WO2018025644A1

WO2018025644A1 - Ship

Info

Publication number: WO2018025644A1
Application number: PCT/JP2017/026193
Authority: WO
Inventors: 虎卓山本; 校優木村; 秀聡秋林; 沙織岡
Original assignee: 三井造船株式会社
Priority date: 2016-08-01
Filing date: 2017-07-20
Publication date: 2018-02-08
Also published as: JP2018020584A

Abstract

Provided is a ship 1 in which stern ducts 10A-10E, each having a duct member 11 and a duct support member 12 for supporting the duct member 11 on a ship hull 2, are disposed immediately before a propeller 3, wherein a rear edge of the duct member 11 which is located above the center C of a propeller rotating axis as viewed from a bow-stern direction is configured to have a shape formed so as to include a portion of an elliptical shape that has the minor axis oriented in the ship width direction and the major axis oriented in the water depth direction. This configuration allows a ship having stern ducts disposed immediately before a propeller to have the thrust generation portion of the stern duct, which contributes to generating thrust by utilizing a slipstream of the ship hull, formed in a much greater size as compared with a stern duct in a circular arc shape, and thus enables an increase in the thrust generated by the stern duct.

Description

Ship

The present invention relates to a ship provided with a duct at the stern.

In order to obtain a propulsive force by using the stern wake of a ship in a general-purpose ship such as a commercial ship, a duct for a ship is installed at the stern. As described in JP-A-143488, a marine duct has been proposed in which a cylindrical tubular duct whose bow side is larger in diameter than the stern side is connected to the hull by a pair of stays.

Further, it is understood that thrust is generated at the upper part of the circular duct, but the lower part of the duct is a resistance, and for example, Japanese Patent Application Publication No. 2008-137462 and Japanese Application Publication No. 2008- As described in Japanese Patent No. 308023, a duct device of a ship having a substantially semi-conical truncated shape obtained by cutting a substantially truncated cone-shaped tube into a half in a plane including the central axis, and a circle larger than a semi-circle. Arc-shaped ship ducts have been proposed.

Further, for example, as described in Japanese Patent Application Publication No. 2011-178222, a propeller provided at the stern part to improve that the amount of thrust generated in the side surface portion of the semicircular duct is small; An arc-shaped duct that is arranged in front of the propeller and above the center position of the stern vertical vortex generated at the stern part, and has a diameter expanded from the rear to the front of the ship, and both lower end parts of the duct and side surfaces of the stern part There has been proposed a ship provided with main fins that extend in the radial direction of the propeller and incline forward from the rear to the front.

Japanese Patent Application Publication No. 2008-143488 Japanese Patent Application Publication No. 2008-137462 Japanese Patent Application Publication No. 2008-308023 Japanese Application No. 2011-178222

However, the present inventors looked at many experimental results, and as a result of considering the flow velocity distribution and flow direction for the hull wake field, in these circular ducts and semicircular arc ducts, the center position of the circular shape is the center of the propeller shaft. I think that it is still not possible to optimize the duct shape to generate thrust by fully utilizing the hull wake, and to improve it further by simply arranging the duct so that it is above the I came up with the invention.

The present invention has been made in view of the above situation, and the purpose of the present invention is to provide a thrust generation portion of the stern duct that can generate thrust using the wake of the hull in a ship in which the stern duct is disposed immediately before the propeller. It is an object of the present invention to provide a ship that can be increased as compared to an arc-shaped stern duct and that can increase thrust by the stern duct.

A ship for achieving the above object is a ship in which a stern duct having a duct member and a duct support member that supports the duct member on a hull is disposed immediately before the propeller. The shape of the rear edge of the duct member above the propeller rotation axis center as viewed from the direction is formed into a shape including a part of an elliptical shape in which the ship width direction has a minor axis and the water depth direction has a major axis.

According to this configuration, by forming the rear edge of the duct member into a shape including a part of an elliptical shape, the length of the duct member that can be disposed in the hull rear flow field above the propeller rotation axis center can be increased. it can. Therefore, it is possible to increase the thrust generation part of the stern duct that can generate thrust using the wake of the hull as compared to the arc-shaped stern duct, and to obtain a larger thrust of the duct member shape with respect to the stern wake field. Can be optimized.

Note that the vertical position of the center of the elliptical ellipse with respect to the hull need not be particularly limited, and a part of the elliptical shape and the duct support member supporting the duct member are inclined with respect to the horizontal in the ship width direction. The fan shape of the duct member is determined by the corner.

