加工を要しないため利点を有している。
As shown in FIG. 2 (b), the duct 20 is attached to the hull end 1a that covers the stern tube 10b by columns 20a, 20b, 20c, and 20d. The stern tube 10 b is provided around the drive shaft 10 a of the propeller 10. In the case of a ship of a type in which the stern tube 10b is exposed, the duct 20 may be directly attached to the stern tube 10b by the support columns 20a, 20b, 20c, and 20d. Further, in a ship in which the stern tube 10b is partially exposed, the duct 20 may be attached to both the stern tube 10b and the hull end 1a by the columns 20a, 20b, 20c, 20d.
By attaching the duct 20 to the stern tube 10b of the hull 1 or the hull end 1a covering the stern tube 10b via the support columns 20a, 20b, 20c, 20d, the flow is taken in from the entire front surface, and interference with the propeller 10 is caused. The efficiency can be increased and the duct 20 can be retrofitted easily. This has a great advantage when attaching the duct 20 to an existing ship retrofit, but also has an advantage when attaching to a new ship because it does not require processing to the outer plate of the hull 1 as in the prior art.
支柱２０ａ、２０ｂ、２０ｃ、２０ｄは、ダクト２０の中心軸に対して放射状に配置し、特に支柱２０ａと支柱２０ｄとの間の角度を、支柱２０ｂと支柱２０ｃとの間の角度よりも小さくすることで、伴流分布を改善できる。
支柱は最低２本、最大５本とすることが好ましく、ダクト２０の外側に更に支柱を設けることも可能である。
The support columns 20a, 20b, 20c, and 20d are arranged radially with respect to the central axis of the duct 20, and in particular, the angle between the support column 20a and the support column 20d is smaller than the angle between the support column 20b and the support column 20c. Thus, the wake distribution can be improved.
It is preferable that there are at least two struts and at most five struts, and it is possible to further provide struts outside the duct 20.
また、ダクト２０の流路断面は、前端２１の直径Ｄｄｉｎより後端２２の直径Ｄｄｏｕｔが狭まるように構成している。ダクト２０の流路断面を、下流に向かって狭めることで伴流分布を改善できる。ダクト２０の下流側の流路断面を狭めるために、ダクト２０の内断面を小さくする他に、支柱２０ａ、２０ｂ、２０ｃ、２０ｄの断面積を下流側に向かって大きくしてもよい。伴流分布を改善することで、小型のダクト２０によるプロペラ効率をさらに向上できる。 The flow path cross section of the duct 20 is configured such that the diameter Ddout of the rear end 22 is narrower than the diameter Ddin of the front end 21. The wake distribution can be improved by narrowing the cross section of the duct 20 toward the downstream. In order to narrow the flow path cross section on the downstream side of the duct 20, in addition to reducing the inner cross section of the duct 20, the cross sectional areas of the columns 20a, 20b, 20c, and 20d may be increased toward the downstream side. By improving the wake distribution, the propeller efficiency by the small duct 20 can be further improved.
図３に示すように、ダクト２０の内面に捻りを有した支柱２０ｅを設け、プロペラ１０への流れを対向流（カウンターフロー）化することもできる。この場合、その船体中心線に対する取り付け角度は、船体側θｓで５度から２５度、ダクト２０の内面側θｄで５度から１０度とすることが好ましい。ダクト２０に流入した流れは、上流側から下流側に向かって加速されるとともに、捻りを有した支柱２０ｅによりプロペラ１０の回転方向と逆向きに回転流化され、プロペラ１０に対向流として流入することにより、プロペラ効率の一層の向上が図れる。
なお、支柱２０ｅはダクト２０の外側に設け、ダクト２０の内面には流れを回転流化する固定翼を専用に設けてもよいが、支柱２０ｅにより回転流化することにより支柱２０ｅが固定翼を兼ねることができ、構成が簡素化される。
As shown in FIG. 3, a column 20 e having a twist is provided on the inner surface of the duct 20, so that the flow to the propeller 10 can be made counterflow. In this case, it is preferable that the attachment angle with respect to the hull center line is 5 degrees to 25 degrees on the hull side θs and 5 degrees to 10 degrees on the inner surface side θd of the duct 20. The flow that has flowed into the duct 20 is accelerated from the upstream side toward the downstream side, and is rotated and rotated in the direction opposite to the rotation direction of the propeller 10 by the twisted column 20e, and flows into the propeller 10 as a counterflow. As a result, the propeller efficiency can be further improved.
