KR100958993B1 - Duct for use in ship and ship equipped with the same - Google Patents

Abstract

It is an object of the present invention to provide a ship duct and a ship with a ship duct provided with the ship duct which can suppress the production cost and further prevent the occurrence of vibration while maintaining the performance as an energy saving device.

The ship 1 with a ship duct has the ship duct 6 provided in the stern of the ship body 2, the propeller 3, and the ship body 2, and the ship duct 6 is a cylindrical duct ( 4) and the pair of stays 5 which connect the tubular duct 4 and the ship body 2 is comprised.

The pair of stays 5 are symmetrically provided on both sides of the hull 2 at an elevation angle αs and an inclination angle θs with respect to the horizontal plane 1c.

Moreover, the center surface 5c of the pair of stays 5 is inclined with respect to the horizontal surface 1c by the opening angle (theta) d, and the surface containing the stern side edge of the cylindrical duct 4; The intersection Q of is separated by the deviation distance Hs from the propeller shaft 3c.

Description

DUCT FOR USE & SHIP AND SHIP EQUIPPED WITH THE SAME}

The present invention relates to a ship duct installed in the stern of a ship and a ship with a ship duct provided with a ship duct.

A vessel is a type of energy-saving device that recovers energy lost when the hull moves forward and obtains an energy-saving effect, and is a cylindrical device (duct type) installed in front of the propeller. Called nozzles) (see, for example, Patent Documents 1 and 2).

[Patent Document 1] Japanese Utility Model Registration Publication No. 2555130 (2 pages, Fig. 1)

[Patent Document 2] Japanese Patent Application Laid-Open No. 11-278383 (2 to 3 pages, Fig. 2)

However, the invention shown in Patent Literature 1 has a ship-shaped efficiency by providing a ring-shaped nozzle (same as a ship duct, hereinafter referred to as a "boat duct") of a prescribed shape between the stern of the ship and the propeller. And the propulsion efficiency can be improved, in which the shape in the cross section including the shaft center of the ship duct (hereinafter referred to as the "cross-sectional shape") is a hydrodynamic type represented by a wing shape. From the streamlined shape, it is a three-dimensional complex curved surface.

In particular, the leading edge of the duct (bow side edge) has a curved portion with a large curvature (like a small radius of curvature) in the cross section including the shaft center, and an arc shape in the cross section perpendicular to the shaft center.圓弧 狀) bent. Because of this,

(A) "Line heating", which performs bending processing while applying heat, requires a skilled processing function and has a problem that the processing time is greatly increased compared to press working. Since the number of technicians with skilled processing functions is decreasing, there exists a problem that there exists a possibility that it may not become a future processing method.

(B) In addition, the upper edge of the bow side edge of the ship duct is deformed into a groove shape, that is, the stern edge of the ship duct is a round ring, whereas the bow edge of the ship duct is approximately As a C-shape, it was only connected to the bow of the hull at the defect part, so there was a problem that the duct rigidity was low and vibration was likely to occur.

In addition, the invention shown in Patent Document 2 is to form a steel plate made of a very thick plate into a round annular shape by press working, and to shape the cross-sectional shape into a wing shape by machining. Because of this,

(C) There was a problem that the cost of machining became high and the manufacturing cost increased.

(D) In addition, since the machine which enables such machining is limited to a specific machine, there is a problem in that the factory which can be manufactured is limited, and the transportation cost is increased and the construction period is extended by the processing waiting.

(E) In addition, the stern boss supporting the propeller and the upper inner surface of the ship duct are connected by a strut of cross section wing type, but the stiffness of the duct is not high enough to easily cause vibration. Moreover, since both the ship's duct (approximately round annular part) and the struts are cross-sectional vanes, and this is formed by machining, there is a problem that the processing cost is high.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and a vessel with a ship duct and a ship duct provided with a ship duct capable of suppressing the production cost and further preventing vibration while maintaining performance as an energy saving device. Is to provide.

(1) The ship duct which concerns on this invention is a ship duct installed in the stern of a ship body, The bow side is a cylindrical duct outer plate with a diameter larger than a stern side,

A cylindrical stern side inner plate connected to the stern side edge of the duct outer plate in a state accommodated inside the duct outer plate;

A bow side inner plate which smoothly connects the bow side edge of the duct shell and the bow side edge of the stern side inner plate in a state accommodated inside the duct shell;

It has a plurality of plate-shaped stays connecting the hull and the stern side inner plate.