In the above-mentioned ship, it is preferable that an elliptical shape that is a part of the shape of the duct member has a major axis of 1.1 times or more and 10 times or less of a minor axis, and more preferably 1.2 times or more. And 1.8 times or less. Thereby, the shape of the trailing edge of the duct member seen from the bow-stern direction of the duct member can be made a shape suitable for the hull wake field of many ships.

In the above-mentioned ship, the position of the trailing edge of the upper end of the duct member is located inside the circle at the tip of the propeller and outside the circle whose radius is 0.3 times the propeller radius around the center of the propeller rotation axis. If it does, it will become a shape suitable for the stern wake field of many ships. In addition, it is preferable that the half width (length in the ship width direction) at the rear edge of the duct member viewed from the bow tail direction is larger than 0.2 times the propeller radius and smaller than 0.8 times.

In the above-mentioned ship, a cross-sectional shape perpendicular to the circumferential direction of the duct member is formed in a wing shape having a camber protruding inward, and a chord line connecting the front edge and the rear edge of the wing shape is rotated by the propeller. The blade is formed so as to have an opening angle greater than 0 degree and less than or equal to 40 degrees that opens to the bow side with respect to the shaft, and this wing shape is formed so as to take an angle of attack with respect to the flow direction of the water flow flowing through the part. And the thrust by a duct member can be optimized. That is, fitting is performed so that the angle of attack of the duct member is an angle of attack at which a large thrust can be obtained with respect to the flow direction of the water flow at that portion.

In the above-described ship, the duct support member is configured to connect the lower end of the duct member and the hull, and when viewed from the fore-and-aft direction, the duct support member is positioned on the outer side with respect to the horizontal in the ship width direction. The following effects can be exhibited by providing an inclination angle of 0 ° or more and 70 ° or less.

Depending on the center position of the stern vortex in the stern wake of the hull where the duct member is installed, there will be a portion where the effect of thrust generation in the duct member is small, but the center position of the stern vortex may differ from the hull of the duct support member depending on the hull shape. In the case of a ship on the upper side of the connecting portion, the duct support member is inclined so that the outer side is upward with respect to the horizontal, thereby obtaining the thrust generation effect of the duct member below the stern vortex. The effect which enlarges the thrust by a duct member can be acquired by removing a difficult part. The connecting portion between the duct support member and the duct member is considered to have an optimum point between the horizontal and the vicinity of the center of the stern vortex, and this configuration can cope with various hull shapes.

In the above-mentioned ship, when the duct support member is provided so that the front edge is located inside the stern duct than the rear edge when viewed from the stern direction, the duct support member can generate lift, and the propulsion Directional components can be used. The direction and flow velocity of the stern wake can be easily estimated from the results of water tank experiments and fluid numerical calculations.

In the above-mentioned ship, if the rear edge of the duct support member is provided so as to be opposite to the propeller rotation direction with respect to the front edge, or bent to the opposite side, a reverse flow can be induced to the propeller, Propeller efficiency can be increased.

In the above-described ship, when the connection part between the duct member and the duct support member is rounded when viewed from the stern direction, the wing tip vortex generated from the joint between the duct member and the duct support member is suppressed. can do.

In the above-mentioned ship, in the shape viewed from the stern direction, the vertical duct support member in the vertical direction is provided on the duct member, and the cross-sectional shape of the vertical duct support member is a symmetrical shape or the rear end is a propeller. When the shape is bent in the direction opposite to the rotation direction, the mounting strength can be ensured, and by bending in the direction opposite to the rotation direction of the propeller, the flow in the direction opposite to the propeller is induced, Propeller efficiency can be increased.

In the above-mentioned ship, when the auxiliary duct member is provided inside the duct member in addition to the duct member in the shape viewed from the stern direction, lift can be generated at each part also by the inner auxiliary duct member. Further, a thrust can be further generated by a component in the thrust direction of the lift.

According to the ship of the present invention, in the ship in which the stern duct is disposed immediately before the propeller, the shape of the rear edge of the stern duct member is formed into a shape including a part of an elliptical shape, thereby utilizing the hull wake. The thrust generation part of the stern duct that can generate thrust can be increased more than the arc-shaped stern duct, and the thrust by the stern duct can be improved.

