CN112078770B - Full-conduit type two-stage pod propeller and design method thereof - Google Patents
Full-conduit type two-stage pod propeller and design method thereof Download PDFInfo
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- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
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- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H2005/075—Arrangements on vessels of propulsion elements directly acting on water of propellers using non-azimuthing podded propulsor units, i.e. podded units without means for rotation about a vertical axis, e.g. rigidly connected to the hull
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Abstract
The invention relates to a full-conduit type double-stage pod propeller and a design method thereof, and belongs to the technical field of ship propulsion. The design method comprises (1) inputting design parameters according to a preliminarily constructed model, and constructing boundary conditions of finite element calculation of the model; the model comprises a guide pipe and a C-shaped guide vane wrapped in the guide pipe; in the axial direction of the guide pipe, the C-shaped guide vane is positioned between the two impellers; (2) performing numerical simulation calculation on the initial model by using a CFD (computational fluid dynamics) method based on the hydraulic model obtained by the model; (3) and evaluating the optimized impeller and guide vane by a CFD (computational fluid dynamics) method, performing iteration for multiple times, and checking whether the annular speed of the outlet of the propeller is residual or not after each iteration to obtain the angle parameters of the front impeller, the rear impeller and the guide vane. The designed propeller can recover the annular rotation energy to improve the energy consumption effect by arranging the C-shaped guide vanes between the front wheel and the rear wheel, and can be widely applied to the fields of ships, naval vessels and the like.
Description
The present application is a divisional application of the invention patent with application number 201911115022.1 entitled "a full duct dual stage pod propeller with C-shaped vanes".
Technical Field
The invention relates to the technical field of ship propulsion, in particular to a full-conduit type double-stage pod propeller and a design method thereof.
Background
The traditional ship propulsion system mainly comprises an engine, a reduction gear box, a transmission shaft system and a propeller, and has the problems of long transmission shaft system, complex transmission mechanism, high difficulty in controlling vibration and noise and the like, so that the development of a high-speed and quiet ship is restricted. The development of the electric power technology brings a new idea for the efficient low-vibration optimization design of the propeller. In the electric propulsion concept, the propeller can be directly driven by a motor, the power transmission path is short, no redundant mechanical transmission structure exists, and the noise of a propulsion system can be greatly reduced. The pod propeller is a most representative electric propulsion device, integrates a propulsion and control module in a pod outside a ship body, is relatively flexible in installation position, and can remarkably improve the maneuverability and the maneuverability of a ship. In addition, the pod propeller can freely rotate on the horizontal plane, and the problems of long response time, large turning radius, poor maneuverability in narrow water areas and the like of the propeller commonly existing in medium and large ships can be solved.
In the course of studying pod propellers, the applicant found that they do have certain advantages in terms of maneuverability and handling compared to conventional propellers, but have the problem of still lower energy density. In order to increase the energy density, the energy density can be increased by using a tandem paddle, namely, a motor to simultaneously drive two or more propellers to rotate in the same direction. However, in the process of studying the propeller with the tandem paddle structure, the applicant finds that a large circumferential speed remains at the outlet of the last paddle in the tandem paddles, so that energy which is originally expected to be converted into propulsion power is taken away, and the circumferential speed of the part can generate overturning moment, which is not beneficial to the stability of the ship body. In order to solve the technical problem, the commonly used technical scheme is that guide vanes are arranged on the downstream side of blades to recover the energy carried by the circumferential speed, but the problems of complex structure, large torsion degree of the guide vanes and the like exist, and the popularization and the application of the propeller are not facilitated.
In addition, the existing pod propeller mainly comprises an open water propeller and a duct propeller, and generally adopts a low rotating speed and a large diameter so as to ensure the comprehensive performances such as vibration and noise performance by sacrificing the compact structure and maneuverability of the propeller; in order to solve this technical problem, a fully ducted pod propeller has been developed, i.e. the motor is also encased in the duct, so that the duct acts as a sound-proof shield, providing more operating space in terms of vibration isolation and noise reduction than the aforementioned propeller in which the motor is directly exposed to the water. However, this can result in an excessively long catheter length, which can increase the difficulty of catheter design, manufacture, and placement of the contained structures within the catheter.