(2) In (1), the upper side of the duct outer plate is longer than the lower side, and the upper side of the stern side inner plate is longer than the lower side.

(3) Said (1) or (2), The said stern side inner board is a part of cylinder or cone, It is characterized by the above-mentioned.

(4) In any one of said (1)-(3), a pipe | tube material or a bar is provided along the bow side edge of the said duct outer plate, and the said bow-side inner plate is provided in the said pipe | tube or bar material. The bow side edge is connected.

(5) Moreover, the ship with a duct for ships which concerns on this invention is a ship body, the propeller protruded in the stern of the said ship body,

It has a ship duct as described in any one of said (1)-(4) provided in the stern of the said ship body.

(Iv) Therefore, according to the present invention, the plate-shaped stay connecting the stern-side inner plate and the ship body of the ship duct has a simpler shape as compared to the wing-type stay, so that the production is easy.

Moreover, since a simple plate-shaped stay is connected to the stern side inner plate (there is no large curvature) which is a simple shape, joining is easy. In addition, since the ship duct is connected to the hull by a plurality of plate-shaped stays, vibration is prevented.

(Ii) Furthermore, since the upper side of the duct outer plate and the stern side inner plate are longer than the lower side when viewed from the side, the degree of freedom of design corresponding to the stern shape increases, and the energy saving effect increases.

(Iii) In addition, since the stern side inner plate is a part of a cylinder or a cone, that is, the ridge line is a straight line, the stern side inner plate can be manufactured by two-dimensional bending processing of the plate, and a plurality of plate-shaped stays are connected to the linear ridge line. Therefore, connection work is easy and quick, and manufacturing cost can be reduced and construction period can be shortened.

(Iii) A pipe or bar is provided along the bow side edge of the duct shell, and the bow edge of the bow inner plate is connected to the pipe or bar, so that the curvature at the bow edge of the bow inner plate is large (the curvature radius is Since the bending process becomes unnecessary, manufacturing is easy, and the manufacturing cost of the ship duct can be further reduced, and the construction period can be further shortened.

(Iii) Furthermore, according to the present invention, since the ship duct according to any one of the above (1) to (4) is provided, the propulsion performance can be improved while reducing the manufacturing cost.

Embodiment 1: Vessel with Duct for Ship

FIG. 1: shows the outline | summary of the ship with a duct for ships which concerns on Embodiment 1 of this invention, (a) is a partial side view, (b) is sectional drawing seen from the stern side.

In FIG. 1, the ship 1 with a duct for ships is a ship duct installed in the hull 2, the propeller 3 provided protruding to the stern (right side of drawing), and the stern of the hull 2 Have (6)

The ship duct 6 is comprised by the cylindrical duct 4 and the pair of stays 5 which connect the cylindrical duct 4 and the ship body 2.

The outline of the tubular duct 4 is approximately trapezoidal when viewed from the side (same as the direction in which the side is viewed) (in FIG. 1A, formed by a line connecting the position A-position B-position D-position C). It is a part of the substantially conical shape of a cross section circular shape (refer FIG.1 (b)) when seen from the front (same as the direction of seeing a stern).

In addition, the bow edge of the tubular duct 4 (range separated from the propeller 3) is notched in the upper portion (corresponding to the bridge side or the water surface side) and the lower side (corresponding to the bottom side or the seabed side), respectively. Since a notch part is formed and provided in the hull 2 by the notch part, the cross section of the bow side edge of the cylindrical duct 4 is formed of a pair of substantially semi-circular member.

In addition, the stern side edge (range close to the propeller 3) of the tubular duct 4 has shown the substantially C shape which the part connected to the skeg 9 is missing.

In addition, the symmetry plane of the hull 2 is the one-dot chain line (hereinafter referred to as "the hull center plane") 2c, and the central axis of the propeller 3 is the one-dot chain line (hereinafter referred to as the "propeller axis") 3c. The center axis of (4) is indicated by a one-dot chain line (consistent with the one-dot chain line 3c, hereinafter referred to as the "duct axis") 4c, and an example of the water surface is indicated by a solid line (hereinafter referred to as "horizontal plane") 1c, respectively.