FIG. 1 is a side view schematically showing the arrangement of stern ducts in a ship according to a first embodiment of the present invention. FIG. 2 is a view from the bow side schematically showing the shape of the stern duct in the ship of FIG. FIG. 3 is a side view with a cross-sectional shape schematically showing the shape of the duct member and its cross-sectional shape in the ship of FIG. 4 is a cross-sectional view schematically showing a cross-sectional shape of a duct support member in the ship of FIG. FIG. 5 is a cross-sectional view schematically showing a cross-sectional shape of another form of the duct support member of FIG. 6 is a cross-sectional view schematically showing a cross-sectional shape of still another form of the duct support member of FIG. FIG. 7 is a view schematically showing the shape of a stern duct having an inclined duct support member in the ship according to the second embodiment of the present invention, as viewed from the bow side. FIG. 8: is the figure seen from the bow side which shows typically the shape of the stern duct connected with the duct support member in the ship of the 3rd Embodiment of this invention by roundness. FIG. 9: is the figure seen from the bow side which shows typically the shape of the stern duct which has the vertical duct support member in the ship of the 4th Embodiment of this invention. FIG. 10 is a plan view schematically showing a cross-sectional shape of a vertical duct support member in the ship of FIG. FIG. 11: is the figure seen from the bow side which shows typically the stern duct shape of the double duct member in the ship of the 5th Embodiment of this invention.

Hereinafter, a ship according to an embodiment of the present invention will be described with reference to the drawings. The direction and flow velocity of the stern wake can be easily estimated from the results of water tank experiments and fluid numerical calculations.

As shown in FIG. 1, a ship 1 according to the first embodiment of the present invention has a propeller 3 and a rudder 4 at the rear part of a hull 2, and a duct member at the stern just before the propeller 3. 11 and a duct support member (strut) 12 are configured by arranging a stern duct 10 A in which a connection part 13 is connected. 2, 7, 8, 9, and 11 are views of the duct member 11 as viewed from the bow side in the bow-stern direction. Further, the vicinity of the center of the stern vortex here means a circle within 0.15 times (0.15 Dp) of the propeller diameter Dp centered on the center of the vertical vortex.

As shown in FIGS. 1 to 3, the ship according to the first embodiment of the present invention includes a duct member 11 and a duct support member 12 that supports the duct member 11 on the hull 2. The stern duct 10 A is a ship 1 in which the stern duct 10 A is disposed immediately before the propeller 3.

In this ship 1, as shown in FIG. 2, the shape of the rear edge of the duct member 11 above the propeller rotation axis center C as viewed from the fore-and-aft direction has a short width in the ship width direction (Y direction) and a water depth direction (Z (Direction) is formed into a shape including a part of an elliptical shape having a major axis.

That is, the length of the duct member 11 that can be arranged in the hull rear flow field above the propeller rotation axis C by forming the rear edge of the duct member 11 in a shape including an elliptical part when viewed from the bow-stern direction. Can be lengthened. Therefore, thrust can be generated by fully utilizing the wake of the hull, and since the angle of attack flowing into the duct member 11 can be increased by adopting a vertically long elliptical shape, the thrust generation portion of the stern duct 10A and Both the magnitudes of the thrust that can be generated can be increased compared to the arc-shaped stern duct.

As shown in FIG. 2, the highest position Ht from the propeller rotation axis center C at the rear edge of the duct member 11 is 0.3 times the propeller radius Rp (0. 3Rp) is preferably arranged outside the propeller tip circle (radius Rp) Cp outside the circle Cpi. That is, “0.3Rp <Ht <Rp”. This arrangement provides a shape suitable for the wake field of many ships.

As shown in FIG. 2, the half width Bt at the rear edge of the duct member 11 is preferably larger than 0.2 times the propeller radius Rp and smaller than 0.8 times the propeller radius Rp. That is, “0.2 Rp <Bt <0.8 Rp”. More preferably, it is larger than 0.2 times the propeller radius Rp and smaller than 0.6 times the propeller radius Rp.
By setting it as said structure, the duct member 11 can be taken as long as possible, and the angle of attack which flows into the duct member 11 can be taken as much as possible.

Furthermore, the major axis of the elliptical shape which is a part of the shape of the duct member 11 is 1.1 times or more and 10 times or less of the minor axis, more preferably 1.2 times or more and 1.8 times or less. Then, the shape of the duct member 11 becomes a shape suitable for the stern wake of many ships.

As shown in FIG. 3, in a side view, the duct member 11 has a shape in which the lower cord length C1 is equal to or less than the upper cord length C2. The shape of the duct member 11 is determined as necessary from the structural surface according to the stern shape, or from the hydrodynamic surface according to the stern flow field. The cord length C1 may be the same as the upper cord length C2.