The strut 20e may be provided outside the duct 20, and a fixed wing for rotating the flow may be provided on the inner surface of the duct 20; however, the strut 20e may be fixed by rotating the strut 20e. The configuration can be simplified.
図４に同逓減ピッチプロペラと通常プロペラのピッチ分布を示す。
プロペラ１０は、ボス１１の半径をｒ１、翼根部を半径ｒ１から半径ｒ２とする。半径Ｒは１／２Ｄｐであり、Ｈはピッチである。翼根部は、プロペラ１０の直径Ｄｐの２０％以上４０％以下である。
本実施の形態によるプロペラ１０のピッチＨは、プロペラ１０の翼根部で最大値となり翼端部で最小値となる、半径Ｒ方向に減少する逓減ピッチとしている。図４に示す比較例は一定ピッチを示している。
本実施の形態によるプロペラ１０のピッチＨは、プロペラ１０の翼根部（ｒ１からｒ２）で最大値Ｈｍａｘとなり、最大値Ｈｍａｘを、ピッチＨの最小値Ｈｍｉｎに対して推進効率とキャビテーション発生抑制を考慮して１２０％以上１６０％以下としている。
FIG. 4 shows the pitch distribution of the decreasing pitch propeller and the normal propeller.
In the propeller 10, the radius of the boss 11 is set to r1, and the blade root portion is set from the radius r1 to the radius r2. The radius R is 1 / 2Dp, and H is the pitch. The blade root portion is 20% or more and 40% or less of the diameter Dp of the propeller 10.
The pitch H of the propeller 10 according to the present embodiment is a decreasing pitch that decreases in the radius R direction, having a maximum value at the blade root of the propeller 10 and a minimum value at the blade tip. The comparative example shown in FIG. 4 shows a constant pitch.
The pitch H of the propeller 10 according to the present embodiment has a maximum value Hmax at the blade root (r1 to r2) of the propeller 10, and the maximum value Hmax is considered with respect to the minimum value Hmin of the pitch H in consideration of propulsion efficiency and cavitation generation suppression. Therefore, it is 120% or more and 160% or less.
図５は、図４に示す本実施の形態による逓減ピッチによるプロペラと、比較例としての通常プロペラとの流速分布を示している。
Ｖはプロペラ１０の流入側の流速、Ｖｘはプロペラ１０の流出側の流速で、Ｖ及びＶｘはいずれも軸方向の流速である。
図５に示すように、本実施の形態では比較例に対して、ｒ１／Ｒが０．２から０．６において流速分布が向上している。
すなわち図５では、プロペラ１０を逓減ピッチとすることにより、プロペラ１０の中心付近（翼根部）の流速分布が改善されるため、ダクト２０が直径Ｄｄｉｎの小さい小型のダクト２０であってもよいことを示唆している。ダクト２０を小型化できることにより、プロペラ１０の翼根部の流速を増加させ、翼根部におけるプロペラ１０のピッチの増加と相まって干渉を高めることができる。また、軽量で低コストでの製作が可能となり、表面積が小さいことから摩擦抵抗の低減にも繋がる。また、小型のダクト２０であることにより、相対的に速度の遅いプロペラ１０の翼根部の流速を高めるため、キャビテーションの発生を抑制でき、プロペラ１０の損傷や振動、騒音の発生が防止できる。さらに、プロペラ10のピッチが、翼根部で最大値となり翼端部で最小値となる半径方向に減少する逓減ピッチであるため、
プロペラ１０の翼端部で発生するキャビテーションも抑制できる。
FIG. 5 shows a flow velocity distribution between the propeller with a decreasing pitch according to the present embodiment shown in FIG. 4 and a normal propeller as a comparative example.
V is a flow velocity on the inflow side of the propeller 10, Vx is a flow velocity on the outflow side of the propeller 10, and V and Vx are both flow rates in the axial direction.
As shown in FIG. 5, in the present embodiment, the flow velocity distribution is improved when r1 / R is 0.2 to 0.6 as compared with the comparative example.