When the diameter of the propeller 3 is "Dp", the stern side diameter Dn (distance of position C-position D) of the cylindrical duct 4, and the upper length Ld (length of the line segment AC) of the cylindrical duct 4 , The lower length Lb of the tubular duct 4 (the length of the line segment BD), and the ratio of expanding the diameter in the bow direction of the tubular duct 4 (the angle between the line segment AC and the duct shaft 4c in the drawing, The angle formed by the line segment BD and the duct shaft 4c, hereinafter, "opening angle") θd is constant in the circumferential direction, and is in the following ranges, respectively.

0.40 × Dp ≤ Dn ≤ 1.0 × Dp

0.40 × Dp ≤ Ld ≤ 1.0 × Dp

0.02 × Dp ≤ Lb ≤ 1.0 × Dp

         Lb ≤ Ld

         5 ° ≤ θd ≤ 20 °

[Embodiment 2: Ship Duct-1]

FIG. 2: shows the outline | summary of the ship duct which concerns on Embodiment 2 of this invention, (a) is a side view, (b) is a front view seen from the stern side. In addition, the same code | symbol is attached | subjected to the same part as Embodiment 1 (FIG. 1), and the description of a part is abbreviate | omitted.

In FIG. 2, the cylindrical duct 4 is provided in the starboard of the ship 1 with a ship duct shown in FIG.

The pair of stays 5 constituting the duct 6 for ships have both sides of the hull 2 as "angular angle αs" when viewed from the side with respect to the horizontal plane 1c, and as "incline angle θs" when viewed from the front. It is installed symmetrically in.

In addition, the center surface 5c (represented by a dashed-dotted line) of the pair of stays 5 intersects in the hull center surface 2c and includes the intersection line and the stern side edge of the tubular duct 4. The intersection point Q is separated from the propeller shaft 3c by a distance Hs (hereinafter, referred to as "deviation distance").

That is, since the effect of the stay 5 becomes small when the distance between the cylindrical duct 4 and the stay 5 becomes close, in order to make it the positional relationship which the cylindrical duct 4 and the stay 5 do not interfere, It is preferable to set it to the same range.

    -30 ° ≤ αs ≤ 30 °

-0.3 × Dn ≤ Hs ≤ 0.3 × Dn

    -45 ° ≤ θs ≤ 45 °

1, the following cases are shown.

αs = 0 °

Hs = 0

θs = 0 °

(Energy saving effect)

Fig. 3 is a perspective view schematically showing a ship duct used for confirming the energy saving effect of a ship with a ship duct shown in Fig. 1, (a) is a ship duct having a stay, and (b) is not provided with a stay. It is not a tubular duct.

The water tank used to confirm the effect of the stay 5 on the energy saving effect is a linear test tank of 240 m in length, 18 m in width and 8 m in depth, and the size of the test model line. Is about 8m, and the linear is a large bulk carrier.

The cross-sectional shape of the stay 5 is a flat plate having the same thickness as the cross-sectional shape of the tubular duct 4, and the cord length is equal to the cord length of the tubular duct 4 at the same height as the propeller shaft 3c. Did the same.

Table 1 shows the horsepower comparison when the horsepower when the stay 5 is not mounted (only the tubular duct 4 is installed) is "100".

Compared with the case where only the tubular duct 4 (there is no stay 5) is installed, when the ship duct 6 equipped with the stay 5 is equipped with approximately 1% horsepower, the stay 5 is reduced. By attaching, it was confirmed that the energy saving effect is improved.

In addition, in this test, although the stay 5 is formed by a flat plate instead of a wing-shaped cross section, deterioration of an energy saving effect does not occur.

In addition, since the tubular duct 4 is provided in a ship body, it is not exactly a perfectly round ring shape, Notch is formed in two or one place, and is formed in circular arc part.

TABLE 1

Energy saving device Horsepower comparison  No stay 100  Stay attached  99

※ Converts horsepower to 100 when there is no stay

It is a side view for demonstrating the energy saving effect of the ship with a ship duct shown in FIG. In addition, the same code | symbol is attached | subjected to the same part as FIG. 1, and the description of a part is abbreviate | omitted.

