WO2016158725A1 - 船舶 - Google Patents

船舶 Download PDF

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Publication number
WO2016158725A1
WO2016158725A1 PCT/JP2016/059565 JP2016059565W WO2016158725A1 WO 2016158725 A1 WO2016158725 A1 WO 2016158725A1 JP 2016059565 W JP2016059565 W JP 2016059565W WO 2016158725 A1 WO2016158725 A1 WO 2016158725A1
Authority
WO
WIPO (PCT)
Prior art keywords
propeller
duct member
duct
propeller rotation
ship
Prior art date
Application number
PCT/JP2016/059565
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
虎卓 山本
秀聡 秋林
沙織 岡
Original Assignee
三井造船株式会社
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 三井造船株式会社 filed Critical 三井造船株式会社
Priority to KR1020177015057A priority Critical patent/KR102463848B1/ko
Priority to CN201680019898.4A priority patent/CN107428403B/zh
Publication of WO2016158725A1 publication Critical patent/WO2016158725A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

Definitions

  • the present invention relates to a ship provided with a duct at the stern.
  • a duct device for a ship having a high energy-saving effect and easy to manufacture a tube having a substantially truncated cone shape is mainly used.
  • a semi-conical outer shell cut in half in a plane including the shaft, and two connecting plates that fix the outer shell to the stern, with the shorter outer shell diameter facing the propeller A ship duct device has been proposed in which the outer shell is disposed so that the outer shell faces the upper half of the propeller.
  • the two connecting plates connected to both ends of the outer shell that fixes the outer shell to the stern portion have a shape that hardly resists the water flow through the duct device.
  • it is used only as a support structure for the outer shell.
  • the stern portion is improved in order to improve the small amount of thrust generated at the side portion of the semicircular duct.
  • a propeller provided, an arc-shaped duct disposed in front of the propeller and above the center position of the stern vertical vortex generated at the stern part, and having a diameter expanded from the rear to the front of the ship, and both lower ends of the ducts;
  • a ship provided with main fins that respectively extend in the radial direction of the propeller between the sides of the stern part and incline forward from the rear to the front.
  • the main fin is formed in a downwardly projecting wing cross-sectional shape, and tilts forward from the rear of the ship toward the front, and assists from the downward flow flowing from the upper side to the lower side of the duct. It is said that by obtaining thrust, thrust can be generated efficiently and resistance does not increase.
  • auxiliary fin extended outwardly is formed in an upwardly convex wing cross-sectional shape, and is inclined forward and downward from the rear of the ship toward the front, so that the outer side of the duct is directed upward from below. It is said that by obtaining auxiliary thrust from the flowing upward flow, thrust can be generated efficiently and resistance does not increase.
  • the present inventors need the duct support function of the strut.
  • the shape of the duct and strut is determined for the purpose of obtaining thrust.
  • the flow direction that rectifies the bilge vortex to weaken the flow in the same direction as the propeller rotation direction and the direction of the water flow flowing into the propeller surface is opposite to the propeller rotation direction.
  • the present invention has been conceived by thinking that it can have a conversion function and not only obtain thrust but also play a major role in improving propeller efficiency.
  • the present invention has been made in view of the above situation, and an object of the present invention is to provide a duct having a duct member and a strut supporting the duct member at the stern, and a propeller rotation axis just before the propeller.
  • the duct member and the strut that supports the duct member can obtain a thrust by the duct member, and the bilge vortex is rectified by the connecting portion between the duct member and the strut to determine the propeller rotation direction.
  • An object of the present invention is to provide a ship capable of improving the propeller efficiency by weakening the flow in the same direction and changing the direction of the water flow flowing into the propeller surface in the direction opposite to the rotation direction of the propeller by the strut.
  • a ship for achieving the above object is a ship in which a duct having a duct member and a strut that supports the duct member on the hull is arranged above the propeller axis immediately before the propeller.
  • the struts are connected to both ends of the duct member, and the connection site between the duct member and the strut is disposed in the vicinity of the center of the bilge vortex generated at the stern when the duct is not provided, and the duct member is disposed on the front end side.
  • the strut is formed with an opening angle of 0 ° to 40 ° outward from the rear end side with respect to the propeller rotation axis, and the strut has a flow component in a direction opposite to the propeller rotation direction with respect to the hull longitudinal direction. It is provided with an angle for guiding so as to increase.