That is, in FIG. 5, since the flow velocity distribution near the center of the propeller 10 (blade root) is improved by setting the propeller 10 to a decreasing pitch, the duct 20 may be a small duct 20 having a small diameter Ddin. It suggests. Since the duct 20 can be reduced in size, the flow velocity of the blade root portion of the propeller 10 can be increased, and interference can be increased in combination with the increase in the pitch of the propeller 10 in the blade root portion. In addition, it can be manufactured at a low cost at a light weight, and the surface area is small, leading to a reduction in frictional resistance. Moreover, since it is the small duct 20, since the flow velocity of the blade root part of the propeller 10 whose speed is relatively slow is increased, the occurrence of cavitation can be suppressed, and the propeller 10 can be prevented from being damaged, vibrated, or generated with noise. Furthermore, because the pitch of the propeller 10 is a decreasing pitch that decreases in the radial direction, which is the maximum value at the blade root and the minimum value at the blade tip,
Cavitation generated at the blade tip of the propeller 10 can also be suppressed.
図６は、同小型ダクト付きプロペラにおけるダクト２０の後端２２とプロペラ１０の前縁との距離Ｌを変更した場合の流速分布を示している。
距離Ｌは、プロペラ１０の直径Ｄｐの１５％以下において、プロペラ１０とダクト２０との干渉が顕著に表れており、距離ＬをＤｐの１０％未満とすることで更にプロペラ１０の半径Ｒ方向の負荷分布に大きな影響を与えている。また、距離Ｌを長くしすぎると船体１に当接してしまう。距離ＬをＤｐの１０％未満とすることで、船体１に当接することを防止し、前方の全面から流れを取り込むことが困難になることを防止できる。
FIG. 6 shows a flow velocity distribution when the distance L between the rear end 22 of the duct 20 and the front edge of the propeller 10 in the propeller with the small duct is changed.
When the distance L is 15% or less of the diameter Dp of the propeller 10, the interference between the propeller 10 and the duct 20 appears remarkably. By making the distance L less than 10% of Dp, the propeller 10 can be further increased in the radius R direction. The load distribution is greatly affected. Further, if the distance L is too long, it will come into contact with the hull 1. By making the distance L less than 10% of Dp, it is possible to prevent contact with the hull 1 and to prevent it from being difficult to capture the flow from the entire front surface.
図７及び図８に波浪中における船速低下を模擬した荷重度変更試験結果を示す。
図７は、プロペラの前縁とダクトの後端との距離を変化させた場合とダクトを設けない場合の推進効率を示すグラフ、図８は、プロペラの前縁とダクトの後端との距離を変化させた場合の推力変化を示すグラフである。
FIG. 7 and FIG. 8 show the load degree change test results simulating ship speed reduction in waves.
FIG. 7 is a graph showing the propulsion efficiency when the distance between the front edge of the propeller and the rear end of the duct is changed and when the duct is not provided, and FIG. 8 is the distance between the front edge of the propeller and the rear end of the duct. It is a graph which shows the thrust change at the time of changing.
本実験では、Ｌｐｐ（垂線間長さ）＝２２９m、Ｂ（船の幅）＝４２ｍ、Ｄ（船の深さ）＝１２．１９ｍのアフラマックスタンカーを試験対象船とし、Ｌｐｐ＝４．８６００m、Ｂ＝０．８９１４ｍ、Ｄ＝０．２５８７ｍのモデル船を用いた。
また、試験対象船のプロペラ１０は、Ｄｐ（プロペラ直径）＝７ｍ、Ｈ／Ｄ（０．７Ｒ）（ピッチ位置）＝０．６７、ＥＡＲ（展開面積比）＝０．４５、Ｒａｋｅ（翼傾斜）＝−２１６．７ｍｍ、Ｚ（翼数）＝４、Ｂｏｓｓ Ｒａｔｉｏ（ボス比）＝０．１５８６、Ｓｋｅｗ（翼の反り）＝２０ｄｅｇとし、Ｄｐ＝０．１４８５５９ｍ、Ｈ／Ｄ（０．７Ｒ）＝０．６７、ＥＡＲ＝０．４５、Ｒａｋｅ＝−4.6ｍｍ、Ｚ＝４、Ｂｏｓｓ Ｒａｔｉｏ＝０．１５８６、Ｓｋｅｗ＝２０ｄｅｇをモデルプロペラとして用いた。
In this experiment, an aframax tanker with Lpp (length between perpendiculars) = 229 m, B (ship width) = 42 m, D (ship depth) = 12.19 m was used as a test ship, Lpp = 4.8600 m, A model ship with B = 0.8914 m and D = 0.25787 m was used.
