JP6478228B2 - Stern shape and ship with stern duct and fins - Google Patents

Description

  The present invention relates to a stern shape having a stern duct and fins and an energy saving effect of a ship.

Fixed energy-saving devices installed on ships include those that collect vortex energy generated in the hull, those that rectify the flow that flows into the propeller to increase propeller efficiency, and those that use the rotational energy contained in the wake behind the propeller. However, when multiple energy-saving devices that exhibit the same type of effect are installed, the flow induced by one device interferes with the flow that flows into the other device, and the energy-saving effect that the downstream energy-saving device originally has May be diminished. For example, FIG. 13 is a diagram showing the energy saving effect and interference effect of each energy saving device in a conventional ship (ship-A to ship-H) equipped with both the energy saving device A and the energy saving device B. FIG. 13 shows that the energy saving effect is reduced.
In particular, when fins and stern ducts are installed at the same time, there is strong negative interference between the devices, and the technical difficulty of increasing the energy saving effect is high.

Here, Patent Document 1 discloses a rectifier including a fin provided at a stern portion of a hull and a ring-shaped structure (stern duct) provided between the propeller and the fin. In this rectifier, the fin has a rear end height in a range below the central axis of the propeller. In addition, the ring-shaped structure (stern duct) has a rear end diameter substantially equal to the diameter of the propeller, the center of the rear end diameter coincides with the center axis of the propeller, and the horizontal direction between the front end and the rear end of the fin The gap is large.
Patent Document 2 discloses a guide surface device that includes guide vanes (fins) provided at the stern portion of the hull and an annular nozzle (stern duct) provided between the screw and the guide vanes (fins). Has been. In this guide surface device, the curved guide vanes (fins) have a rear end height provided over a range below the center axis of the screw, and a length in the front-rear direction extends from the front end of the annular nozzle (stern duct). Shorter than the distance to the edge. Moreover, both the lower end and upper end of the annular nozzle (stern duct) are connected to the hull, and the lower end of the annular nozzle (stern duct) is located below the central axis of the screw.
Patent Document 3 discloses a stern structure including a stern fin provided in a stern part of a hull, a stern duct provided between the propeller and the stern fin, and a ladder fin provided in a rudder behind the propeller. Is disclosed. In this stern part structure, the stern duct has a semicircular arc shape, and the horizontally installed stern fins are arranged at a height below the stern duct. Further, the front end surface and the rear end surface of the stern duct are parallel to each other, and the horizontal gap between the front end of the stern duct and the rear end of the stern fin is large.
Patent Document 4 discloses a hull structure including first and second fins provided at the stern portion of the hull, and a stern duct provided between the propeller for propulsion and the first and second fins. It is disclosed. In this hull structure, the first and second fins are installed horizontally. Further, in the substantially annular stern duct, the center of the ring coincides with the central axis of the propeller, and the horizontal gap between the front end and the rear ends of the first and second fins is large.

JP 59-73390 A JP-A-4-230486 JP 2006-347285 A JP 2010-6175 A

  In order to suppress the negative interference between the energy saving devices as shown in FIG. 13, it is conceivable to arrange the downstream device outside the flow induced by the upstream device, but the fin and the stern duct are placed close to each other. In this case, the stern duct placed on the downstream side inevitably exists in the flow induced by the fin on the upstream side, so use a detailed flow analysis technique such as numerical simulation. Observe the flow around the upstream hull fin and the downstream stern duct, and consider the direction of the flow induced by the upstream fin to ensure that the downstream stern duct is properly shaped and positioned. Need to design.

  Therefore, the present invention aims to provide a stern shape having a stern duct and fins and a ship that suppresses negative interference between the fin and the stern duct and suppresses the reduction of the energy saving effect, and exhibits an excellent energy saving effect. And

In a stern shape having a stern duct and a fin corresponding to claim 1, a propeller provided at the stern of the hull, a fin for guiding a flow to a propeller provided at the stern of the hull, and between the propeller and the fin The stern duct has a cylindrical main body , the imaginary radius of the rear end of the duct body is not less than 30% and not more than 80% of the propeller radius, and the imaginary center of the imaginary radius Is above the central axis of the propeller by 30% or more and 80% or less of the propeller radius, and the horizontal gap between the rear end of the fin and the front end of the duct body is -20% or more and + 10% or less of the propeller diameter. It is characterized by being.
According to the first aspect of the present invention, the adverse effects of the upstream fins on the downstream stern duct are suppressed, that is, negative interference is suppressed and the reduction of the energy saving effect is suppressed. The energy saving effect can be extracted from the energy saving effect. Further, since the stern duct is installed eccentrically on the upper half surface side of the propeller, when an energy saving additive is provided on the rudder downstream of the stern duct, the energy saving additive is hardly affected.

