WO2010073319A1 - 船舶用ダクト及び船舶 - Google Patents

船舶用ダクト及び船舶 Download PDF

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Publication number
WO2010073319A1
WO2010073319A1 PCT/JP2008/073411 JP2008073411W WO2010073319A1 WO 2010073319 A1 WO2010073319 A1 WO 2010073319A1 JP 2008073411 W JP2008073411 W JP 2008073411W WO 2010073319 A1 WO2010073319 A1 WO 2010073319A1
Authority
WO
WIPO (PCT)
Prior art keywords
plate
ship
duct
marine
hull
Prior art date
Application number
PCT/JP2008/073411
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
三郎 岩本
Original Assignee
住友重機械マリンエンジニアリング株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 住友重機械マリンエンジニアリング株式会社 filed Critical 住友重機械マリンエンジニアリング株式会社
Priority to KR1020137012512A priority Critical patent/KR101429416B1/ko
Priority to DE112008004244T priority patent/DE112008004244T5/de
Priority to CN200880131603.8A priority patent/CN102186721B/zh
Priority to PCT/JP2008/073411 priority patent/WO2010073319A1/ja
Priority to KR1020117008040A priority patent/KR20110050736A/ko
Publication of WO2010073319A1 publication Critical patent/WO2010073319A1/ja

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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