In FIG. 4, when the stay 5 is attached to the tubular duct 4, the whey flowing into the range of the propeller 3 from the front of the tubular duct 4 to the rear of the tubular duct 4 (indicated by hatched in FIG. 4) 분포: The distribution of the flow field changes, and the effective return coefficient “1-Wt”, which is one of the self-propelling factors that determine the required horsepower, is improved.

Therefore, the effect of reducing horsepower is improved compared with the case where only the tubular duct 4 without the stay 5 is provided.

Table 2 shows a comparison of "1-wt" in the test.

The required horsepower was lower as the 1-Wt was smaller, and in the test results, the 1-Wt was reduced by about 1.2% by attaching the stay 5, and it was confirmed that the stay 5 contributed to the horsepower reduction.

<Table 2>

Energy saving device   1-Wt  No stay  100.0  Stay attached   98.8

※ 1-Wt is converted into 100 when there is no stay

(Dust suppression effect)

FIG. 5: is a front view seen from the stern direction which shows the ship duct used in order to confirm the damping effect of the ship with a ship duct shown in FIG.

When the periodic fluctuation frequency of the whey as the propeller 3 rotates approaches the natural frequency of the tubular duct 4, resonance tends to occur.

For example, if the vibration is in the primary mode, the vibration is likely to occur at a position (shown by hatching) deviated from the connecting portions 24d and 24b between the hull 2 and the tubular duct 4 (see FIG. 5). .

In the case where such a resonance phenomenon may occur, the natural frequency of the tubular duct 4 is adjusted by providing the stay 5 which connects the hull 2 and the tubular duct 4 at a portion where vibration is likely to occur. You can move away from the whey frequency. At the same time, the rigidity of the tubular duct 4 is also improved, and vibration can be avoided.

The number of stays of the plurality of stays is not limited, but is determined by analysis or the like, so that the natural frequency of the duct is far from the fluctuation frequency of the whey. This anti-vibration effect is particularly effective in the case of a duct with a thin cross section.

In addition, although the outer shell of the cylindrical duct 4 shows that the upper side is longer than the lower side when seen from the side, the upper side and the lower side may be the same length.

Embodiment 3: Ship Ducts-2

FIG. 6: is a top view which shows typically the ship duct which concerns on Embodiment 3 of this invention.

In FIG. 6, the ship duct 60 replaces the ship duct 6 of the ship 1 with a ship duct.

The ship duct 60 consists of a cylindrical duct 40 and a pair of stays 50, and the installation form of the stay 50 to the cylindrical duct 40 conforms to Embodiment 2 (FIG. 2). have.

The tubular duct 40 is a tubular body formed of the duct outer plate 43 and the duct inner plate 46.

The duct outer plate 43 has a bow side larger in diameter than the stern side, and the upper side is continuous to the bow side edge of the stern side shell plate 41, which is a part of a substantially cone, and the stern side shell plate 41, and the bow side The closer to the edge is formed of the bow side shell plate 42, the inner diameter gradually decreases.

The duct inner plate 46 is continuous with the bow side edge of the stern side inner plate 45 and the stern side inner plate 45 which are part of the cone or cylinder whose bow side is larger than the stern side, and whose upper side is longer than the downward side, The closer to the side edge, the inner diameter is formed of the bow-side inner plate 44 which gradually expands.

The bow side edge of the bow side shell plate 42 and the bow side edge of the bow side inner plate 44 are continuous.

The stay 50 is connected to the stern side inner plate 45. That is, since the ridge line of the stern side inner plate 45 is a straight line, the side surface 54 connected to the stern side inner plate 45 of the stay 50 becomes a straight line.

Therefore, the production of each of the stern side inner plate 45 and the stay 50 becomes easy, and the connection between the stern side inner plate 45 and the stay 50 is simple and easy, and therefore the construction cost of the ship duct 60 This becomes cheaper.

In addition, this invention is not limited to the form which the bow side edge of the bow side shell plate 42 and the bow side edge of the bow side inner plate 44 is continuous, For example, the bow side of the bow plate 42 A tubular body or rod is provided between the edge and the bow side edge of the bow side inner plate 44, and the bow side edge of the bow side shell plate 42 and the bow side edge of the bow side inner plate 44 are provided on the tubular body or rod. You may make it join, respectively.