According to the present invention, the fin has a V shape in plan view, and the rear end of the fin is above the central axis and has a height in the range of 60% to 70% of the propeller radius. It is attached.
According to the second aspect of the present invention, the fin not only accelerates the pressure recovery of the stern portion by the effect of separating the three-dimensional separation vortex generated at the stern bottom portion from the hull, but also generates lift and increases by the upward flow. By speeding up, the fin itself generates thrust and contributes to a decrease in resistance change as a whole ship. Further, when the flow induced by the fin hits the upper part of the stern duct, the surrounding pressure rises, the pressure recovery on the stern surface further proceeds, and the effect of reducing the hull resistance increases.

The present invention according to claim 3 is characterized in that the angle of elevation of the side surface of the fin attached to the hull is an upward angle of 6 ° or more and 15 ° or less.
According to the third aspect of the present invention, the thrust by the fins can be further improved.

The present invention according to claim 4 is characterized in that the lower portion of the duct body is attached to a stern tube portion through which the drive shaft of the propeller passes.
According to the fourth aspect of the present invention, the duct main body can be directly attached to the stern without the support means.

According to a fifth aspect of the present invention, the duct body has an inverted trapezoidal shape in which the upper base is longer than the lower base when the duct body is viewed from the side.
According to this invention of Claim 5, the deterioration of the energy-saving effect by the length of the lower part of a stern duct main body becoming excessive can be prevented.

The present invention according to claim 6 is characterized in that the ratio of the lower base to the upper base is in the range of 5% to 70%.
According to the sixth aspect of the present invention, the strength of the duct body is maintained by providing the lower part of the duct body with a certain length, and the resistance is increased due to the excessive length of the lower part of the duct body. Can be prevented.

The present invention according to claim 7 is characterized in that the distance between the rear end of the duct body and the front edge of the propeller is set in a range of 1.0% to 50% of the diameter of the propeller.
According to the seventh aspect of the present invention, the effect of interference with the propeller can be enhanced and the propulsion efficiency can be further improved.

The present invention according to claim 8 is characterized in that a cross-sectional shape of the duct main body forms an airfoil convex inward.
According to the eighth aspect of the present invention, the propulsion efficiency component (thrust component) of the lift generated by the airfoil can be increased, and the propulsion efficiency can be increased.

The present invention according to claim 9 is characterized in that the imaginary radius of each part in the longitudinal direction and / or the circumferential direction of the duct body is different.
According to this invention of Claim 9, a duct main body can be made into the shape with the high energy-saving effect corresponding to the mode of the flow around a stern duct.

The present invention according to claim 10 is characterized in that the front portion is set larger than the rear portion of the duct body.
According to the present invention as set forth in claim 10, the average flow downstream from the duct body can be slowed to reduce the effective wake ratio, and the thrust component on the front side of the duct body can be increased to increase the thrust. Can be increased.

The present invention according to claim 11 is characterized by comprising a supporting means for supporting the duct body on the stern and / or a reinforcing means for reinforcing the duct body.
According to the eleventh aspect of the present invention, the duct body can be attached to the hull by the support means. In addition, the strength of the stern duct is improved by the reinforcing means.

The present invention according to claim 12 is characterized in that the supporting means has a twisted shape so as to generate a counter flow with respect to the propeller or to follow the direction of the flow guided by the fins. Features.
According to this invention of Claim 12, the efficiency of a propeller can be improved.

The present invention according to claim 13 is characterized in that a rudder is provided behind the propeller, and the rudder has an energy saving additive for improving the propulsion efficiency of the hull.
According to the present invention as set forth in claim 13, it is possible to obtain thrust also by the energy saving adjunct of the rudder, achieve high propulsion efficiency, and further increase transportation efficiency. In particular, since the stern duct is eccentrically installed on the upper half of the propeller and does not adversely affect the energy-saving additive of the rudder, the energy-saving additive of the rudder can effectively obtain thrust.

The present invention according to claim 14 is characterized in that the attachment position of the energy-saving additive to the rudder in the height direction is a position of ± 10% of the propeller radius from the central axis of the propeller.
According to the fourteenth aspect of the present invention, since the mounting position is easy to obtain a thrust, the energy-saving additive becomes easy to exert an effect, and high propulsion efficiency can be achieved.

A ship corresponding to claim 15 is provided with a stern shape having a stern duct and fins according to one of claims 1 to 14 in a hull.
According to the fifteenth aspect of the present invention, it is possible to provide a ship having a stern shape having a stern duct and fins, which have a higher energy saving effect than before.