Further, the cross-sectional shape perpendicular to the circumferential direction of the duct member 11 is formed as a wing shape having a camber protruding inward. At the same time, the chord line connecting the leading edge and the trailing edge of the wing shape is formed to have an opening angle of greater than 0 degrees and less than 40 degrees on the bow side with respect to the propeller rotation axis. It forms so that an angle of attack is taken with respect to the direction of the water flow flowing through the region. Thereby, the thrust by the duct member 11 can be optimized. That is, fitting is performed so that the angle of attack of the duct member 11 is an angle of attack at which a large thrust can be obtained with respect to the flow direction of the water flow at that portion. Thereby, the lift force generated in the duct member 11 can be increased, and the thrust obtained from the stern duct 10A can be increased.

The major axis, minor axis, and center position of this ellipse-shaped ellipse are determined from the propeller rotation axis direction (X direction) by obtaining the wake distribution and the flow direction at the duct position in the wake of the hull from experiments and fluid numerical calculations. It is preferable that the duct member 11 is disposed so as to pass near the center of the stern vortex (bilge vortex: longitudinal vortex) in a vertical plane (YZ plane). In other words, the elliptical shape is preferably configured to pass near the center of the stern vortex.

In other words, the elliptical shape is configured to pass through the vicinity of the center of the stern vortex, so that the duct member 11 can be taken as long as possible and the angle of attack flowing into the duct member 11 is maximized. Since it can take large, a thrust effect can be heightened.

And regarding the duct support member 12, the duct support member 12 is comprised so that the lower end of the duct member 11 and the hull 2 may be connected. Moreover, as shown in FIG. 2, the duct support member 12 is horizontally arranged when viewed from the bow-stern direction. In other words, the duct support member 12 is provided so that the angle (upward angle) of the outer side with respect to the horizontal in the ship width direction is an inclination angle of 0 degrees.

In addition, as shown in FIG. 4, the cross-sectional shape of the duct support member 12 of horizontal arrangement | positioning is made into a wing | blade shape preferably, and it has an angle of attack which a thrust generate | occur | produces in a ship length direction (X direction) with respect to the water flow of a stern wake. In addition, the front edge in the direction of the ship's length is arranged inside the stern duct rather than the rear edge. That is, the duct support member 12 is attached to the hull 2 with an installation angle θ of preferably greater than 0 degrees and less than or equal to 30 degrees so that the bow direction rises with respect to the horizontal. Here, as a cross-sectional shape, an asymmetrical wing having a camber can be used in addition to a symmetric wing.

Thereby, lift is generated by the duct support member 12, and thrust is obtained by the propulsion direction component of the lift.

Alternatively, as shown in FIG. 5 as another form, if the rear edge of the duct support member 12 is provided on the opposite side of the propeller rotation direction with respect to the front edge in the ship length direction (X direction), or FIG. As shown in Fig. 2, if the trailing edge is bent in the direction opposite to the propeller rotation direction, that is, provided with a convex camber in the propeller rotation direction, this can induce a reverse flow to the propeller, thereby improving the propeller efficiency. Can be increased. Here, FIG.5 and FIG.6 shows sectional drawing of the duct support member 12 of the starboard side in the case of the clockwise propeller seeing from the stern, for example. That is, it is preferable to improve the propeller efficiency by providing the duct support member 12 with an angle that guides the flow component in the direction opposite to the propeller rotation direction to increase. Thereby, since the component of a flow can be enlarged in the reverse direction to the rotation direction of the propeller 3 in the water flow which flows into the propeller surface by the duct support member 12, the propeller efficiency can be improved.

With the above configuration, the shape of the stern duct 10A can be optimized for the stern wake field, the thrust component obtained by the stern duct 10A can be increased, and the propulsion performance of the ship can be further improved.

Next, the ship according to the second embodiment will be described. As shown in FIG. 7, in the ship according to the second embodiment, the stern duct in which the duct support member 12 is inclined at an inclination angle α that is upward on the outside in the horizontal direction when viewed from the stern direction. It is set as the structure provided with 10B. The inclination angle α is in the range of 70 degrees or less. Note that the inclination angle α = 0 is horizontal, and in this case, the stern duct 10A in the ship 1 of the first embodiment is applicable.

As shown in FIGS. 4 to 6, the duct support member 12 has a cross-sectional shape that is preferably formed into a wing shape, similar to the duct support member 12 of the ship of the first embodiment.

Next, the ship according to the third embodiment will be described. As shown in FIG. 8, the ship according to the third embodiment includes a stern duct 10 C in which a connecting portion 13 between the duct member 11 and the duct support member 12 is rounded when viewed from the bow-stern direction. The configuration is as follows.

Thereby, the blade tip vortex generated from the joint between the duct member 11 and the duct support member 12 can be suppressed.