Further, the propeller 10 of the ship to be tested has Dp (propeller diameter) = 7 m, H / D (0.7R) (pitch position) = 0.67, EAR (deployment area ratio) = 0.45, Rake (blade inclination) ) =-216.7 mm, Z (number of blades) = 4, Boss Ratio (boss ratio) = 0.1586, Skew (wing warp) = 20 deg, Dp = 0.148559 m, H / D (0.7 R) = 0.67, EAR = 0.45, Rake = −4.6 mm, Z = 4, Boss Ratio = 0.1586, Skew = 20 deg were used as model propellers.
ダクト２０は、Ｄｄｉｎ（前端２１の直径）がＤｐの４８％、Ｄｄｏｕｔ（後端２２の直径）がＤｐの４０％、ダクト２０の長さ（幅）ＷをＤｐの２４％、ダクト翼キャンバー比を８％とした。
本実験は、波浪中における船速低下を模擬するため、回転数一定のまま船速を低下させ、プロペラ荷重度を増加させた状態での自航試験を行った。
The duct 20 has Ddin (the diameter of the front end 21) of 48% of Dp, Ddout (the diameter of the rear end 22) of 40% of Dp, the length (width) W of the duct 20 is 24% of Dp, and the duct blade camber ratio Was 8%.
In this experiment, a self-propulsion test was carried out in a state where the ship speed was reduced and the propeller load was increased in order to simulate the ship speed drop in the waves.
図７では、横軸を船速比、縦軸を推進効率とし、船速比を０．７５まで低下させた場合の推進効率を比較している。
実施例１としてプロペラ１０の前縁とダクト２０の後端２２との距離Ｌ＝Ｄｐ×６％、実施例２としてＬ＝Ｄｐ×３％、実施例３としてＬ＝Ｄｐ×１％を用い、ダクト２０を用いないものを比較例として示している。
実施例１から実施例３は、船速比０．７５から１までのいずれにおいても比較例よりも推進効率が上回っている。
In FIG. 7, the horizontal axis is the ship speed ratio, the vertical axis is the propulsion efficiency, and the propulsion efficiency when the ship speed ratio is reduced to 0.75 is compared.
The distance L = Dp × 6% between the front edge of the propeller 10 and the rear end 22 of the duct 20 as Example 1, L = Dp × 3% as Example 2, L = Dp × 1% as Example 3, What does not use the duct 20 is shown as a comparative example.
The propulsion efficiency of Examples 1 to 3 is higher than that of the comparative example in any of the ship speed ratios from 0.75 to 1.
図８では、横軸をプロペラ推力、縦軸をダクト抵抗（推力）とし、プロペラ推力を１．０５から１．３の間で変化させた場合の推力を比較している。
実施例２は実施例１よりも推力が増加し、実施例３は実施例２よりも推力が増加している。
図８に示すように、プロペラ１０の前縁とダクト２０の後端２２との距離Ｌは小さいほど推力が増加する。
In FIG. 8, the horizontal axis is the propeller thrust, the vertical axis is the duct resistance (thrust), and the thrust when the propeller thrust is changed between 1.05 and 1.3 is compared.
Example 2 has a greater thrust than Example 1, and Example 3 has a greater thrust than Example 2.
As shown in FIG. 8, the thrust increases as the distance L between the front edge of the propeller 10 and the rear end 22 of the duct 20 decreases.