  According to the stern duct having the stern duct and the fins of the present invention, the adverse effects of the upstream fins on the downstream stern duct are suppressed, i.e., negative interference is suppressed and the reduction of the energy saving effect is suppressed. The energy saving effect can be extracted from each stern duct and the overall energy saving effect can be enhanced. Further, since the stern duct is installed eccentrically on the upper half surface side of the propeller, when an energy saving additive is provided on the rudder downstream of the stern duct, the energy saving additive is hardly affected.

  Further, when the shape of the fin in plan view is V-shaped, and the rear end of the fin is mounted above the central axis at a height in the range of 60% to 70% of the propeller radius. The fins not only accelerate the pressure recovery of the stern by the effect of separating the three-dimensional separation vortex generated at the stern bottom from the hull, but also generate the thrust by generating the lift force by the upward flow and generating the thrust. However, it contributes to the reduction of resistance change as a whole ship. Further, when the flow induced by the fin hits the upper part of the stern duct, the surrounding pressure rises, the pressure recovery on the stern surface further proceeds, and the effect of reducing the hull resistance increases.

  In addition, when the angle of elevation of the side surface of the fin attached to the hull is an upward angle of 6 ° or more and 15 ° or less, the thrust by the fin can be further improved.

  Moreover, when the lower part of a duct main body is attached to the stern tube part which the drive shaft of a propeller penetrates, a duct main body can also be directly attached to a stern without a support means.

  In addition, when the duct body has an inverted trapezoidal shape in which the upper base is longer than the lower bottom when the duct body is viewed from the side, the length of the lower part of the stern duct body becomes excessive. The deterioration of the energy saving effect due to can be prevented.

  In addition, when the ratio of the lower base to the upper base is in the range of 5% or more and 70% or less, the duct body has a certain length to maintain the strength of the duct body and the duct body. It is possible to prevent an increase in resistance due to an excessively long lower portion.

  In addition, when the distance between the rear end of the duct body and the front edge of the propeller is set within the range of 1.0% to 50% of the propeller diameter, the effect of interference with the propeller is also increased and the propulsion efficiency is further improved. Can be made.

  Moreover, when the cross-sectional shape of the duct main body forms a wing shape that is convex inward, the propulsion direction component (thrust component) of lift generated by the wing shape can be increased, and the propulsion efficiency can be increased.

  Moreover, when the virtual radius of each part in the front-back direction and / or circumferential direction of a duct main body is different, a duct main body can be made into the shape with the high energy-saving effect corresponding to the mode of the flow around a stern duct.

  In addition, when the front part is set larger than the rear part of the duct body, the average flow downstream from the duct body can be slowed to reduce the effective wake ratio, and the front side of the duct body can be reduced. The thrust component can be increased to increase the thrust.

  Moreover, when the support means for supporting the duct body on the stern and / or the reinforcement means for reinforcing the duct body are provided, the duct body can be attached to the hull by the support means. In addition, the strength of the stern duct is improved by the reinforcing means.

  In addition, when the support means has a twisted shape so as to generate a counter flow with respect to the propeller or to follow the direction of the flow guided by the fins, the efficiency of the propeller is increased. Can do.

  In addition, if the rudder has a rudder behind the propeller and the rudder has an energy-saving adjunct that improves the propulsion efficiency of the hull, thrust is also obtained by the energy-saving adjunct of the rudder, achieving high propulsion efficiency and further transportation Efficiency can be increased. In particular, since the stern duct is eccentrically installed on the upper half of the propeller and does not adversely affect the energy-saving additive of the rudder, the energy-saving additive of the rudder can effectively obtain thrust.

  Also, if the mounting position of the energy-saving additive to the rudder in the height direction is within ± 10% of the propeller radius from the center axis of the propeller, it becomes an attachment position where it is easy to obtain thrust. Becomes easier to achieve the effect, and high propulsion efficiency can be achieved.

  Moreover, the ship provided with the stern shape which has the stern duct and fin with a higher energy-saving effect than before can be provided.

The schematic block diagram which shows the stern part of the ship provided with the stern shape with the stern duct and fin by one Embodiment of this invention Schematic plan view of the stern fin Diagram showing the stern duct Relationship diagram between rear radius of stern duct-resistance change / hull efficiency Relationship between the vertical position of the stern duct-resistance change / hull efficiency Relationship between horizontal gap-resistance change / hull efficiency between stern duct and hull fin The figure which shows the stern duct by other embodiment of this invention The figure which shows the other example of the stern duct The figure which shows the further another example of the stern duct Schematic plan view showing still another example of the stern duct The side view which shows the duct main body of the stern duct by other embodiment of this invention. Side view showing another example of the duct body The figure which shows the energy-saving effect and interference influence of each conventional energy-saving device

  Below, the stern shape and ship which have a stern duct and a fin by embodiment of this invention are demonstrated.