Disclosure of Invention
The invention mainly aims to provide a design method of a full-conduit type double-stage pod propeller, so that the designed propeller can recover circumferential rotation energy, improve the energy density of the propeller, integrally simplify the structure and enable the structure of the propeller to be more compact;
another object of the present invention is to provide a propeller designed by the above method.
In order to achieve the above main object, the design method provided by the present invention comprises the following steps:
a model construction step, inputting design parameters according to the preliminarily constructed model, and constructing boundary conditions of model finite element calculation; the model comprises a guide pipe, a front impeller, a rear impeller, a C-shaped guide vane, a guide vane wheel hub and an impeller driving motor, wherein the front impeller, the rear impeller, the C-shaped guide vane, the guide vane wheel hub and the impeller driving motor are wrapped in the guide pipe; in the axial direction of the guide pipe, the C-shaped guide vane is positioned between the two impellers; in the radial direction of the guide pipe, the C-shaped guide vane is fixedly arranged between the guide vane wheel hub and the guide pipe, and the belly of the guide vane is arched relative to the two end parts of the guide vane in the rotating direction of the front impeller;
an initial calculation step, namely performing numerical simulation calculation on the initial model by using a CFD (computational fluid dynamics) method based on the hydraulic model obtained by the model;
and (4) an optimization calculation step, namely evaluating the optimized impeller and guide vane by a CFD (computational fluid dynamics) method, performing multiple iterations, and checking whether the annular speed of the outlet of the propeller has residue after each iteration to obtain the angle parameters of the front impeller, the rear impeller and the guide vane.
The propeller designed based on the method is characterized in that the C-shaped guide vanes with opposite two end parts of the belly arched towards the rotating direction of the front impeller are arranged, so that the circumferential positive speed generated by the front impeller is deflected at the front inclined section to realize the recovery of the circumferential rotating energy, the propelling speed is improved, the circumferential negative speed is generated at the rear inclined section to be offset with the circumferential positive speed generated by the rear impeller, the circumferential speed of water flow at the outlet of the guide pipe is reduced, the circumferential rotating energy converted by the front impeller and the rear impeller in the rotating process can be recovered by utilizing the C-shaped guide vanes axially arranged between the two impellers, the water flow can flow in and out along the axial direction of the propeller, and the overall energy consumption effect of the propeller is improved; meanwhile, compared with the conventional method that the guide vane is arranged at the tail side of the rear impeller, the water flow circumferential speeds of the inlet and the outlet of the C-shaped guide vane between the two impellers are small, the size and the distortion degree of the guide vane can be effectively reduced, the requirement on the structural strength of the guide vane is reduced, and the guide vane is easier to process. In addition, the C-shaped guide vanes are arranged between the front impeller and the rear impeller, so that at least the guide vanes can be used as part of a fixed connection bracket between the impeller driving motor and the guide pipe, and the whole structure is simplified. Moreover, because the C-shaped guide vane arranged between the two impellers is approximately positioned in the middle area of the guide pipe, the torque generated by the water flow flowing through the C-shaped guide vane can effectively balance the torque generated by the two impellers in the rotating process, the self-balance of the torque of the propeller is realized, and the propeller is prevented from generating overturning torque on the ship body.
The specific scheme is that when the design parameters are input, the thrust of the rear impeller is 1.1 to 1.2 times that of the front impeller.
In the step of constructing the model, the number of the guide vanes is required to be larger than that of the rear impeller, the number of the rear impeller is required to be larger than that of the front impeller, the numbers of the guide vanes, the front impeller and the rear impeller are relatively prime, and the sum of the numbers of the front impeller and the rear impeller is not equal to that of the guide vanes.
The preferred scheme is that in the process of designing the impeller, the impeller is uniformly divided into 5 sections along the radial direction, and the axial speed v of the inlet and the outlet of the impeller on each section is extracted from the estimated resultmAnd the circumferential velocity vcCombined with linear speed v of impelleruCalculating the inlet and outlet angles of the corresponding blades
The preferable scheme is that the design steps of the impeller blade comprise: (1) smoothly transiting from an inlet angle to an outlet angle, symmetrically thickening on the basis of a central line to obtain an airfoil profile of each section, wherein the thickening rule refers to NACA series airfoil profiles; (2) the complete blade is obtained by sweeping 5 sections of airfoil profiles in series at 30% of the centerline.