Definitions

  • the present invention relates to a ship duct for improving propulsion performance and a ship provided with the duct.
  • the present inventor has found that the improvement in propulsion performance was reduced in the conventional marine duct. That is, as a result of the analysis of the flow direction in the vicinity of the stern in the absence of the ship duct by the present inventor, in the region corresponding to the upper part of the ship duct, the flow direction is directed downward toward the stern. In the area corresponding to the lower part of the duct, it became clear that the flow direction was upward as it went toward the stern. For this reason, in the conventional marine duct, a propulsive force can be obtained in the upper portion, but resistance has been provided in the lower portion.
  • An object of the present invention is to provide a marine duct and a marine vessel capable of further improving the propulsion performance.
  • the marine duct according to the present invention is curved in an arc shape having a radius r 0, and has a first plate-like body having a wing shape in which a cross-sectional shape in the front-rear direction projects inward, and a first plate-like body
  • the linear distance r between the central axis of the first plate-like body and the second plate-like body is 0 ⁇ r / r 0 ⁇ 0.85. It is characterized by satisfying.
  • the first plate-like body is curved in an arc shape, and a linear second plate-like body is provided at the end of the first plate-like body. Therefore, when this marine duct is attached to the hull so that the first plate-like body is located on the upper side and the second plate-like body is located on the lower side while being positioned in front of the screw, The lower part that caused the resistance no longer exists. As a result, it is possible to further improve the propulsion performance.
  • the linear distance r between the central axis of the first plate and the second plate satisfies 0 ⁇ r / r 0 ⁇ 0.85. Therefore, it is possible to sufficiently exhibit the effect of improving the propulsion performance due to the absence of the lower portion that causes the resistance in the conventional marine duct.
  • the linear distance r between the central axis of the first plate-like body and the second plate-like body satisfies 0.3 ⁇ r / r 0 ⁇ 0.8. If it does in this way, it will become possible to fully exhibit the effect of improvement of propulsion performance by the absence of the lower part which became the cause of resistance in the conventional duct for ships.
  • the second plate-like body is constituted by a flat plate. If it does in this way, it will become possible to comprise easily the duct for ships concerning the present invention.
  • the second plate-like body has a wing shape in which a cross-sectional shape in the front-rear direction projects inward. If it does in this way, in addition to the 1st plate-like object, since it can obtain propulsive force also in the 2nd plate-like object, it becomes possible to aim at the further improvement of propulsion performance.
  • vessel according to the present invention includes a hull, a screw provided on the hull for generating a main propulsive force, and a marine ducts, marine duct is curved in an arc shape having a radius r 0
  • the hull is such that the distance r satisfies 0 ⁇ r / r 0 ⁇ 0.85, is located in front of the screw, and the first plate is on the upper side and the second plate is on the lower side. It is attached to.
  • the first plate-like body is curved in an arc shape, and a linear second plate-like body is provided at the end of the first plate-like body.
  • the marine duct is attached to the hull so that the first plate-like body is on the upper side and the second plate-like body is on the lower side while being positioned in front of the screw. Therefore, there is no lower portion that has caused resistance in the conventional marine duct. As a result, it is possible to further improve the propulsion performance.
  • the linear distance r between the central axis of the first plate-like body and the second plate-like body satisfies 0 ⁇ r / r 0 ⁇ 0.85. Therefore, it is possible to sufficiently exhibit the effect of improving the propulsion performance due to the absence of the lower portion that causes the resistance in the conventional marine duct.
  • the linear distance r between the central axis of the first plate-like body and the second plate-like body satisfies 0.3 ⁇ r / r 0 ⁇ 0.8. If it does in this way, it will become possible to fully exhibit the effect of improvement of propulsion performance by the absence of the lower part which became the cause of resistance in the conventional duct for ships.
  • the intersection of the central axis of the first plate-like body and the virtual plane including the rear edge of the marine duct is located above the rotational axis of the screw.
  • the first plate-like body has a wing shape in which the cross-sectional shape in the front-rear direction protrudes inward, the flow velocity inside the marine duct is faster than the flow velocity outside the marine duct. Therefore, compared with the case where the center axis
  • the second plate-like body is constituted by a flat plate. If it does in this way, it will become possible to comprise simply the ship duct with which the ship concerning the present invention is provided.
  • the marine duct is attached to the hull so that the front-rear direction of the second plate-like body is along the flow direction in the region where the second plate-like body is located. If it does in this way, it will become possible to make resistance which arises in the 2nd plate-like object small enough.
  • the second plate-like body has a wing shape in which a cross-sectional shape in the front-rear direction projects inward.
  • a propulsive force can be obtained not only in the first plate-like body but also in the second plate-like body, so that it is possible to further improve the propulsion performance.
  • the marine duct is attached to the hull so that the second plate has a predetermined angle of attack with respect to the flow direction in the region where the second plate is located. If it does in this way, it will become possible to obtain a bigger thrust in the 2nd plate-shaped object.
  • FIG. 1 is a side view showing a stern portion of a ship according to the present embodiment.
  • FIG. 2 is a front view of the marine duct.
  • FIG. 3 is an enlarged longitudinal sectional view showing a part of the marine duct.
  • FIG. 4 is a diagram showing the flow direction in the vicinity of the stern part.
  • FIG. 5 is a diagram showing an improvement rate of propulsion performance by the marine duct.
  • FIG. 6 is a perspective view showing a stern portion of a ship according to a first modification of the present embodiment.
  • FIG. 7 is a perspective view showing a stern part of a ship according to a first modification of the present embodiment.