FIG. 1 is a schematic configuration diagram showing a stern portion of a ship having a stern shape having a stern duct and fins according to an embodiment of the present invention.
FIG. 2 is a schematic plan view of the stern-shaped fin.
3A and 3B are views showing the stern duct. FIG. 3A is a front view, FIG. 3B is a side view, FIG. 3C is a bottom view, and FIG. 3D is a perspective view.
FIG. 4 is a relationship diagram of the rear end radius (imaginary radius) -resistance change / hull efficiency of the stern duct, FIG. 5 is a relationship diagram of vertical position of the stern duct-resistance change / hull efficiency, and FIG. It is a relationship diagram of horizontal gap-resistance change with a hull fin / hull efficiency.

  As shown in FIG. 1, the ship according to the present embodiment is provided between a propeller 20 provided at the stern of the hull 10, a fin 30 provided in front of the propeller 20, and between the propeller 20 and the fin 30. A stern duct 40 and a rudder 50 attached to the rear of the propeller 20.

  The propeller 20 rotates around the central axis Xp.

The fins 30 are provided at the stern portion of the hull 10 and guide the flow to the propeller 20. The fins 30 are plate-shaped and project obliquely downward from the side surface of the hull 10. The fin 30 is forwardly lowered by attaching the front end 30a to a position lower than the rear end 30b, and the attachment side elevation angle α has an upward angle toward the rear. Further, the rear end 30 b protrudes rearward from the hull 10. The rear end 30b of the fin 30 is preferably attached in a range of 60% to 70% of the radius Rp of the propeller 20 above the center axis Xp of the propeller 20.
Further, as shown in FIG. 2, the fins 30 are provided symmetrically on the port and starboard, and the shape in plan view forms a V shape. The fin 30 gradually increases in width W from the front end 30a side toward the rear end 30b side. The rear end 30b of the port side fin 30 and the rear end 30b of the starboard side fin 30 are connected on the hull center line Y.
The fin 30 not only accelerates the pressure recovery of the stern portion of the hull 10 by the effect of separating the three-dimensional separation vortex generated at the stern bottom portion from the hull 10, but also generates a lift force by an upward flow to increase the speed of the fin 30. It generates thrust and contributes to the reduction of resistance change as a whole ship. Further, when the flow induced by the fins 30 hits the upper portion of the stern duct 40, the surrounding pressure rises, and the pressure recovery of the stern surface of the hull 10 further progresses. As a result, the effect of reducing the hull resistance increases. In addition, by collecting rotational energy contained in the three-dimensional separation vortex separated from the hull 10 mainly on the upper half surface of the stern duct 40. Thrust is generated in the stern duct 40 and the propulsion performance is improved.
In addition, it is preferable that the attachment side elevation angle α of the fin 30 to the hull 10 in FIG. The thrust can be further improved by setting the attachment side elevation angle α in the range of 6 ° to 15 °. The horizontal distance L1 from the front end 30a to the rear end 30b of the fin 30 is preferably in the range of 2 to 8% of the ship length of the hull 10. In this case, the position of the front end 30a of the fin 30 is arranged 7 to 10% ahead of the captain from the rear vertical line of the hull 10.
Further, the fin 30 may have a shape similar to a V shape in which the left and right rear ends 30b are not connected to each other when viewed in plan. Various shapes such as a shape other than a plate shape and a shape in which the width W is constant without being widened can be adopted.

As shown in FIGS. 1 and 3, the stern duct 40 includes a cylindrical duct body 41. The virtual radius Rd at the rear end of the duct body 41 is set to be 30% or more and 80% or less of the radius Rp of the propeller 20. In addition, although the virtual radius Rd employ | adopts the virtual radius of the outer side of the duct main body 41 in FIG.3 (b), you may employ | adopt an inner virtual radius.
Further, the virtual center (center of the stern duct body 41) Xd of the virtual radius Rd is set at a position shifted from 30% to 80% of the radius Rp of the propeller 20 above the center axis Xp of the propeller 20. Further, the horizontal gap L3 between the rear end 30b of the fin 30 and the front end of the duct body 41 is set to -20% to + 10% of the diameter Dp of the propeller 20 (minus is as shown in FIG. 1). In addition, the rear end 30b of the fin 30 is located behind the front end of the duct body 41). However, the lower end of the duct body 41 is not positioned below the central axis Xp of the propeller 20.
By setting the stern duct 40 arranged on the downstream side of the fin 30 in such an appropriate shape and arrangement, negative interference between the fin 30 and the stern duct 40 is suppressed, and the reduction of the energy saving effect is suppressed. The energy saving effect can be extracted from both the fin 30 and the stern duct 40, and the resistance performance and the propulsion performance can be balanced to increase the overall energy saving effect.
Further, since the duct body 41 has a cylindrical shape, it has no corners, has a shape in which stress is hardly concentrated, and is excellent in strength. Furthermore, there is no unnecessary vortex shedding that tends to occur from the corners, and there is little energy loss. Further, since the fin 30 and the stern duct 40 have no moving parts, maintenance is easy.
In the present embodiment, the lower portion of the duct body 41 is attached to the stern tube portion 11 through which the drive shaft of the propeller 20 passes. Thus, when the lower part of the duct main body 41 is directly attached to the stern pipe part 11, the connection part with the stern pipe part 11 of the lower part of the duct main body 41 serves as a support means.