本実施の形態による小型ダクト付きプロペラによれば、船体１の船尾に取り付けるプロペラ１０と、プロペラ１０の前方に取り付けるダクト２０とを有する小型ダクト付きプロペラにおいて、ダクト２０を逓減ピッチのプロペラ１０と組み合わせたことで、ダクト２０の小型化が可能となり、ダクト２０の直径Ｄｄｉｎをプロペラ１０の直径Ｄｐの２０％以上５０％以下としキャビテーションを発生させずにダクト２０をプロペラ１０に近づけることができる。従って、プロペラ１０のピッチＨをプロペラ１０の翼根部で最大値となり翼端部で最小値となる、半径方向に減少する逓減ピッチとすることで、波風によってプロペラの荷重度が増加する実海域において、プロペラ１０中心部での吸い込み効果を高め、効率を支配するプロペラ１０の半径Ｒ方向の負荷分布をダクト２０との干渉を利用して最適化することができる。また、プロペラ１０のピッチＨをプロペラ１０の翼根部で最大値とし翼端部で最小値とすることにより、プロペラ１０の翼端部で発生するキャビテーションを抑制できるため、推進効率の低下や騒音、振動の発生、またプロペラ１０の損傷を低減できる。 According to the propeller with a small duct according to the present embodiment, in the propeller with a small duct having the propeller 10 attached to the stern of the hull 1 and the duct 20 attached to the front of the propeller 10, the duct 20 is combined with the propeller 10 with a decreasing pitch. As a result, the duct 20 can be reduced in size, and the diameter Ddin of the duct 20 can be set to 20% or more and 50% or less of the diameter Dp of the propeller 10, and the duct 20 can be brought close to the propeller 10 without generating cavitation. Therefore, by setting the pitch H of the propeller 10 to a gradually decreasing pitch that decreases in the radial direction, which is the maximum value at the blade root portion of the propeller 10 and the minimum value at the blade tip portion, in a real sea area where the load of the propeller is increased by the wave wind. The load distribution in the radius R direction of the propeller 10 that increases the suction effect at the center of the propeller 10 and governs the efficiency can be optimized using the interference with the duct 20. In addition, by setting the pitch H of the propeller 10 to the maximum value at the blade root portion of the propeller 10 and the minimum value at the blade tip portion, cavitation generated at the blade tip portion of the propeller 10 can be suppressed. Generation of vibration and damage to the propeller 10 can be reduced.
また、本実施の形態による小型ダクト付きプロペラによれば、プロペラ１０の直径Ｄｐの２０％以上５０％以下のダクト２０であるため、プロペラ１０の翼根部の流速を増加させ、翼根部におけるプロペラ１０のピッチの増加と相まって干渉を高めプロペラ１０の効率を高めることができる。また、小型軽量で摩擦抵抗が小さく、低振動、低騒音、低コストのプロペラ１０を実現することができる。 Further, according to the propeller with a small duct according to the present embodiment, since the duct 20 is 20% to 50% of the diameter Dp of the propeller 10, the flow velocity of the blade root portion of the propeller 10 is increased, and the propeller 10 at the blade root portion is increased. In combination with the increase in the pitch, the interference can be increased and the efficiency of the propeller 10 can be increased. In addition, the propeller 10 can be realized with a small size, light weight, low frictional resistance, low vibration, low noise, and low cost.
また、本実施の形態による小型ダクト付きプロペラによれば、ピッチＨの最大値Ｈｍａｘを、ピッチＨの最小値Ｈｍｉｎに対して１２０％以上１６０％以下としたことで、キャビテーションの発生を抑制した上で、プロペラ１０中心部での吸い込み効果を高めて最適な負荷分布とし、推進効率を向上することができる。 Further, according to the propeller with a small duct according to the present embodiment, the maximum value Hmax of the pitch H is set to be 120% or more and 160% or less with respect to the minimum value Hmin of the pitch H, thereby suppressing the occurrence of cavitation. Thus, the suction effect at the center of the propeller 10 can be enhanced to obtain an optimum load distribution, and the propulsion efficiency can be improved.
また、本実施の形態による小型ダクト付きプロペラによれば、ダクト２０の後端２２とプロペラ１０の前縁との距離Ｌを、プロペラ１０の直径Ｄｐの０．５％以上１０％未満としたことで、ダクト前端２１が船尾部の船体１に触れることを防止しダクト２０の前方の全面から流れを取り込み、ダクト２０とプロペラ１０との干渉効果を高めることができる。 Further, according to the propeller with a small duct according to the present embodiment, the distance L between the rear end 22 of the duct 20 and the front edge of the propeller 10 is 0.5% or more and less than 10% of the diameter Dp of the propeller 10. Thus, it is possible to prevent the duct front end 21 from touching the hull 1 at the stern part and to take in the flow from the entire front surface of the duct 20, thereby enhancing the interference effect between the duct 20 and the propeller 10.