  • the duct member generates lift by the wing effect caused by the downward water flow flowing along the hull flowing into the upper portion of the propeller surface, and uses the hull longitudinal component of this lift as the thrust.
  • the strut that supports the duct member on the hull it is arranged at an angle with respect to the direction of the incoming water flow, and by changing the direction of the water flow, that is, the water flow flowing into the propeller surface is changed in the propeller rotation direction. By changing the flow component in the opposite direction, the propeller propulsion efficiency is increased.
  • the bilge vortex that develops at the stern flows in the same direction as the propeller rotation direction on the port side, outside the bilge vortex on the port side, and inside the bilge vortex on the starboard side.
  • a flow in the same direction as the propeller rotation direction is induced on the starboard side inside the bilge vortex and on the starboard side outside the bilge vortex.
  • the bilge vortex By arranging the connecting portion of the bilge vortex near the center of the bilge vortex, the bilge vortex can be rectified by the duct member and the strut, and the flow in the same direction as the propeller rotation direction of the bilge vortex can be weakened.
  • the cross-sectional shape of the duct member when the cross-sectional shape of the duct member is formed into a wing shape having a convex camber on the inside, the lift generated by the duct member can be increased, and the thrust obtained from the duct can be increased. it can.
  • the resistance component acting on the strut can be weakened while maintaining the function of changing the direction of water flow, and the resistance of the strut can be reduced.
  • the duct member when the duct member is configured in a polygonal shape, the duct member can be disposed in a portion more suitable for generating lift than when the duct is formed in an arc shape, and the duct member The angle of attack can be set to an optimum angle with respect to the position of the duct member on each polygon side, and the thrust generated in the duct member can be increased.
  • the polygonal shape increases connection work such as welding of the duct member as compared with the arc shape, but the workability is not deteriorated because it is not necessary to bend the duct member.
  • a first horizontal fin that extends from the hull outer plate in the ship width direction and whose tip position is in the vicinity of the propeller rotation circle is provided to suppress the flow in the same direction as the propeller rotation direction outside the bilge vortex.
  • the first horizontal fin is configured to suppress the upward flow outside the bilge vortex in front of the propeller, the propeller rotates clockwise on the port side when viewed from the stern and rotates counterclockwise when viewed from the stern.
  • the tip side of the first horizontal fin is disposed in a region having a flow in the same direction as the propeller rotation direction, and the water flow is induced so that the flow is opposite to the propeller rotation direction. So, it is possible to increase the propeller efficiency.
  • a second horizontal fin extending from the hull outer plate in the ship width direction and having a tip position near the ship width direction position at the center of the bilge vortex is provided, and is the same as the propeller rotation direction inside the bilge vortex
  • horizontal fins can be placed only on the port side, in the range up to the vicinity of the position in the width direction of the center of the bilge vortex, with the same flow direction as the propeller rotation direction.
  • the “horizontal fin” in the “first horizontal fin” and the “second horizontal fin” is substantially horizontal when the ship is viewed from directly behind, for example, at an angle within 10 ° of horizontal plus / minus. , Refers to the fin to be attached.
  • the cross-sectional shape of the first horizontal fin and the second horizontal fin is preferably an airfoil having a leading edge on the bow side and a trailing edge on the stern side.
  • thrust is generated by the wing effect of the duct member, and the propulsion efficiency of the propeller can be increased by the effect of changing the direction of the water flow flowing into the propeller surface of the strut supporting the duct member. Furthermore, by arranging the connection part of the duct member and the strut near the center of the bilge vortex, the bilge vortex generated at the stern can be rectified, and the flow in the same direction as the propeller rotation direction of the bilge vortex can be weakened. Efficiency can be improved.
  • FIG. 1 is a side view schematically showing the arrangement of ducts in a ship according to an embodiment of the present invention.
  • FIG. 2 is a rear view schematically showing the arrangement of ducts as seen from the rear of the ship of FIG.
  • FIG. 3 is a side view for explaining the opening angle of the duct member.