In addition, the duct body 41 has a shape in which the upper base 41a has an inverted trapezoidal shape longer than the lower base 41b when viewed from the side because the energy saving effect is deteriorated when the length of the lower part is excessive. .
Note that the duct body 41 needs to have a certain length in the lower part in order to maintain structural strength, fatigue strength, and the like that can withstand fatigue due to static fluid force and repeated load. Therefore, it is appropriate that the lower limit value of the ratio of the length of the lower base 41b to the ratio of the length of the upper base 41a is 5%, more preferably 10% or more. Moreover, since the downward flow that is the source of the effect of reducing the resistance and improving the hull efficiency is weak in the lower bottom 41b portion, if the lower part is too long, there is a risk of increasing the resistance. Therefore, it is appropriate that the upper limit value of the ratio of the lower base 41b to the upper base 41a is 70%, more preferably 50% or less. Therefore, the ratio of the lower base 41b to the upper base 41a is preferably set in the range of 5% to 70%, and more preferably set in the range of 10% to 50%.

  The distance L2 between the rear end of the duct main body 41 and the front edge of the propeller 20 is set in a range of 1.0% to 50% of the diameter Dp of the propeller 20. By setting to such a range, the effect of interference with the propeller 20 can be increased and the propulsion efficiency can be further improved.

  Moreover, the cross-sectional shape of the duct main body 41 forms an airfoil that is convex inward as shown in FIG. By setting it as such a cross-sectional shape, the thrust reduction rate can be increased using the propulsion direction component (thrust component) of the lift generated by the airfoil, and the propulsion efficiency can be increased.

Further, the virtual radius Rd is set larger at the front part than at the rear part of the duct body 41. Thereby, the average flow downstream from the duct main body 41 can be delayed to reduce the effective wake ratio, and the thrust component on the front side of the duct main body 41 can be increased to increase the thrust.
In addition to making the virtual radius Rd of each part in the front-rear direction of the duct main body 41 different, the virtual radius Rd of each part in the circumferential direction of the duct main body 41 is made different so that it is abbreviated in the front view (FIG. 3A). A stern duct 40 having a shape other than a circle may be used.

In addition, as shown in FIG. 1, the rudder 50 is provided with an energy saving additive 60 that improves the propulsion efficiency of the hull 10. By providing the energy-saving additive 60 on the rudder 50, the energy-saving additive 60 can also obtain a thrust, achieve high propulsion efficiency, and further increase transportation efficiency. For example, fins can be used as the energy saving addendum 60, but various shapes other than the fin shape can be employed.
The mounting position of the energy saving additive 60 on the rudder 50 in the height direction is preferably in the range of ± 10% of the radius Rp of the propeller 20 from the central axis Xp of the propeller 20 (plus is the central axis of the energy saving additive 60 Is the state above the center axis Xp of the propeller 20, and minus is the state where the center axis of the energy saving additive 60 is located below the center axis Xp of the propeller 20). Since it becomes an attachment position where it is easy to obtain a thrust by setting it as such a range, the energy saving adjunct 60 becomes easy to exhibit an effect and can achieve high propulsion efficiency.
Although the stern duct 40 is provided on the upstream side of the rudder 50, the stern duct 40 is shifted to a position shifted from the central axis Xp of the propeller 20 by a predetermined position, that is, on the upper half surface side of the propeller 20. Since it is installed in mind, the energy-saving additive 60 provided on the downstream rudder 50 has little adverse effect.