  • the ship 10 includes a hull 12, a screw 14, a rudder 16, a ladder horn 18, and a ship duct 20. Although there are ships that do not include the ladder horn 18, the effects of the present invention are not changed even with such ships.
  • the hull 12 has a backward stern portion 12a facing backward and a downward stern portion 12b facing downward.
  • the screw 14 is installed at the tip of the protrusion 22 provided in the backward stern part 12a.
  • the marine vessel 10 moves forward by obtaining the thrust (main propulsive force) generated by the screw 14.
  • the rudder 16 is attached to the downward stern portion 12b via a rudder shaft 24 extending upward from its upper end portion 16a so as to be rotatable with respect to the hull 12.
  • the rudder 16 is also supported by a ladder horn 18 projecting downward from the downward stern portion 12b. Therefore, by changing the angle of the rudder 16 via the rudder shaft 24 with a steering gear (not shown) while the screw 14 is rotated, the traveling direction of the ship 10 can be changed to match the course.
  • the rudder body 16 has a blade shape that gradually increases in thickness from the front end portion 16b toward the rear end portion 16c and then gradually decreases.
  • the marine duct 20 includes a first plate-like body 20a and a pair of second plate-like bodies 20b.
  • the first plate body 20a as shown in FIG. 2, is curved in an arc shape having a radius r 0.
  • the 1st plate-shaped body 20a is exhibiting the wing
  • one end of the bracket 26 is joined to the top of the first plate-like body 20 a by welding or the like, and the other end of the bracket 26 is joined to the protruding portion 22.
  • the 2nd plate-shaped body 20b is comprised by the flat plate, as FIG.1 and FIG.2 shows.
  • One end of each of the pair of second plate-like bodies 20b is provided at each end of the first plate-like body 20a.
  • Each other end of the pair of second plate-like bodies 20b is joined to the protrusion 22 by welding or the like, for example.
  • the second plate-like body 20b is positioned so as to be separated from the central axis X1 of the first plate-like body 20a by a linear distance r.
  • the linear distance r satisfies 0 ⁇ r / r 0 ⁇ 0.85, and preferably satisfies 0.3 ⁇ r / r 0 ⁇ 0.8.
  • the marine duct 20 is attached to the projecting portion 22 of the hull 12 so that the first plate-like body 20a is on the upper side and the second plate-like body 20b is on the lower side while being positioned in front of the screw 14. (See FIG. 1). Further, the marine duct 20 includes the hull 12 so that the intersection P between the central axis X1 of the first plate-like body 20a and the virtual plane S including the rear edge 20c is located above the rotation axis X2 of the screw 14. The protrusion 22 is attached (see FIG. 1).
  • the center axis X1 of the first plate-like body 20a is inclined upward by an angle ⁇ with respect to the rotation axis X2 of the screw 14.
  • This angle ⁇ can be set so as to have an appropriate angle of attack with respect to the flow direction in the first plate-like body 20a so that a large lift can be obtained by the first plate-like body 20a.
  • a substantially annular ship duct 120 having a wing shape whose cross-sectional shape in the front-rear direction protrudes inward has been provided in the hull 12 (see FIG. 4).
  • the region corresponding to the upper portion of the ship duct 120 A region in FIG. 4
  • the flow direction is directed downward toward the stern.
  • the region corresponding to the lower portion of the vessel duct 120 region B in FIG. 4
  • the flow direction is directed upward toward the stern.
  • the first plate-like body 20a of the marine duct 20 is curved in an arc shape, and a flat plate-like second plate-like body 20b is provided at the end of the first plate-like body 20a. ing.
  • the marine duct 20 is attached to the hull 12 so that the first plate-like body 20a is on the upper side and the second plate-like body 20b is on the lower side while being positioned in front of the screw 14. Therefore, there is no lower portion that causes resistance in the conventional marine duct 120. As a result, it is possible to further improve the propulsion performance.
  • the linear distance r between the central axis X1 of the first plate 20a and the second plate 20b satisfies 0 ⁇ r / r 0 ⁇ 0.85. Therefore, it is possible to sufficiently exert the effect of improving the propulsion performance due to the absence of the lower portion that causes the resistance in the conventional marine duct 120.
  • r / r 0 is 0 , 0.1, 0.2, 0.3, 0.4, 0.5, 0.6, 0.7, 0.8, 0.9, 1.0.
  • BHP Brain Horse Power
  • the improvement rate of propulsion performance is greater than 7%, and the linear distance r is 0.4 ⁇ r / r.
  • the improvement rate of propulsion performance was 8% or more. Therefore, when the linear distance r satisfies 0 ⁇ r / r 0 ⁇ 0.85, the propulsion performance is further improved, and when the linear distance r satisfies 0.4 ⁇ r / r 0 ⁇ 0.8, the propulsion performance is improved. It was confirmed that it was further improved.
  • the intersection P between the central axis X1 of the first plate-like body 20a and the virtual plane S including the rear edge portion 20c of the marine duct 20 is located above the rotation axis X2 of the screw 14.
  • the marine duct 20 is attached to the hull 12. Since the first plate-like body 20a has a wing shape in which the cross-sectional shape in the front-rear direction protrudes inward (see FIGS. 1 and 3), the flow velocity inside the marine duct 20 is outside the marine duct. Faster than the flow rate at.
  • the marine duct 20 can be easily constituted.
  • the second plate-like body 20 b may be configured to have a wing shape in which the cross-sectional shape in the front-rear direction protrudes inward.
  • the marine duct 20 is arranged such that the second plate-like body 20b has a predetermined angle of attack with respect to the flow direction in the region where the second plate-like body 20b is located (in FIG.
  • the angle ⁇ formed with the upper surface on the rear edge side of the body 20b is, for example, about 0 ° to 40 ° upward, preferably about 10 ° to 30 ° upward), and attached to the hull 12. More preferred. In this case, since the propulsive force can be obtained not only in the first plate-like body 20a but also in the second plate-like body 20b, the propulsion performance can be further improved.
  • the front-back direction of the 2nd plate-shaped body 20b is the 2nd plate-shaped body 20b. It may be attached to the hull 12 so as to follow the flow direction in the region where it is located. In this case, the resistance generated in the second plate-like body 20b can be made sufficiently small.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Rigid Pipes And Flexible Pipes (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Screw Conveyors (AREA)
PCT/JP2008/073411 2008-12-24 2008-12-24 船舶用ダクト及び船舶 WO2010073319A1 (ja)