The preferable scheme is that the design steps of the guide vane comprise: (1) smoothly transiting from an inlet angle to an outlet angle, symmetrically thickening on the basis of a central line to obtain an airfoil profile of each section, and rounding the front edge and the rear edge; the maximum camber of the guide vane is located at 50% of the center line; (2) the complete guide vane is obtained by sweeping 5 sections of airfoil profiles in series from the position of 50% of the center line.
The preferred approach is to require, in the step of constructing the model: the rotor shaft of the impeller driving motor is rotatably and watertight extended out of the impeller hub through a sealing component; the front impeller and the rear impeller are respectively positioned at one end side of the impeller hub and are sleeved on the end part of the rotor shaft. The structure is further simplified, and the front and rear impellers can be better driven to rotate at the same speed in the same direction.
The preferred approach is to require, in the step of constructing the model: the guide vanes form a fastening bracket for supporting the guide vane hub in the guide duct. The guide vanes are used as the fixing brackets, so that the integral structure is further simplified.
The preferred approach is to require, in the step of constructing the model: the outer part of the conduit is fixedly provided with a mounting bracket for fixedly mounting the conduit; guide holes which are sequentially butted and communicated are uniformly distributed on the guide impeller hub, the guide vane, the guide pipe and the mounting bracket to form a cable hole for a cable of the impeller driving motor to pass through. Effectively reducing the flow resistance and energy loss caused by the cable exposed in the flow field.
The preferred approach is to require, in the step of constructing the model: the stator and the rotor of the impeller driving motor are both sheathed in the impeller hub in a watertight manner and are used for driving the front impeller and the rear impeller to rotate in the same direction.
The preferred approach is to require, in the step of constructing the model: the side blade surfaces of two adjacent guide blades, the inner pipe wall surface part of the guide pipe and the outer peripheral surface part of the guide blade wheel hub form a C-shaped flow channel which is only provided with a water flow inlet and outlet port positioned beside the impeller.
The preferred approach is to require, in the step of constructing the model: an acute offset included angle is formed between projections of two end edge lines of the same blade surface of the guide blade on a first cross section, the normal direction of the first cross section is arranged along the axial direction of a rotating shaft of the impeller, and an inlet end edge line is offset towards the rotating direction relative to an outlet end edge line; therefore, the annular speed of the guide vane outlet is slightly larger than that of the guide vane inlet, and the energy ratio of the front-stage impeller and the rear-stage impeller is optimal.
The preferred approach is to require, in the step of constructing the model: the offset included angle ranges from 2 degrees to 4 degrees, and the optimal annular velocity distribution can be generated without increasing the energy loss of the guide vane.
In the optimization calculation step, the acquired angle changes of the inlet angle and the outlet angle of the front impeller, the rear impeller and the C-shaped guide vane on the radial equidistant section of the rotating shaft of the impeller are shown as the following table:
where the subscript 1 of β indicates the inlet angle and 2 the outlet angle.
In order to achieve the other purpose, the invention provides a full-duct dual-stage pod propeller designed by the design method described in any one of the technical solutions.
Drawings
FIG. 1 is a perspective view of an embodiment of the present invention;
FIG. 2 is a block diagram of an embodiment of the present invention;
FIG. 3 is an axial cross-sectional view of an embodiment of the present invention;
FIG. 4 is an enlarged view of a portion A of FIG. 3;
FIG. 5 is a perspective view of a front impeller, a guide vane hub, an impeller drive motor, C-shaped guide vanes, and a rear impeller in an embodiment of the present invention;
FIG. 6 is a perspective view of an impeller hub and C-shaped guide vanes in an embodiment of the present invention;
FIG. 7 is a front end side view of an impeller hub and C-shaped guide vanes in an embodiment of the present invention;
FIG. 8 is an enlarged view of a portion B of FIG. 7;
FIG. 9 is an enlarged view of portion C of FIG. 7;
FIG. 10 is a schematic view of a guide vane in an embodiment of the present invention in a radial cross section;
FIG. 11 is an enlarged view of a partial structure of a guide vane in a radial section according to an embodiment of the present invention;
FIG. 12 is an open water performance curve of an embodiment of the present invention;
FIG. 13 is a circumferential velocity profile of the impeller inlet, impeller outlet, vane inlet, and vane outlet according to an embodiment of the present invention;
FIG. 14 is a flow chart of a design method according to an embodiment of the present invention.