4 to 6 show calculation of resistance change (minus is a state acting as thrust) and hull efficiency when the size or arrangement of the stern duct is changed in a ship having both fins and stern ducts. It is a figure which shows a result. In FIG. 4 (a), FIG. 5 (a), and FIG. 6 (a), “*” indicates the overall resistance change including the hull, fins, and stern duct, and “■”, “◆”, “ “▲” indicates each component. “■” is the resistance change of the hull due to the fin and stern duct, “◆” is the resistance of the fin, and “▲” is the resistance of the stern duct.
FIG. 4A is a diagram showing the relationship between the virtual radius [% Rp] at the rear end of the duct body and the resistance, and FIG. 4B is the virtual radius [% Rp] at the rear end of the duct body and the hull efficiency. It is a figure which shows the relationship. The gap L3 is set to -6% of the diameter Dp of the propeller 20, and the virtual radius Rd at the rear end is set to 30%, 50%, 70%, and 75% of the radius Rp of the propeller 20.
From FIG. 4, when the virtual radius Rd at the rear end of the duct body 41 is smaller than the predetermined range, the thrust of the stern duct 40 is small, and when it is larger than the predetermined range, the resistance change of the hull tends to increase and hull efficiency also deteriorates. I understand. Specifically, as shown in FIG. 4A, the overall resistance change (“*” in the figure) decreases in the entire calculated range (virtual radius Rd = 30 to 75 [% Rp]). It can be estimated that the effect is maintained even when the end virtual radius Rd is 80 [% Rp]. Further, from FIG. 4B, the range in which the hull efficiency does not deteriorate is when the virtual radius Rd at the rear end is 30 to 50 [% Rp]. Therefore, the rear end virtual radius Rd needs to be set to 30% or more and 80% or less of the radius Rp of the propeller 20, and is preferably set to 30% or more and 50% or less.
5A is a diagram showing the relationship between the vertical position [% Rp] of the virtual center of the duct body and the resistance, and FIG. 5B is the vertical position [% Rp] of the virtual center of the duct body and the ship. It is a figure which shows the relationship with shell efficiency. The rear end virtual radius Rd is 50% of the radius Rp of the propeller 20, the gap L3 is -6% of the diameter Dp of the propeller 20, and the virtual center Xd is higher than the center axis Xp of the propeller 20 and is equal to the radius Rp of the propeller 20. 34%, 50%, 60%, and 74%.
From FIG. 5, when the position of the virtual center Xd of the duct body 41 is above the predetermined range, the overall resistance change starts to increase, and even below the predetermined range, the overall resistance change tends to increase and the hull efficiency is also deteriorated. I understand. Specifically, from FIG. 5A, the overall resistance change (“*” in the figure) decreases in the entire calculated range (virtual center Xd = 34 to 74 [% Rp]), and from this trend, the virtual change It can be estimated that the effect is maintained when the center Xd is 30 [% Rp] and 80 [% Rp]. Further, from FIG. 5B, the range in which the hull efficiency does not deteriorate is when the virtual center Xd is 50 to 74 [% Rp]. Therefore, the vertical position of the virtual center Xd needs to be set at a position above the center axis Xp of the propeller 20 and shifted by 30% or more and 80% or less of the radius Rp of the propeller 20 and is 50% or more and 74% or less. It is preferable to do.
FIG. 6A is a diagram showing the relationship between the horizontal gap [% Dp] between the rear end of the fin and the front end of the duct body and the resistance, and FIG. 6B is a diagram showing the relationship between the rear end of the fin and the duct main body. It is a figure which shows the relationship between the gap [% Dp] of the horizontal direction with the front end of hull, and hull efficiency. The virtual radius Rd at the rear end is 50% of the radius Rp of the propeller 20, the vertical position of the virtual center Xd is 50% of the radius Rp of the propeller 20, and the gap L3 is −16%, −10% of the diameter Dp of the propeller 20; -6%, -1%, and + 4%.
From FIG. 6, it can be seen that when the position of the duct body 41 is before the predetermined range, the resistance is not reduced and the hull efficiency is lowered. Specifically, from FIG. 6A, the overall resistance change (“*” in the figure) decreases in the calculated entire range (gap L3 = −16 to +4 [% Dp]). It can be estimated that the effect is maintained when L3 is −20 [% Dp] and when +3 [% Dp]. Further, from FIG. 6B, the range in which the hull efficiency does not deteriorate is when the gap L3 is −7 to +4 [% Dp]. Further, if the position of the duct body 41 is behind the predetermined range, the overall resistance change tends to decrease and the hull efficiency is improved. However, there is a concern about contact with the propeller 20 or strength due to the fluctuating force from the propeller 20. Arise. Therefore, the horizontal gap L3 needs to be set to −20% or more and + 10% or less of the diameter Dp of the propeller 20, and is preferably set to −7% or more and + 4% or less.