Priority Applications (5)

Application Number Priority Date Filing Date Title
KR1020137012512A KR101429416B1 (ko) 2008-12-24 2008-12-24 선박용 덕트 및 선박
DE112008004244T DE112008004244T5 (de) 2008-12-24 2008-12-24 Durchlass für ein schiff und schiff
CN200880131603.8A CN102186721B (zh) 2008-12-24 2008-12-24 船舶用导管及船舶
PCT/JP2008/073411 WO2010073319A1 (ja) 2008-12-24 2008-12-24 船舶用ダクト及び船舶
KR1020117008040A KR20110050736A (ko) 2008-12-24 2008-12-24 선박용 덕트 및 선박

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2008/073411 WO2010073319A1 (ja) 2008-12-24 2008-12-24 船舶用ダクト及び船舶

Publications (1)

Publication Number Publication Date
WO2010073319A1 true WO2010073319A1 (ja) 2010-07-01

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ID=42286988

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2008/073411 WO2010073319A1 (ja) 2008-12-24 2008-12-24 船舶用ダクト及び船舶

Country Status (4)

Country Link
KR (2) KR20110050736A (ko)
CN (1) CN102186721B (ko)
DE (1) DE112008004244T5 (ko)
WO (1) WO2010073319A1 (ko)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013103717A (ja) * 2011-11-11 2013-05-30 Becker Marine Systems Gmbh & Co Kg 船舶の駆動力要件を低減するための装置
JP6239711B1 (ja) * 2016-09-15 2017-11-29 サノヤス造船株式会社 船舶のダクト装置

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101291178B1 (ko) * 2011-09-21 2013-07-31 삼성중공업 주식회사 회전식 덕트를 구비하는 선박
KR101985450B1 (ko) * 2012-11-01 2019-06-03 대우조선해양 주식회사 선체의 덕트 지지구조 및 그 덕트 지지구조를 갖는 선박
KR101491669B1 (ko) * 2013-07-05 2015-02-09 삼성중공업 주식회사 선박
JP6138680B2 (ja) * 2013-12-27 2017-05-31 三菱重工業株式会社 ダクト装置
CN110155286B (zh) * 2018-03-28 2021-02-26 杭州电子科技大学 一种新型螺旋桨导流装置

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2896565A (en) * 1956-11-28 1959-07-28 George E Stevens Hydraulic flow control plate
JPS5338795U (ko) * 1976-09-07 1978-04-05
JPS56166999U (ko) * 1980-05-14 1981-12-10
JPS58139395U (ja) * 1982-03-16 1983-09-19 三菱重工業株式会社 リアクシヨンフイン
JPS6238800U (ko) * 1985-08-28 1987-03-07
JPH09175488A (ja) * 1995-12-22 1997-07-08 Sumitomo Heavy Ind Ltd 船尾ダクト付き船舶
JP2004130908A (ja) * 2002-10-10 2004-04-30 Universal Shipbuilding Corp 船舶におけるダクト体
JP2006347285A (ja) * 2005-06-14 2006-12-28 Ishikawajima Harima Heavy Ind Co Ltd 船舶の船尾部構造及びその設計方法
JP2008239060A (ja) * 2007-03-28 2008-10-09 Mitsui Eng & Shipbuild Co Ltd 船尾横長ダクト及び船舶
JP2008308023A (ja) * 2007-06-14 2008-12-25 Sumitomo Heavy Industries Marine & Engineering Co Ltd 船舶用ダクト及び船舶

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0450238A (ja) * 1990-06-18 1992-02-19 Mitsubishi Rayon Co Ltd 熱収縮性フィルム
JP4454161B2 (ja) 2001-01-23 2010-04-21 ユニバーサル造船株式会社 船舶の推進効率向上用ダクト
JP2003011880A (ja) * 2001-06-29 2003-01-15 Ishikawajima Harima Heavy Ind Co Ltd 船尾部構造
JP5025247B2 (ja) * 2006-12-13 2012-09-12 ユニバーサル造船株式会社 船舶用ダクトおよび船舶用ダクト付き船舶

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2896565A (en) * 1956-11-28 1959-07-28 George E Stevens Hydraulic flow control plate
JPS5338795U (ko) * 1976-09-07 1978-04-05
JPS56166999U (ko) * 1980-05-14 1981-12-10
JPS58139395U (ja) * 1982-03-16 1983-09-19 三菱重工業株式会社 リアクシヨンフイン
JPS6238800U (ko) * 1985-08-28 1987-03-07
JPH09175488A (ja) * 1995-12-22 1997-07-08 Sumitomo Heavy Ind Ltd 船尾ダクト付き船舶
JP2004130908A (ja) * 2002-10-10 2004-04-30 Universal Shipbuilding Corp 船舶におけるダクト体
JP2006347285A (ja) * 2005-06-14 2006-12-28 Ishikawajima Harima Heavy Ind Co Ltd 船舶の船尾部構造及びその設計方法
JP2008239060A (ja) * 2007-03-28 2008-10-09 Mitsui Eng & Shipbuild Co Ltd 船尾横長ダクト及び船舶
JP2008308023A (ja) * 2007-06-14 2008-12-25 Sumitomo Heavy Industries Marine & Engineering Co Ltd 船舶用ダクト及び船舶

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013103717A (ja) * 2011-11-11 2013-05-30 Becker Marine Systems Gmbh & Co Kg 船舶の駆動力要件を低減するための装置
JP6239711B1 (ja) * 2016-09-15 2017-11-29 サノヤス造船株式会社 船舶のダクト装置

Also Published As

Publication number Publication date
CN102186721B (zh) 2014-10-08
KR20130056917A (ko) 2013-05-30
KR20110050736A (ko) 2011-05-16
CN102186721A (zh) 2011-09-14
KR101429416B1 (ko) 2014-08-25
DE112008004244T5 (de) 2012-07-12

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