また、本実施の形態による小型ダクト付きプロペラによれば、ダクト２０を、上流側の内直径よりも下流側の内直径が小さい加速型ダクトとしたことで流れが加速でき、プロペラ１０中心部での吸い込み効果を更に高めることができる。 Further, according to the propeller with a small duct according to the present embodiment, the flow can be accelerated by making the duct 20 an acceleration type duct having an inner diameter on the downstream side smaller than the inner diameter on the upstream side. The suction effect can be further enhanced.
また、本実施の形態による小型ダクト付きプロペラによれば、ダクト２０の中心をプロペラ１０の軸心と一致させたことで、製作や設置が容易で安価に提供できる。 In addition, according to the propeller with a small duct according to the present embodiment, the center of the duct 20 is made coincident with the axis of the propeller 10, so that it can be easily manufactured and installed at low cost.
また、本実施の形態による小型ダクト付きプロペラによれば、ダクト２０が支柱２０ａ、２０ｂ、２０ｃ、２０ｄを介して船体１の船尾管１０ｂ又は船尾管１０ｂを覆う船体端部１ａに取り付けられているため、流れを前方の全面から取り込み、プロペラ１０との干渉を強めて効率向上を図れるとともに、既存船を含めてダクト２０の後付を容易に行うことができる。 Further, according to the propeller with a small duct according to the present embodiment, the duct 20 is attached to the hull end 1a covering the stern tube 10b or the stern tube 10b of the hull 1 through the support columns 20a, 20b, 20c, 20d. Therefore, the flow can be taken in from the entire front surface, the interference with the propeller 10 can be strengthened to improve the efficiency, and the retrofit of the duct 20 including the existing ship can be easily performed.
また、本実施の形態による小型ダクト付きプロペラによれば、ダクト２０の断面形状を内側に凸形状２３とし、凸形状２３の突出度を、ダクト２０の上流側において大きくしてキャンバー比を６％以上１６％以下としたことで平均速度の遅い上流側で流れが加速でき、抵抗増加を抑え、プロペラ１０中心部での吸い込み効果を更に高めることができる。この場合、吸い込み効果によりキャンバー比を６％以上１６％以下と高くしても剥離を生じることなく、船体１を前方に推進する揚力を増加させることができる。 In addition, according to the propeller with a small duct according to the present embodiment, the cross-sectional shape of the duct 20 is the inward convex shape 23, and the protrusion degree of the convex shape 23 is increased on the upstream side of the duct 20 so that the camber ratio is 6%. By setting the ratio to 16% or less, the flow can be accelerated on the upstream side where the average speed is slow, the resistance increase can be suppressed, and the suction effect at the center of the propeller 10 can be further enhanced. In this case, even if the camber ratio is increased to 6% or more and 16% or less due to the suction effect, lift for propelling the hull 1 forward can be increased without causing separation.
また、本実施の形態による小型ダクト付きプロペラを装備することで、荷重度が増加する実海域においてプロペラ効率の高い船舶を提供することができる。 In addition, by installing the propeller with a small duct according to the present embodiment, it is possible to provide a ship with high propeller efficiency in the actual sea area where the degree of load increases.
本発明の小型ダクト付きプロペラによれば、小型軽量で摩擦抵抗が小さく、低振動、低騒音、低コストでプロペラの効率を高めることができ、大型船を含めて広く一般の船舶に適用できる。 According to the propeller with a small duct of the present invention, the propeller efficiency can be improved with small size and light weight, low frictional resistance, low vibration, low noise, and low cost, and can be widely applied to general ships including large ships.
Claims (10)
前記ダクトの直径を前記プロペラの直径の２０％以上５０％以下とし、
前記プロペラのピッチを、前記プロペラの翼根部で最大値となり翼端部で最小値となる、半径方向に減少する逓減ピッチとし、
前記ピッチの前記最大値を、前記ピッチの最小値に対して１２０％以上１６０％以下としたことを特徴とする小型ダクト付きプロペラ。 In a propeller with a small duct having a propeller attached to the stern of the hull and a duct attached to the front of the propeller,
The diameter of the duct is 20% to 50% of the diameter of the propeller,
The pitch of the propeller is a gradual decreasing pitch that decreases in the radial direction, which is maximum at the blade root of the propeller and minimum at the blade tip ,
The propeller with a small duct , wherein the maximum value of the pitch is 120% or more and 160% or less with respect to the minimum value of the pitch .