  Next, a stern shape and a ship having stern ducts and fins according to another embodiment of the present invention will be described. In addition, since this embodiment is the same as embodiment mentioned above except the point provided with a reinforcement means inside a stern duct, it attaches | subjects the same code | symbol to the same function member, and abbreviate | omits description.

FIG. 7 is a view showing a stern duct according to the present embodiment. FIG. 7A is a front view, FIG. 7B is a side view, FIG. 7C is a bottom view, and FIG. It is.
8 is a view showing another example of the stern duct, FIG. 8 (a) is a front view, FIG. 8 (b) is a side view, FIG. 8 (c) is a bottom view, and FIG. 8 (d) is a perspective view. FIG.
FIG. 9 is a view showing still another example of the stern duct. FIG. 9A is a front view, FIG. 9B is a side view, FIG. 9C is a bottom view, and FIG. It is a perspective view.
FIG. 10 is a schematic plan view showing still another example of the stern duct. FIG. 10A shows a reinforcing means without twisting, and FIG. 10B shows a reinforcing means with twisting.

As shown in FIG. 7, the stern duct 40 has a plate-like reinforcing means 42 inside the duct body 41. The reinforcing means 42 has one end connected to one side of the duct body 41 and the other end connected to the other side of the duct body 41. The reinforcing means 42 is horizontally disposed on the virtual center Xd of the duct body 41. By providing the reinforcing means 42, the duct body 41 can be reinforced to increase the strength.
In addition, the reinforcement means 42 can be provided in arbitrary places in the range which does not inhibit a flow other than on the virtual center Xd of the duct main body 41. FIG. A plurality of them may be provided.

8 and 9 show a stern duct 40 in which the reinforcing means 42 is twisted so as to create a counterflow with respect to the propeller 20 or to follow the direction of the flow guided by the fins 30. FIG.
In FIG. 8, the plate-like reinforcing means 42 is arranged so that the front side is higher than the rear side. FIG. 9 shows a shape in which the plate-like reinforcing means 42 is rotated at opposite ends in opposite directions. As described above, the “twisted shape” includes both a case where the reinforcing means 42 is inclined and a case where the reinforcing means 42 has a shape in which both ends are turned in opposite directions. When the reinforcing means 42 has a twisted shape, the efficiency of the propeller 20 can be increased.

FIG. 10 is a view showing the stern duct 40 in which the reinforcing means 42 is provided vertically. The plate-like reinforcing means 42 has one end connected to the upper part of the duct body 41 and the other end connected to the lower part of the duct body 41. FIG. 10A shows the reinforcing means 42 without twisting, and FIG. 10B shows the reinforcing means 42 with twisting. The rear end of the reinforcing means 42 is located closer to the port than the front end.
When the reinforcing means 42 is provided vertically, the reinforcing means 42 can also serve as the supporting means. That is, the duct body 41 can be supported on the hull 10 by connecting the lower portion of the reinforcing means 42 to the stern tube portion 11.
Note that the rear end located closer to the port than the front end of the reinforcing means 42 may be located on the starboard side depending on the flow direction and the rotation direction of the propeller 20 other than the port side.

  Next, a stern shape and a ship having stern ducts and fins according to still another embodiment of the present invention will be described. In addition, since this embodiment is the same as embodiment mentioned above except the point which deform | transformed the shape of the stern duct locally, the same code | symbol is attached | subjected to the same functional member and description is abbreviate | omitted.

FIG. 11 is a side view showing the duct body of the stern duct according to the present embodiment.
FIG. 11A shows the basic shape of the duct body 41. The duct body 41 is set such that the diameter of the front part is larger than the diameter of the rear part of the duct body 41. The inclined front portion of the duct main body 41 has an upper end positioned forward of a lower end. The rear part of the duct body 41 is substantially vertical. FIGS. 11B to 11D are examples in which the basic shape shown in FIG. 11A is changed, and the dotted line indicates the shape before the change. FIG. 11B shows a shape in which the lower part of the front portion of the duct body 41 projects forward. The front side of the shape changing unit 43 is substantially vertical, and the lower side is inclined forward and downward. FIG. 11C shows a shape in which the lower portion of the front portion of the duct main body 41 protrudes forward. The front side of the shape changing unit 43 is curved, and the lower side is substantially horizontal. FIG. 11D shows a shape in which the upper part of the front portion of the duct main body 41 protrudes forward. The upper side of the shape changing portion 43 is extended forward at the same angle as the upper side of the duct body 41.
As shown in FIG. 11B, the lower end of the duct main body 41 may be located below the center axis Xp of the propeller 20, and considering the attachment to the hull 10, the lower end of the stern tube portion 11 is The duct body 41 may be located.