At this time, a large curvature (small curvature radius) bending process (three-dimensional bending process) in the range near the bow side edge of the bow-side outer plate 42 and the range near the bow edge of the bow-side inner plate 44 Since it can omit, manufacturing cost becomes low.

Alternatively, the stern side shell plate 41 may be formed by forming a whole portion of the duct shell plate 43 as a part of the cone instead of the bow side shell plate 42 whose inner diameter gradually decreases (the bow side shell plate 42 is stern). Same as what is considered to be a part of a cone which is continuous to the side shell plate 41).

At this time, since the duct outer plate 43 has a straight ridgeline throughout, it can be manufactured by simple two-dimensional bending, and manufacturing cost becomes low. And if using together the installation of the said tubular body or a rod, manufacturing cost will become further cheaper.

Embodiment 4 Ship Ducts 3

FIG. 7: is a perspective view which shows typically the ship duct which concerns on Embodiment 4 of this invention.

In FIG. 7, the ship duct 8 is provided with a rectifying plate 7 on the upper surface of the stay 5 in the ship duct 6 of the ship 1 with the ship duct.

The rectifying plate 7 is parallel to the hull center plane 2c and promotes the commutation effect in the tubular duct 4, so that the rear of the tubular duct 4 in front of the propeller 3 (see hatched in FIG. 4). The distribution of the whey flowing into the range of) is advanced, and the effective return coefficient "1-Wt", which is one of the autonominal elements for determining the required horsepower, is further improved. Therefore, the horsepower reduction effect further improves.

The present invention can be widely used as an energy saving device for various linear ships because the above configuration can suppress manufacturing costs and further prevent vibrations while maintaining performance as an energy saving device. .

BRIEF DESCRIPTION OF THE DRAWINGS The side view and sectional drawing which show the outline | summary of the ship with a ship duct which concerns on Embodiment 1 of this invention.

2 is a side view and a cross-sectional view showing an outline of a ship duct according to a second embodiment of the present invention.

3 is a perspective view showing a ship duct used for confirming the energy saving effect of the ship with a ship duct shown in FIG.

4 is a side view for explaining the energy saving effect of the vessel with a ship duct shown in FIG.

The front view seen from the stern direction which shows the ship duct used for confirming the damping effect of the ship with a ship duct shown in FIG.

6 is a plan view schematically showing a ship duct according to a third embodiment of the present invention.

The perspective view which shows typically the ship duct which concerns on Embodiment 4 of this invention.

[Description of the code]

1: Vessel with duct for ship

2: hull

3: propeller

4: tubular duct

5: stay

6: marine duct

7: rectification plate

8: Marine duct

9: skeg

2c: hull center plane

3c: propeller shaft

4c: duct shaft

5c: center plane (stay)

40: tubular duct

41: stern side shell

42: player side shell

43: duct shell

44: Player sideboard

45: stern side inner plate

46: duct inner plate

50: Stay

54: side

60: ship duct

αS: elevation

θd: opening angle

θs: tilt angle

Dn: Stern side diameter

Hs: deviation distance

Lb: bottom length

Ld: length above

Claims (5)

In the ship duct installed in the stern, The tubular duct shell of which a bow side is larger in diameter than a stern side, A cylindrical stern side inner plate connected to the stern side edge of the duct outer plate in a state accommodated inside the duct outer plate; A bow side inner plate which smoothly connects the bow edge of the duct shell and the bow edge of the stern side inner plate in a state accommodated inside the duct shell; It includes a plurality of plate-shaped stays connecting the hull and the stern side inner plate Marine ducts. The method of claim 1, The upper side of the duct shell is longer than the lower side, and the upper side of the stern side inner plate is longer than the lower side. Marine ducts. The method of claim 1, The stern side inner plate is characterized in that the cylinder or part of the cone Marine ducts. The method of claim 1, Pipe or rod is installed along the bow side edge of the duct shell, The bow side edge of the bow inner plate is connected to the pipe or rod. Marine ducts. Hull, A propeller protruding from the stern of the hull, It includes the ship duct of any one of Claims 1-4 provided in the stern of the said hull. Vessel with duct for ship.

Images