Detailed Description
The invention is further illustrated by the following examples and figures.
Examples
Referring to fig. 1 to 11, the full-duct dual-stage pod propeller 1 of the present invention includes a connection disc 10, a wing-shaped bracket 11, a duct 2, a front vane 10, a rear vane 11, an impeller driving motor 3, a guide vane hub 12, and a C-shaped guide vane 4 fixedly disposed between the duct 2 and the guide vane hub 12, wherein the front vane 10, the rear vane 11, the impeller driving motor 3, the guide vane hub 12, and the C-shaped guide vane 4 are all wrapped in the duct 2, so as to achieve better effects of vibration and noise reduction. Wherein the connection disc 10 is used for mounting the whole full-pipe twin-stage pod thruster 1 on a ship hull or a ship hull.
As shown in fig. 2, in the direction from the water inlet to the water outlet, the conduit 2 presents a reduced structure at the tail, preferably tapering as a whole. In order to facilitate manufacturing and installation, the duct 2 is divided into a front section 21, a middle section 22 and a tail end 23, specifically, the middle section 22 can be completely sleeved on the duct wheel hub 12 for division, and the three sections are preferably fixedly connected by welding.
The impeller driving motor 3 comprises a sealing casing 30, a rotor shaft 33, a stator 31 and a rotor 32; wherein, the stator 31 and the rotor 32 are both sleeved in the seal casing 30, the rotor shaft 33 is sleeved in and fixedly connected with the inner hole of the rotor 32, and both ends thereof are rotatably supported in the seal casing 30 through the thrust bearing 34 and the radial bearing 38, and two mechanical seal structures 35, 36 are provided between the rotor shaft 33 and the seal casing 30, and a third mechanical seal structure 37 is provided between the rotor shaft 33 and the end of the guide vane hub 12, so that the stator 31 and the rotor 32 are both sleeved in the seal casing 30 in a watertight manner through the two mechanical seal structures, and the stator 31 and the rotor 32 are sleeved in the guide vane hub 12 in a watertight manner through the three mechanical seal structures, that is, in the embodiment, the rotor shaft 33 rotatably and watertightly extends out of the guide vane hub 12 through the seal member. The specific structure of the sealing member is not limited to the mechanical seal in the present embodiment, and other sealing structures such as a packing seal may be used. The supporting bearings on the two ends of the rotor shaft 33 are the same in structure and sealing structure, are supported by radial bearings and thrust bearings, are sealed by three sealing components, and are approximately symmetrically arranged, so that water is effectively prevented from entering the motor to cause damage.
In the present embodiment, the impeller hub 12 is a cylindrical structure, the front impeller 10 is fitted over the front end portion of the rotor shaft 33 extending out of the impeller hub 12 and is fixedly pressed by the front guide cone 391, and the rear impeller 11 is fitted over the rear end portion of the rotor shaft 33 extending out of the impeller hub 12 and is fixedly pressed by the rear guide cone 392, that is, in the present embodiment, the front impeller 10 and the rear impeller 11 are fitted over the end portion of the rotor shaft 33 at positions respectively located at one end side of the impeller hub 12.
The plurality of C-shaped guide vanes 4 are fixedly arranged between the guide vane wheel hub 12 and the guide duct 2, specifically, the outer side surfaces of the C-shaped guide vanes 4 are fixedly connected with the inner wall surface of the guide duct 2 in a watertight manner, and the inner side surfaces of the C-shaped guide vanes 4 are fixedly connected with the outer peripheral surface of the guide vane wheel hub 12 in a watertight manner, and specifically, the C-shaped guide vanes can be fixedly connected by welding, integrally formed or fixedly connected by bolts, that is, in the embodiment, the side vane surfaces of two adjacent guide vanes 4, the inner pipe wall surface part of the guide duct 2 and the outer peripheral surface part of the guide vane wheel hub 12 enclose a C-shaped flow channel with only a water flow inlet and outlet port positioned beside the impeller side.