  • FIG. 4 is a rear view for showing the cross-sectional positions of the duct member and the strut.
  • 5 is a cross-sectional view taken along the line Y1-Y1 of FIG. 4 showing a cross section of the duct member.
  • 6 is a cross-sectional view taken along the line Y2-Y2 of FIG.
  • FIG. 4 showing a cross-section of the starboard side strut (in the case of a right-handed propeller viewed from the stern).
  • FIG. 7 is a cross-sectional view taken along the line Y3-Y3 of FIG.
  • FIG. 8 is a rear view schematically showing a rectangular duct.
  • FIG. 9 is a rear view schematically showing a pentagonal duct.
  • FIG. 10 is a rear view schematically showing a hexagonal duct.
  • FIG. 11 is a rear view schematically showing the first horizontal fin and the second horizontal fin.
  • the ship 1 has a propeller 3 and a rudder 4 at the rear of the hull 2, and at the stern just before the propeller 3 and above the propeller rotation axis Lp, the duct 10. Arranged.
  • the duct 10 includes a duct member 11 and struts 12 a and 12 b that support the duct member 11 on the hull 2.
  • the struts 12 a and 12 b are provided between the end of the duct member 11 and the hull 2.
  • the starboard-side strut 12 a is connected to the starboard side end of the duct member 11, and the port side end of the duct member 11 is connected.
  • a port side strut 12b is connected to the section. That is, the struts 12 a and 12 b are connected to both ends of the duct member 11. 2 indicates a circle drawn by the tip of the propeller 3 (propeller rotation circle), and the diameter of the circle 20 is the propeller diameter Dp.
  • connection part 13 of this duct member 11 and the struts 12a and 12b is arrange
  • the front end of the connection portion 13 is centered on the center Pw of the bilge vortex generated at the stern when the duct 10 is not provided in the plane perpendicular to the propeller rotation axis Lp including the front end, and the radius ra is the propeller diameter.
  • the position of the center Pw of the bilge vortex when the duct 10 is not provided can be easily specified by calculation using a water tank test or a fluid analysis program.
  • the duct member 11 is formed with an opening angle ⁇ of 0 ° or more and 40 ° or less where the front end side is more outward than the rear end side with respect to the propeller rotation axis Lp.
  • the duct member 11 generates lift L due to the wing effect caused by the downward water flow W flowing along the hull 2 flowing into the upper portion of the propeller surface Sp, and uses the hull longitudinal component Lf of this lift L as thrust. To do.
  • the cross-sectional shape of the duct member 11 into a wing shape having a camber protruding inward.
  • the lift L generated in the duct member 11 can be further increased, and the thrust Lf obtained from the duct 10 can be increased.
  • angles ⁇ a and ⁇ b of the lines connecting the front and rear edges of the struts 12a and 12b with respect to the longitudinal direction of the hull are set to 0 ° to 20 °. It is preferable to make it into °.
  • the struts 12a and 12b that support the duct member 11 on the hull 2 are arranged at angles ⁇ a and ⁇ b with respect to the direction of the inflowing water flow W, and change the direction of the water flow W. Since the direction of the water flow W flowing into the propeller surface Sp can be increased by increasing the component of the flow in the direction opposite to the propeller rotation direction R, the effect of increasing the propulsion efficiency of the propeller 3 can be obtained.
  • the struts 12a and 12b are formed.
  • the component in the direction opposite to the propeller rotation direction R can be increased in the water flow W flowing into the propeller surface Sp, the propeller efficiency can be improved.
  • the resistance component acting on the struts 12a and 12b can be weakened while maintaining the function of changing the direction of the water flow W, and the resistance of the struts 12a and 12b can be reduced. Can be reduced.
  • the duct 10 when a polygonal shape such as a quadrangular shape, a pentagonal shape, or a hexagonal shape is used, the duct 10 is formed in an arc shape.
  • the duct member 11 can be arranged in a portion more suitable for generating the lift L, and the opening angle (attack angle) ⁇ of the duct member 11 is set with respect to the position of the duct member 11 on each polygonal side. An optimum angle can be obtained, and the thrust Lf generated in the duct member 11 can be increased.
  • the polygonal shape increases connection work such as welding of the duct member 11 as compared to the arc shape, but the workability is not deteriorated because the duct member 11 need not be bent.
  • the propeller rotation axis Lp is set to the height immediately before the propeller 3, and when the propeller rotation direction R is a right rotation when viewed from the stern, the propeller rotation direction is not shown.
  • the flow is configured to suppress the flow in the same direction as the rotation direction R. That is, the first horizontal fin 14 whose tip position is in the vicinity R1 of the propeller rotation circle 20 is provided.