前記ダクトの直径を前記プロペラの直径の２０％以上５０％以下とし、The diameter of the duct is 20% to 50% of the diameter of the propeller,
前記プロペラのピッチを、前記プロペラの翼根部で最大値となり翼端部で最小値となる、半径方向に減少する逓減ピッチとし、The pitch of the propeller is a gradual decreasing pitch that decreases in the radial direction, which is maximum at the blade root of the propeller and minimum at the blade tip,
前記ダクトの後端と前記プロペラの前縁との距離を、前記プロペラの直径の０．５％以上１０％未満としたことを特徴とする小型ダクト付きプロペラ。A propeller with a small duct, wherein a distance between a rear end of the duct and a front edge of the propeller is 0.5% or more and less than 10% of the diameter of the propeller.
前記ダクトの直径を前記プロペラの直径の２０％以上５０％以下とし、The diameter of the duct is 20% to 50% of the diameter of the propeller,
前記プロペラのピッチを、前記プロペラの翼根部で最大値となり翼端部で最小値となる、半径方向に減少する逓減ピッチとし、The pitch of the propeller is a gradual decreasing pitch that decreases in the radial direction, which is maximum at the blade root of the propeller and minimum at the blade tip,
前記ダクトの断面形状を内側に凸形状とし、前記凸形状の突出度を、前記ダクトの上流側において大きくしてキャンバー比を６％以上１６％以下としたことを特徴とする小型ダクト付きプロペラ。A small-sized propeller with a duct, wherein the duct has a cross-sectional shape inwardly convex, and the protruding degree of the convex shape is increased on the upstream side of the duct so that a camber ratio is 6% or more and 16% or less.
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| PCT/JP2012/004777 WO2013014938A1 (en) | 2011-07-26 | 2012-07-26 | Propeller with small duct, and ship |
| JP2012554146A JP5230852B1 (en) | 2011-07-26 | 2012-07-26 | Small ducted propeller and ship |
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| CN104995087B (en) * | 2013-01-25 | 2017-08-29 | 国立研究开发法人海上·港湾·航空技术研究所 | Ship with low profile catheter and the low profile catheter application determination methods to ship |
| JP6376679B2 (en) * | 2013-12-16 | 2018-08-22 | 国立研究開発法人 海上・港湾・航空技術研究所 | Stern duct, stern duct design method, and ship equipped with stern duct |
| CN104787284A (en) * | 2015-04-08 | 2015-07-22 | 浙江海洋学院 | Child-mother coaxial guide pipe wheel propeller |
| CN104828225A (en) * | 2015-05-14 | 2015-08-12 | 广西梧州运龙港船机械制造有限公司 | Marine propeller |
| JP6621911B2 (en) * | 2016-03-14 | 2019-12-18 | ジャパンマリンユナイテッド株式会社 | Lift generator |
| JP6827034B2 (en) * | 2016-03-29 | 2021-02-10 | ジャパンマリンユナイテッド株式会社 | Ship propulsion device |
| KR101894019B1 (en) * | 2017-01-12 | 2018-09-03 | 성동조선해양 주식회사 | Pre-swirl stator including annular structure |
| CN112078770B (en) * | 2019-11-14 | 2021-08-03 | 浙江大学 | Full-conduit type two-stage pod propeller and design method thereof |
| CN115140282A (en) * | 2022-05-31 | 2022-10-04 | 中国船舶重工集团公司第七一九研究所 | Anti-cavitation propeller and propulsion system |
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| CN107089313B (en) | 2019-05-17 |
| KR20180089554A (en) | 2018-08-08 |
| KR101917408B1 (en) | 2018-11-09 |
| EP3495257A1 (en) | 2019-06-12 |
| KR102144840B1 (en) | 2020-08-14 |
| EP2738084A1 (en) | 2014-06-04 |
| EP2738084B1 (en) | 2019-01-02 |
| CN103717488A (en) | 2014-04-09 |
| CN107089313A (en) | 2017-08-25 |
| KR102037018B1 (en) | 2019-11-26 |
| JPWO2013014938A1 (en) | 2015-02-23 |
| KR20190121878A (en) | 2019-10-28 |
| KR20140068034A (en) | 2014-06-05 |
| EP3495257B1 (en) | 2020-04-15 |
| EP2738084A4 (en) | 2015-04-08 |
| WO2013014938A1 (en) | 2013-01-31 |
| CN103717488B (en) | 2016-10-26 |
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