As shown in fig. 5 to 11, the vane web 40 of the vane 4 is arched with respect to its front end 41 and rear end 42 in the direction of rotation of the front impeller 10, as indicated by the dashed arrows, so as to form a C-shaped structure; in the present embodiment, the neutral plane of the guide vane 4 is a smooth continuous curved surface, and reaches the maximum camber at the web 40 at the intermediate position in the length, and is arranged to be equal in thickness toward both sides in the thickness direction on the basis of the neutral plane.
In order to reduce the flow resistance formed by other components in the duct 2 and the interference of the flow field in the duct, in the present embodiment, the guide vane 4 is used as a fixed bracket between the guide vane wheel hub 12 and the duct 2, so that the guide vane wheel hub 12, the impeller driving motor 3, the front impeller 10, the rear impeller 11, the front guide cone 391 and the rear guide cone 392 are supported in the duct 2.
In order to reduce the flow resistance and the interference to the flow field formed by the cable of the impeller driving motor 3, guide holes 100, 110, 44, 120 and 300 which are connected in series are arranged on the connecting disc 10, the airfoil support 11, the guide vane 4 at the position where the airfoil support 11 is connected, the guide impeller hub 12 and the sealing casing 30, and form a cable hole for the cable of the impeller driving motor 3 to pass through, and in order to improve the structural strength and facilitate the arrangement of the guide holes, the thickness of the guide vane 4 provided with the guide hole 44 is larger than that of other guide vanes.
As for the specific structure of the guide vane 4, according to the actual working environment requirement, the numerical simulation calculation is performed by using a finite element simulation method, as shown in fig. 14, the specific design process includes a model construction step S1, an initial calculation step S2, and an optimization design step S3, which are specifically as follows:
a model construction step S1, constructing boundary conditions of finite element calculation of the model according to the preliminarily constructed model shown in fig. 1 to 7 and inputting design parameters.
Considering the limitation of numerical simulation and experimental conditions, the design and optimization of the hydraulic components of the double-stage pod propeller 1 are completed on a 1:10 scaling model, and boundary conditions are given to the model propeller, wherein the designed incoming flow speed is 4.33m/s, the designed thrust is more than 300N, and the propulsion efficiency is more than 60%.
The catheter size parameters of the scaling model were: the inlet diameter Din is 228 mm, the outlet diameter Dout is 182 mm, and the conduit length L is 240 mm.
The motor type selection is completed according to the size of the conduit, the outer diameter of the motor is 70mm, and the working rotating speed is 950 +/-50 rpm.
And when the thrust requirement is met, the axial and circumferential speed distribution conditions of the propeller are estimated and used as design input parameters of the impeller and the guide vanes. In order to improve the anti-cavitation performance of the propeller, the thrust of the rear impeller is 1.1-1.2 times that of the front impeller; the number of the blades is set to be 4 front impellers, 5 rear impellers and 7 guide vanes, so that the number of the blades of the guide vanes 4 is larger than that of the blades of the rear impeller 11, the number of the blades of the impeller 11 is larger than that of the blades of the front impeller 10, the numbers of the blades of the front impeller and the blades of the rear impeller are prime, and the sum of the numbers of the blades of the front impeller and the blades of the rear impeller is not equal to that of the guide vanes.
In the process of designing the impeller, the impeller is uniformly divided into 5 sections along the radial direction, and the axial speed v of the inlet and the outlet of the impeller on each section is extracted from the estimated resultmAnd the circumferential velocity vcCombined with linear speed v of impelleruCalculating the inlet and outlet angles of the corresponding blades
The center line generation method of the impeller blade on any section is that the impeller blade smoothly transits from an inlet angle to an outlet angle, the airfoil profile of each section is obtained by symmetrically thickening on the basis of the center line, and the thickening rule refers to the NACA series airfoil profile. The airfoil profiles with 5 sections are connected in series at the position of 30% of the center line, and the complete blade can be obtained by a sweeping method.
The design method of the guide vane 4 is similar to the design idea of the impeller, and the difference is that: (1) the center line of the guide vane 4 is smoothly transited from the inlet angle to the outlet angle, and the maximum camber is positioned at 50% of the center line; (2) the guide vane 4 adopts a symmetrical thickening mode on the basis of the central line and rounds the front edge and the rear edge; (3) the tandem position of the guide vane 4 is also at 50% of the centre line.