Next, the ship according to the fourth embodiment will be described. As shown in FIG. 9, the ship according to the fourth embodiment includes a stern duct 10 D in which a vertical duct support member 12 A extending in the vertical direction is provided on the duct member 11 in a shape viewed from the stern direction. The configuration is as follows. The vertical duct support member 12A is disposed on a vertical line passing through the propeller rotation axis center C and smoothly connected to the hull.

When the vertical duct support member 12A in the vertical direction has a cross-sectional shape that is symmetrical, or as shown in FIG. 10, the rear end is bent in the direction opposite to the rotation direction of the propeller, The strength with which the duct member 11 is supported by the vertical duct support member 12A can be increased. Further, by propelling the flow in the direction opposite to that of the propeller 3 by bending in the direction opposite to the rotation direction of the propeller 3, the propeller efficiency can be increased. More preferably, a blade section having a camber on the same side as the rotation direction of the propeller 3 is assumed, and the blade section and the hull 2 are smoothly connected.

The vertical duct support member 12A can change the direction of the water flow flowing into the propeller 3 to guide the flow in the direction opposite to the propeller rotation direction to the propeller cross section, and can secure the strength to support the duct member 11. .

Next, the ship according to the fifth embodiment will be described. As shown in FIG. 11, in the ship of the fifth embodiment, a stern duct having a sub duct member 14 provided inside the duct member 11 in addition to the duct member 11 in a shape viewed from the stern direction. It is set as the structure provided with 10E.

The inner sub-duct member 14 can also generate lift at each part of the sub-duct member 14, and can further generate thrust with a component in the thrust direction of this lift.

According to the ship having the above-described configuration, in the ship in which the stern ducts 10A to 10E are disposed immediately before the propeller 3, the shape of the rear edge of the stern duct member 11 is formed into a shape including a part of an elliptical shape. The thrust generation portion of the stern ducts 10A to 10E that can generate thrust using the wake can be increased as compared with the arc-shaped stern duct, and the thrust by the stern ducts 10A to 10E can be improved.

DESCRIPTION OF SYMBOLS 1 Ship 2 Hull 3 Propeller 4 Rudder 5

Stern tube

10A, 10B, 10C, 10D, 10E Stern duct 11 Duct member 12 Duct support member 12A Vertical duct support member 13 Connection part 14 Sub duct member C Propeller rotating shaft center Cp Propeller tip circle Dp Propeller diameter Rp Propeller radius

Claims

In a ship in which a stern duct configured to have a duct member and a duct support member that supports the duct member on the hull is arranged immediately before the propeller, the duct above the propeller rotation axis center when viewed from the stern direction A ship characterized in that the shape of the rear edge of the member is formed into a shape including a part of an elliptical shape in which the ship width direction has a minor axis and the water depth direction has a major axis.
The vessel according to claim 1, wherein the duct member has an elliptical shape in which the major axis is 1.1 times or more and 10 times or less the minor axis.
The position of the rear edge of the upper end of the duct member is located inside a circle at the tip of the propeller and outside a circle whose radius is 0.3 times the propeller radius with the propeller rotation axis center as the center. The ship according to 1 or 2.
A cross-sectional shape perpendicular to the circumferential direction of the duct member is formed in a wing shape having a camber protruding inward, and a chord line connecting a leading edge and a trailing edge of the wing shape is a bow of the propeller rotation axis. The marine vessel according to any one of claims 1 to 3, wherein the marine vessel is formed so as to have an opening angle larger than 0 degrees and not more than 40 degrees.
The duct support member is configured to connect the lower end of the duct member and the hull, and when viewed from the bow-stern direction, the duct support member is set at an angle that the outside is upward with respect to the horizontal in the ship width direction. The marine vessel according to any one of claims 1 to 4, wherein the marine vessel is provided so as to have an inclination angle of not less than 70 degrees and not more than 70 degrees.
The ship according to any one of claims 1 to 5, wherein when the duct support member is viewed from the stern direction, a front edge is provided inside the stern duct rather than a rear edge. .
6. The duct support member according to claim 1, wherein a rear edge of the duct support member is provided so as to be opposite to the propeller rotation direction with respect to the front edge, or bent to the opposite side. Ship.
The ship according to any one of claims 1 to 7, wherein the connecting portion between the duct member and the duct support member is rounded when viewed from the bow-stern direction.
In the shape seen from the fore-and-aft direction, the duct member is provided with a vertical duct support member in the vertical direction, the cross-sectional shape of the vertical duct support member is a symmetrical shape, or the rear end thereof is the rotational direction of the propeller. The ship according to any one of claims 1 to 8, wherein is a shape bent in the opposite direction.
The ship according to any one of claims 1 to 9, wherein a sub-duct member is provided inside the duct member in addition to the duct member in a shape viewed from the stern direction.