  • the angle at which the front edge is above the rear edge is defined as plus, within ⁇ 30 °, preferably within ⁇ 20 °, more preferably It is arranged with an angle of ⁇ 10 ° to 20 °.
  • the first horizontal fin 14 guides the water flow so as to suppress the flow in the same direction as the propeller rotation direction R. That is, the first horizontal fin 14 suppresses the upward flow in front of the propeller on the tip side of the first horizontal fin 14, in other words, the upward flow outside the bilge vortex. In FIG. 11, only the starboard side of the bilge vortex is shown for easy viewing.
  • the first horizontal fin 14 is placed in a region having a flow in the same direction as the propeller rotation direction R on the port side of a propeller that rotates clockwise as viewed from the stern or on the starboard side of a propeller that rotates left as viewed from the stern. Since the front end side is arranged and the water flow is induced so as to suppress the flow in the same direction as the propeller rotation direction R, the propeller efficiency can be increased.
  • the propeller rotation axis Lp is positioned immediately before the propeller 3, and on the starboard side when the propeller rotation direction R is a right rotation when viewed from the stern, or although not illustrated, the propeller rotation direction Is provided with a second horizontal fin 15 extending from the hull skin plate in the ship width direction and having a tip position near the position in the ship width direction of the center Pw of the bilge vortex. It is configured to suppress the flow in the same direction as the propeller rotation direction R inside the bilge vortex.
  • the second horizontal fin 15 whose tip position is the vicinity R2 of the position in the ship width direction of the center Pw of the bilge vortex is provided.
  • the second horizontal fin 15 is within ⁇ 30 °, preferably within ⁇ 20 °, more preferably ⁇ 20 ° when the angle at which the leading edge is upward with respect to the trailing edge when viewed from the side is plus. It arrange
  • the second horizontal fin 15 guides the water flow so as to suppress the flow in the same direction as the propeller rotation direction R. In other words, the second horizontal fin 15 suppresses the downward flow generated inside the center Pw of the bilge vortex.
  • the ship at the center Pw of the bilge vortex center Pw has the same flow direction as the propeller rotation direction R on the starboard side in the right-hand propeller 3 as viewed from the stern and on the starboard side in the left-hand propeller 3 as viewed from the stern. Since the second horizontal fin 15 can be disposed only in the range up to the vicinity R2 of the width direction position, the second horizontal fin 15 induces a water flow so as to suppress the flow in the same direction as the propeller rotation direction R, Propeller efficiency can be increased.
  • the first horizontal fins 14 and the second horizontal fins 15 are attached substantially horizontally when the ship is viewed from directly behind, for example, at an angle within a horizontal plus / minus 10 °.
  • the cross-sectional shapes of the first horizontal fin 14 and the second horizontal fin 15 are preferably airfoils with a leading edge on the bow side and a trailing edge on the stern side.
  • the range R1 in the vicinity of the propeller rotation circle 20 indicating the tip position of the first horizontal fin 14 is a circle of Dp ⁇ 0.5 times and a circle of Dp ⁇ 1.15 times the propeller diameter Dp.
  • a range R2 in the vicinity of the position in the ship width direction of the center Pw of the bilge vortex Pw indicating the tip position of the second horizontal fin 15 is the horizontal distance from the center line of the hull is the center of the bilge vortex from the center line of the hull.
  • the propeller is caused by the thrust Lf generated by the wing effect of the duct member 11 and the direction change effect of the water flow W flowing into the propeller surface Sp in the struts 12a and 12b supporting the duct member 11.
  • 3 propulsion efficiency can be increased.
  • the connection part 13 between the duct member 11 and the struts 12a and 12b in the vicinity of the center Pw of the bilge vortex, the bilge vortex is rectified and the flow of the bilge vortex in the same direction as the propeller rotation direction R is weakened. Can improve the propeller efficiency.
  • the propulsion efficiency of the propeller can be increased by the thrust generated by the wing effect of the duct member and the effect of changing the direction of the water flow flowing into the propeller surface of the strut supporting the duct member. Furthermore, by arranging the connection part between the duct member and the strut in the vicinity of the center of the bilge vortex, the bilge vortex can be rectified to weaken the flow of the bilge vortex in the same direction as the propeller rotation direction, and the propeller efficiency can be improved. So it can be used for many ships.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
PCT/JP2016/059565 2015-03-31 2016-03-25 船舶 WO2016158725A1 (ja)