An initial calculation step S2, which is to obtain a preliminary hydraulic model according to the above steps, and perform numerical simulation calculation on the initial model by using a CFD method.
In this step, the numerical simulation calculation aims at: (1) judging whether the guide pipe can meet the requirements of thrust and navigational speed; (2) obtaining the flow Q and the lift H of the propeller when the thrust meets the requirement, and selecting the optimal impeller rotating speed within the rotating speed range of the motor according to the specific rotating speed Ns; (3) and obtaining accurate speed fields and pressure fields, and replacing the estimated speed distribution as an input parameter for subsequent optimization.
According to specific speed
And determining the optimal rotating speed of the model propeller as n-970 rpm.
In the optimization calculation step S3, the optimized impeller and guide vanes are evaluated by CFD method, and after a plurality of iterations, the angle parameters of the impeller are shown in table 1 below, where span0-1 represents 5 cross sections, β 1, the subscript 1 in f represents the inlet angle, 2 represents the outlet angle, f represents the front impeller, b represents the rear impeller, and S represents the guide vanes.
Each iteration checks the hoop velocity of the propeller outlet for residuals. The design method limits the difficulty in ensuring that the circumferential velocity of the outlet is completely zero, and the requirement of the design only needs to ensure that the circumferential kinetic energy/axial kinetic energy of the outlet is less than a certain ratio, such as 5%.
TABLE 1 Angle parameters of impeller and guide vane
Wherein the convention for the inlet and outlet of the vane is shown in FIG. 11, wherein β1Denotes inlet, beta2Indicating the outlet.
The propulsion performance of the model obtained by numerical simulation is shown in fig. 12, in which the horizontal axis J represents the propulsion coefficient and the vertical axis K represents the propulsion coefficientTExpressing thrust coefficient, KQRepresenting the torque coefficient, η0Indicating propulsion efficiency. The advancing speed coefficient corresponding to the navigational speed and the rotating speed is designed to be J-1.3, and the propulsion at the moment can be seen from the figureFeed efficiency is η062%, the design requirement is met. In addition, the thrust coefficient K at this timeTThrust 320N, torque factor 10K for 0.72Q2.41 corresponds to a torque of 21.3N × m.
Where T represents thrust and M represents torque.
Further, a front impeller thrust 181N and a rear impeller thrust 209N, which is 1.15 times the front impeller thrust, are extracted from the numerical simulation results. Further, the front blade wheel torque 9.9N × m, the rear blade wheel torque 11.4N × m, and the guide blade torque-21.1N × m, and the residual torque is 1% of the torque of the moving member, and it can be considered that the propeller torque is balanced.
As shown in fig. 13, the circumferential velocity of the outlet of the propeller is extracted from the simulation result, and it can be seen that the circumferential velocity of the outlet of the propeller is almost zero, which indicates that the guide vane plays a role in recovering the circumferential velocity and improves the propulsion efficiency.
In the initially constructed model, the projection of the first cross section of the edge line of the two end portions of the guide vane is repeated, as shown in fig. 8 and 9, the normal direction of the first cross section is arranged along the axial direction of the rotor shaft 33, that is, the cross section is arranged along the paper surface direction shown in fig. 8 and 9, after a plurality of iterations, the projections of the edge lines of the front end portion 41 and the rear end portion 42 of the same surface of the guide vane 4 on the first cross section have an acute offset included angle α, and the inlet edge line is offset from the outlet edge line by α in the rotating direction shown by the arrow in the figure, wherein α is greater than 2 degrees and less than 4 degrees.
According to the simulated model data, an actual product is designed, and through tests, compared with a single-stage pod propeller with the same duct size, the thrust of the double-stage propeller is 2 times that of the single-stage propeller at the same rotating speed (the navigational speed is 4.33m/s, and the rotating speed is 970 rpm); under the condition of the same thrust, the rotating speed of the double-stage propeller is only 0.7 times of that of a single stage (the navigational speed is 3.32m/s, and the thrust is 330N), so that the energy density of the propeller is improved.
Based on the improvement of above-mentioned structure, this propeller can reach following effect at the course of the work:
(1) the single impeller driving motor 3 is utilized to coaxially drive the two impellers and the C-shaped guide vane 4 to work in a mode of turning the ring amount, so that the energy density of the propeller is effectively improved, and meanwhile, the efficiency can be effectively ensured.
