KR20080055615A - Duct for use in ship and ship equipped with the same - Google Patents

Abstract

A duct for use in a ship, a manufacturing method thereof, and a ship equipped therewith are provided to prevent vibration by connecting the duct to the ship by the medium of a stay consisting of several plates. A duct(6) for use in a ship includes a duct external plate, a stern-side internal plate, a stem-side internal plate, and a stay(5). The duct external plate is cylindrical in shape and has a diameter getting smaller going to a stern. The stern-side internal plate is contained inside the duct external plate, is cylindrical in shape, and is connected to a stern-side joint of the duct external plate. The stem-side internal plate is contained inside the duct external plate and connects the stern-side joint and a stem-side joint of the duct external plate. The stay consists of several plates and connects a ship and the stern-side internal plate.

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.

In ships, a device that recovers energy lost when the hull moves forward and obtains an energy saving effect is a type of energy saving device, which is a tubular device installed in front of the propeller. (Named duct or nozzle) (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 Laid-Open No. 11-278383 (2 to 3 pages, Fig. 2)

However, the invention disclosed in Patent Literature 1 provides a hull 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, and the shape (hereinafter referred to as "cross-sectional shape") in the cross section including the shaft center of the ship duct is represented by a wing shape. ) Has a streamlined shape and is a three-dimensional complex curved surface.

In particular, the leading edge (head side edge) of the duct has a large curvature (same as a small radius of curvature) in the cross section including the shaft center, and an arc shape even in the cross section perpendicular to the shaft center. It is bent to (圓弧 狀). 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 there are fewer technicians, there has been a problem that there will be a concern that it cannot be 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 in the defect part, and there existed a problem that a duct rigidity was low and vibration was easy to generate | occur | produce.

In addition, the invention disclosed in Patent Document 2 is to form a very thick plate steel sheet 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 rose.

(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 sufficiently high, and it is easy to 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 processing costs are equal.

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 several plate-shaped stay which connects the said ship body and the said 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 material is provided along the bow side edge of the said duct outer plate, and the said bow-side inner plate is provided in this 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 protruding to the stern of the 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 is longer than the lower side in the side view, the degree of freedom in 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 edge of the duct shell, and the bow edge of the bow inner shell is connected to the pipe or rod, so that the curvature at the bow edge of the bow inner shell is large (curvature radius). 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 provided in the hull 2, the propeller 3 which protruded in the stern (in the figure, right side) of the hull 2, and the stern of the hull 2 It has a ship duct 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 outer periphery of the cylindrical duct 4 is approximately trapezoidal in the side view (same as the direction of looking at the side) by a line segment connecting the position A-position B-position D-position C in FIG. It is formed) and is a part of the substantially conical shape of the cross section circular shape (refer FIG.1 (b)) in front view (same as the direction of seeing a stern).

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

Moreover, the stern side edge (range close to the propeller 3) of the cylindrical 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 "Dn", the stern side diameter Dn of the cylindrical duct 4 (distance of position C-position D), and the upper length Ld of the cylindrical duct 4 (length of the line segment AC) , 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 figure, 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 × Dn ≤ D1 ≤ 1.0 × Dn

0.40 × Dn ≤ Ld ≤ 1.0 × Dn

0.02 × Dn ≤ Lb ≤ 1.0 × Dn

         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 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 ship duct 6 are symmetrical to both sides of the hull 2 with "angular angle αs" in the side view and "inclined angle θs" in the front view with respect to the horizontal plane 1c. It is installed.

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 with the surface 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 the cord length of the tubular duct 4 at the same height as the propeller shaft 3c. Did the same with

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 devices Horsepower comparison  No stay 100  Stay attached  99

※ We convert horsepower without stay into 100

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 tubular duct 4 from the front of the propeller 3 to the rear of the tubular duct 4 (indicated by hatched in FIG. 4) is introduced. The distribution of the flow 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 devices   1-Wt  No stay  100.0  Stay attached   98.8

※ 1-Wt without stay is converted into 100

(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 is likely to occur.

For example, if it is the vibration of a primary mode, it will be easy to generate | occur | produce vibration in the place (shown by the hatching) which is out of the connection part 24d, 24b of the ship body 2 and the cylindrical duct 4 (refer FIG. 5). ).

In the case where such a resonance phenomenon may occur, the natural frequency of the tubular duct 4 is provided by providing the stay 5 which connects the hull 2 and the tubular duct 4 to a part where vibration is likely to occur. Can be kept away from the variable frequency of whey. 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 an upper side is longer than a lower side in side view, 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 is provided in place of 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 shell plate 43 is connected to the bow side edge of the stern side shell plate 41, which is a part of an approximately conical cone whose bow side is larger than the stern side, and whose upper side is longer than the lower side, and the bow side edge of the stern side shell plate 41. It is formed of the bow-side outer plate 42 whose inner diameter gradually decreases to the nearest edge.

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, It is formed of the bow-side inner plate 44 whose inner diameter gradually expands to be close to the side edge.

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 does not limit the form in which the bow side edge of the bow side shell 42 and the bow side edge of the bow side inner plate 44 are continuous, For example, the bow side of the bow side shell 42 A tubular body or a 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 respectively provided in the tubular or bar body. You may join.

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 ), The manufacturing cost is 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 linear ridgeline in the whole area, it is possible to manufacture 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 horizontal plane 1c and the hull center plane 2c, and promotes the rectifying effect in the tubular duct 4, so that the rear of the tubular duct 4 at the front of the propeller 3 ( The change in the distribution of the whey flowing into the range (see hatched in FIG. 4) proceeds, and the effective return coefficient &quot; 1-Wt &quot; which is one of the magnetic term elements for determining the required horsepower is further improved. Therefore, the horsepower reduction effect further improves.

Since the present invention has the above-described configuration, the manufacturing cost can be suppressed and vibration can be prevented while maintaining the performance as an energy saving device. Therefore, the present invention can be widely used as an energy saving device for various linear ships.

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

The side view which shows the outline | summary of the ship duct which concerns on Embodiment 2 of this 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)

As a 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 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; A ship duct having a plurality of plate-shaped stays connecting the hull and the stern side inner plate. The ship duct according to claim 1, wherein an upper side of the duct outer plate is longer than a lower side, and an upper side of the stern side inner plate is longer than a lower side. The ship duct according to claim 1 or 2, wherein the stern side inner plate is part of a cylinder or a cone. The pipe member or the rod member according to any one of claims 1 to 3 is provided along the bow side edge of the duct shell. The bow duct of the bow-side inner plate is connected to the pipe or rod. Hull, A propeller protruding from the stern of the hull The ship with a ship duct which has a ship duct of any one of Claims 1-4 provided in the stern of the said hull.

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