Priority Applications (2)

Application Number Priority Date Filing Date Title
KR1020177015057A KR102463848B1 (ko) 2015-03-31 2016-03-25 선박
CN201680019898.4A CN107428403B (zh) 2015-03-31 2016-03-25 船舶

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2015073360A JP6418451B2 (ja) 2015-03-31 2015-03-31 船舶
JP2015-073360 2015-03-31

Publications (1)

Publication Number Publication Date
WO2016158725A1 true WO2016158725A1 (ja) 2016-10-06

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PCT/JP2016/059565 WO2016158725A1 (ja) 2015-03-31 2016-03-25 船舶

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JP (1) JP6418451B2 (zh)
KR (1) KR102463848B1 (zh)
CN (1) CN107428403B (zh)
WO (1) WO2016158725A1 (zh)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6478228B2 (ja) * 2016-12-05 2019-03-06 国立研究開発法人 海上・港湾・航空技術研究所 船尾ダクトとフィンを有した船尾形状及び船舶
KR102060494B1 (ko) * 2018-03-26 2019-12-30 삼성중공업 주식회사 추진효율향상장치
CN109606596A (zh) * 2018-11-29 2019-04-12 中国船舶科学研究中心（中国船舶重工集团公司第七0二研究所） 一种桨前节能半导轮
JP6722340B1 (ja) * 2019-12-06 2020-07-15 川崎重工業株式会社 船尾構造
CN114889787B (zh) * 2022-03-24 2023-03-21 中国人民解放军海军工程大学 调节船体艉部伴流场的方法
CN117242000A (zh) * 2022-09-14 2023-12-15 广东逸动科技有限公司 船用推进器、船舶及船用推进器的控制方法

Citations (4)

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JPS537096A (en) * 1976-07-06 1978-01-23 Mitsui Eng & Shipbuild Co Ltd Ship
JPS6238800U (zh) * 1985-08-28 1987-03-07
JP2623895B2 (ja) * 1990-03-30 1997-06-25 石川島播磨重工業株式会社 船尾粘性抵抗低減装置
JP2011178222A (ja) * 2010-02-26 2011-09-15 Ihi Corp 船舶

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JPS5271095A (en) * 1975-08-14 1977-06-14 Mitsui Eng & Shipbuild Co Ltd Ship
JPS57130796U (zh) * 1981-02-10 1982-08-14
DE4025339C2 (de) * 1990-08-10 1999-07-08 Schneekluth Herbert Leitflächensystem
JP3668884B2 (ja) * 1999-11-18 2005-07-06 ユニバーサル造船株式会社 省エネルギ−船舶
JP2003011880A (ja) * 2001-06-29 2003-01-15 Ishikawajima Harima Heavy Ind Co Ltd 船尾部構造
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
JP2011105061A (ja) * 2009-11-13 2011-06-02 Ihi Corp 船尾ダクト試験方法及び装置
JP5936033B2 (ja) * 2011-12-28 2016-06-15 国立研究開発法人 海上・港湾・航空技術研究所 船尾構造および船舶
KR20130128110A (ko) * 2012-05-16 2013-11-26 한국해양과학기술원 익형 단면을 가지는 에너지 절감을 위한 선미 부착 핀
JP5901512B2 (ja) * 2012-12-27 2016-04-13 三菱重工業株式会社 ダクト装置及びそれを用いた船舶
JP6021678B2 (ja) * 2013-02-15 2016-11-09 三菱重工業株式会社 ダクト装置及びそれを用いた船舶

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS537096A (en) * 1976-07-06 1978-01-23 Mitsui Eng & Shipbuild Co Ltd Ship
JPS6238800U (zh) * 1985-08-28 1987-03-07
JP2623895B2 (ja) * 1990-03-30 1997-06-25 石川島播磨重工業株式会社 船尾粘性抵抗低減装置
JP2011178222A (ja) * 2010-02-26 2011-09-15 Ihi Corp 船舶

Also Published As

Publication number Publication date
KR102463848B1 (ko) 2022-11-03
KR20180026363A (ko) 2018-03-12
CN107428403B (zh) 2020-06-26
CN107428403A (zh) 2017-12-01
JP2016193625A (ja) 2016-11-17
JP6418451B2 (ja) 2018-11-07

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