FIG. 12 is a view showing another example of the duct body of the stern duct according to the present embodiment.
FIG. 12A shows the basic shape of the duct body 41. The duct body 41 is set such that the diameter of the front part is larger than the diameter of the rear part of the duct body 41. The front part and the rear part of the duct main body 41 are inclined, and the upper part of the front part is positioned forward of the lower end, and the upper part of the rear part is positioned rearward of the lower end. FIG. 12B is an example in which the basic shape shown in FIG. 12A is changed, and the dotted line indicates the shape before the change. FIG. 12B shows a shape in which the lower part of the front part of the duct body 41 projects forward and the lower part of the rear part projects rearward. The front side of the front shape changing portion 43A is substantially vertical, and the lower side is substantially horizontal. Further, the rear end of the rear shape changing portion 43B is substantially vertical, and the lower side extends rearward at the same angle as the lower side of the duct body 41.
By locally changing the shape of the duct main body 41 as shown in FIG. 11 or FIG. 12, the strength of the duct main body 41 can be increased and the attachment to the stern tube portion 11 can be facilitated.

  The present invention contributes to enhancing the competitiveness of ships by improving EEDI (energy efficiency design index) and improving fuel efficiency. It also contributes to reducing ship-derived GHG (greenhouse gas) emissions.

DESCRIPTION OF SYMBOLS 10 Hull 11 Stern tube part 20 Propeller 30 Fin 30b Rear end 40 Stern duct 41 Duct body 41a Upper bottom 41b Lower bottom 42 Reinforcement means (also supporting means)
50 Rudder 60 Energy-saving additive α Mounting side elevation angle Rp Propeller radius Rd Duct body virtual radius Xp Propeller center axis Xd Duct body virtual center L3 Gap

Claims (15)

A propeller provided at the stern of the hull, a fin for guiding the flow to the propeller provided at the stern portion of the hull, and a stern duct provided between the propeller and the fin, the duct of the stern duct The main body has a cylindrical shape, the virtual radius of the rear end of the duct main body is not less than 30% and not more than 80% of the radius of the propeller, and the virtual center of the virtual radius is higher than the central axis of the propeller. 30% to 80% of the radius of the propeller is shifted, and a horizontal gap between the rear end of the fin and the front end of the duct body is −20% to + 10% of the diameter of the propeller. Stern shape with stern duct and fins.   The fin has a V shape in plan view, and a rear end of the fin is attached to a height in the range of 60% to 70% of the radius of the propeller above the central axis. The stern shape having a stern duct and fins according to claim 1.   The stern shape having a stern duct and fins according to claim 1 or 2, wherein the side surface elevation angle of the fin to the hull is an upward angle of 6 ° or more and 15 ° or less.   4. The stern duct and the fin according to claim 1, wherein a lower portion of the duct body is attached to a stern tube portion through which a drive shaft of the propeller passes. Stern shape.   5. The duct body according to claim 1, wherein the duct body has an inverted trapezoidal shape in which the upper base is longer than the lower base when the duct body is viewed from the side. Stern shape with stern duct and fin as described in   6. The stern shape having a stern duct and fins according to claim 5, wherein a ratio of the lower bottom to the upper bottom is in a range of 5% to 70%.   The distance between the rear end of the duct body and the front edge of the propeller is set in a range of 1.0% to 50% of the diameter of the propeller. A stern shape having a stern duct and fins according to item 1.   8. The stern shape having a stern duct and fins according to claim 1, wherein a cross-sectional shape of the duct main body forms a wing shape protruding inward.   9. The stern shape having a stern duct and fins according to claim 1, wherein the imaginary radius of each part in the longitudinal direction and / or the circumferential direction of the duct body is different. .   The stern shape having a stern duct and fins according to claim 9, wherein the imaginary radius is set to be larger in the front part than in the rear part of the duct body.   11. The stern duct and fin according to claim 1, further comprising support means for supporting the duct body on the stern and / or reinforcing means for reinforcing the duct body. Stern shape with.   12. The support means has a twisted shape so as to generate a counterflow with respect to the propeller, or to follow the direction of the flow guided by the fins. Stern shape with stern duct and fin as described in   The stern duct and fin according to one of claims 1 to 12, wherein the propeller includes a rudder behind the propeller, and the rudder has an energy-saving additive that improves propulsion efficiency of the hull. Stern shape with.   The stern duct according to claim 13, wherein the attachment position of the energy-saving additive to the rudder in the height direction is a position of ± 10% of the radius of the propeller from the central axis of the propeller. And stern shape with fins.   A ship comprising a stern shape having a stern duct and fins according to claim 1 in the hull.