(2) The C-shaped guide vane 4 also serves as a support of the motor while completing the hydraulic function, and a redundant support structure is prevented from being added in the flow channel.
(3) The motor is arranged in the guide impeller hub 12 by utilizing the characteristic that the axial flow type propeller hub 12 is larger than the motor, so that the double-stage pod propeller becomes an independent module, the operation can be realized only by externally providing electric power and control signals, and the installation and use difficulty is greatly reduced.
(4) The C-shaped guide vanes 4 also utilize the axial space formed by the built-in motor, improving the space utilization in the duct 2.
(5) The hydraulic structure and the mechanical structure of the whole propeller are buckled and complement each other. Different from the traditional tandem paddle, the front and rear two-stage impellers in the invention are different, and are designed in a targeted manner by taking a local flow field as design input, so that the energy utilization rate is higher.
Claims (12)
1. A design method of a full-ducted dual-stage pod propeller is characterized in that the full-ducted dual-stage pod propeller is provided with C-shaped guide vanes; the design method comprises the following steps:
a model construction step, inputting design parameters according to the preliminarily constructed model, and constructing boundary conditions of model finite element calculation; the model comprises a guide pipe, a front impeller, a rear impeller, the C-shaped guide vane, a guide vane wheel hub and an impeller driving motor, wherein the front impeller, the rear impeller, the C-shaped guide vane, the guide vane wheel hub and the impeller driving motor are wrapped in the guide pipe; in the axial direction of the duct, the C-shaped guide vane is located between the two impellers; in the radial direction of the guide pipe, the C-shaped guide vane is fixedly arranged between the guide vane wheel hub and the guide pipe, and the two opposite end parts of the guide vane at the belly part of the guide vane are arched towards the rotating direction of the front impeller;
an initial calculation step, namely performing numerical simulation calculation on an initial model by using a CFD (computational fluid dynamics) method based on the hydraulic model obtained by the model;
and an optimization calculation step, namely evaluating the optimized impeller and guide vane by a CFD (computational fluid dynamics) method, performing multiple iterations, and checking whether the annular speed of the outlet of the propeller has residue after each iteration to obtain the angle parameters of the front impeller, the rear impeller and the C-shaped guide vane.
2. The design method according to claim 1, wherein:
when the design parameter is input, the thrust of the rear impeller is 1.1 to 1.2 times that of the front impeller.
3. The design method according to claim 2, wherein:
in the step of constructing the model, the number of the C-shaped guide vanes is required to be greater than that of the rear impeller, the number of the rear impeller is required to be greater than that of the front impeller, the numbers of the C-shaped guide vanes, the front impeller and the rear impeller are relatively prime, and the sum of the numbers of the front impeller and the rear impeller is not equal to that of the C-shaped guide vanes.
4. The design method according to claim 1, wherein:
in the step of constructing the model, the number of the C-shaped guide vanes is required to be greater than that of the rear impeller, the number of the rear impeller is required to be greater than that of the front impeller, the numbers of the C-shaped guide vanes, the front impeller and the rear impeller are relatively prime, and the sum of the numbers of the front impeller and the rear impeller is not equal to that of the C-shaped guide vanes.
5. The design method according to any one of claims 1 to 4, wherein:
in the process of designing the impeller, the impeller is uniformly divided into 5 sections along the radial direction, and the axial speed v of the inlet and the outlet of the impeller on each section is extracted from the estimated resultmAnd the circumferential velocity vcCombined with linear speed v of impelleruCalculating the inlet and outlet angles of the corresponding blades
6. The designing method as claimed in any one of claims 1 to 4, wherein the impeller blade designing step includes:
smoothly transiting from an inlet angle to an outlet angle, symmetrically thickening on the basis of a central line to obtain an airfoil profile of each section, wherein the thickening rule refers to NACA series airfoil profiles;
the complete blade is obtained by sweeping 5 sections of airfoil profiles in series at 30% of the centerline.
7. The design method of claim 6, wherein the guide vane design step comprises:
smoothly transiting from an inlet angle to an outlet angle, symmetrically thickening on the basis of a central line to obtain an airfoil profile of each section, and rounding the front edge and the rear edge; the maximum camber of the guide vane is located at 50% of the center line;
connecting 5 sections of wing profiles in series at the position of 50% of the center line, and obtaining a complete guide vane by sweeping;
and the stator and the rotor of the impeller driving motor are sleeved in the guide impeller hub in a watertight manner and are used for driving the front impeller and the rear impeller to rotate in the same direction.
8. The design method according to any of claims 1 to 4, wherein the design step of the guide vane comprises:
smoothly transiting from an inlet angle to an outlet angle, symmetrically thickening on the basis of a central line to obtain an airfoil profile of each section, and rounding the front edge and the rear edge; the maximum camber of the guide vane is located at 50% of the center line;
connecting 5 sections of wing profiles in series at the position of 50% of the center line, and obtaining a complete guide vane by sweeping;
and the stator and the rotor of the impeller driving motor are sleeved in the guide impeller hub in a watertight manner and are used for driving the front impeller and the rear impeller to rotate in the same direction.
9. The design method according to any one of claims 1 to 4, wherein in the step of constructing the model, it is required to:
a rotor shaft of the impeller driving motor rotatably and watertightly protrudes out of the impeller hub through a sealing member; the front impeller and the rear impeller are respectively positioned at one end side of the impeller hub and sleeved on the end part of the rotor shaft;
the C-shaped guide vane constitutes a securement bracket for supporting the guide vane hub within the conduit;
the outer part of the conduit is fixedly provided with a mounting bracket for fixedly mounting the conduit;
guide holes which are sequentially butted and communicated are uniformly distributed on the guide vane wheel hub, the C-shaped guide vane, the guide pipe and the mounting bracket to form a cable hole for a cable of the impeller driving motor to pass through.
10. The design method according to any one of claims 1 to 4, wherein in the step of constructing the model, it is required to:
the side blade surfaces of two adjacent C-shaped guide blades, the inner pipe wall surface part of the guide pipe and the outer peripheral surface part of the guide blade wheel hub form a C-shaped flow channel only provided with a water flow inlet and outlet port positioned beside the impeller;
an acute offset included angle is formed between projections of edge lines at two ends of the same blade surface of the C-shaped guide blade on a first cross section, the normal direction of the first cross section is arranged along the axial direction of a rotating shaft of the impeller, and an inlet end edge line is offset towards the rotating direction relative to an outlet end edge line; the offset included angle ranges from 2 degrees to 4 degrees.
11. The design method according to any one of claims 1 to 4, wherein in the optimization calculation step, the angle changes of the inlet angle and the outlet angle of the front impeller, the rear impeller and the C-shaped guide vanes in the radial equidistant section of the rotating shaft of the impeller are obtained as shown in the following table:
where the subscript 1 of β represents the entrance angle, 2 represents the exit angle, and span0-1 represents 5 cross-sections.
12. A full ducted dual stage pod thruster, characterized in that it is designed by the design method of any one of claims 1 to 11.
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| CN201911115022.1A CN110920845B (en) | 2019-11-14 | 2019-11-14 | Full-guide-pipe type two-stage pod propeller with C-shaped guide vanes |
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| CN201911115022.1A Active CN110920845B (en) | 2019-11-14 | 2019-11-14 | Full-guide-pipe type two-stage pod propeller with C-shaped guide vanes |
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| CN111645838B (en) * | 2020-06-15 | 2021-04-06 | 中国船舶科学研究中心 | Pipe oar supports subregion guiding device that prerevolves |
| CN113297668B (en) * | 2021-05-13 | 2022-07-19 | 中国人民解放军军事科学院战争研究院 | Three-light pod simulation method based on UE4 game engine |
| CN113553671B (en) * | 2021-07-08 | 2022-07-08 | 浙江大学 | Bionic anti-cavitation axial flow impeller design method |
| CN115042948A (en) * | 2022-07-11 | 2022-09-13 | 中国船舶工业集团公司第七0八研究所 | Multi-tube electric water-jet propeller |
| CN115481583B (en) * | 2022-09-28 | 2023-06-23 | 浙江大学 | Axial wake simulation method for performance test of non-uniform incoming flow propeller |
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| CN112109869A (en) | 2020-12-22 |
| CN110920845A (en) | 2020-03-27 |
| CN110920845B (en) | 2020-11-10 |
| CN112078770A (en) | 2020-12-15 |
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