CN113291449A - High-efficiency shaft support structure suitable for accompanying current - Google Patents
High-efficiency shaft support structure suitable for accompanying current Download PDFInfo
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- CN113291449A CN113291449A CN202110758635.8A CN202110758635A CN113291449A CN 113291449 A CN113291449 A CN 113291449A CN 202110758635 A CN202110758635 A CN 202110758635A CN 113291449 A CN113291449 A CN 113291449A
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- shaft
- support
- ship
- flow
- wake
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- 230000008093 supporting effect Effects 0.000 claims abstract description 6
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 15
- 230000003044 adaptive effect Effects 0.000 claims 4
- 230000000694 effects Effects 0.000 abstract description 16
- 230000009467 reduction Effects 0.000 abstract description 6
- 238000004134 energy conservation Methods 0.000 abstract description 5
- 230000002411 adverse Effects 0.000 description 3
- 238000003466 welding Methods 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000012530 fluid Substances 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000007547 defect Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H23/00—Transmitting power from propulsion power plant to propulsive elements
- B63H23/32—Other parts
- B63H23/34—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
Abstract
The invention discloses a high-efficiency shaft support structure suitable for accompanying current, which comprises two support arms used for supporting a ship propulsion shaft system, wherein the ship propulsion shaft system comprises a shaft sheath, and two ends of each support arm are respectively and fixedly connected to the shaft sheath and a ship body; the two support arms are respectively arranged on two sides of the maximum wake flow position of the ship tail flow field. The invention can achieve the effects of energy conservation and emission reduction under the condition of not increasing equipment.
Description
Technical Field
The invention relates to the technical field of ships, in particular to a high-efficiency shaft support structure suitable for accompanying current.
Background
Ships that employ twin or multiple propellers often have a section of the shafting extending beyond the main hull and require additional support. In the prior art, a shaft support is usually adopted to connect a propulsion shafting with a ship body so as to play a supporting role. However, the conventional shaft support causes the accompanying current of the ship to be poor, and has adverse effect on the propulsion efficiency of the propeller.
Energy conservation and emission reduction are the trend nowadays, and energy-saving devices are added in many ships.
An existing energy-saving device is a pre-rotation guide vane, and the pre-rotation guide vane is installed in front of a propeller to enable water flow to rotate in the direction opposite to the propeller. The pre-rotation guide vane profile is similar to the shaft support but has no supporting effect.
The other existing energy-saving device is a guide wheel, and arc-shaped wing sections are added between guide vanes to be connected on the basis of pre-rotating the guide vanes, so that the energy-saving effect is improved.
In the conventional shaft support, the energy-saving effect cannot be achieved without adding any accessory.
Disclosure of Invention
The technical problem to be solved by the invention is to overcome the defects in the prior art and provide a high-efficiency shaft support structure suitable for accompanying current.
The invention solves the technical problems through the following technical scheme:
a high-efficiency shaft support structure suitable for accompanying current comprises two support arms used for supporting a ship propulsion shaft system, wherein the ship propulsion shaft system comprises a shaft sleeve, and two ends of each support arm are fixedly connected to the shaft sleeve and a ship body respectively; the two support arms are respectively arranged on two sides of the maximum wake flow position of the ship tail flow field; the included angle between the angle bisector of the included angle formed by the two support arms and the maximum wake flow position of the ship tail flow field is not more than 20 degrees.
The bracket arm is positioned between the maximum wake flow position and the minimum wake flow position of the flow field at the tail of the ship.
The angle between the support arm and the direction of flow of the water flowing past the support arm is less than 12 deg.
In the preferred scheme, the included angle between the support arm and the flow direction of water flowing through the support arm is 3-6 degrees.
The included angle of the two bracket arms is less than 180 degrees.
When the included angle of the two support arms is smaller than 90 degrees, the intersection point of the two support arms is positioned below the axis of the shaft sleeve.
The smaller the included angle of the two support arms is, the more the intersection point position of the two support arms is below the axis.
The ship propulsion shafting comprises a rotating shaft fixedly connected with a propeller, and the rotating shaft is sleeved with a shaft sleeve.
The connecting line of the front end and the rear end of the support arm is a symmetrical center line of the support arm, and the side surfaces of the support arm on the two sides of the symmetrical center line are both streamline.
The support arm and the shaft sleeve are connected in a welding manner, and the support arm and the ship body are connected in a welding manner.
The invention has the beneficial effects that: the shaft support can achieve the effects of energy conservation and emission reduction under the condition of not increasing equipment. The invention determines the specific arrangement of the shaft bracket from the analysis of the wake flow characteristics, can more easily obtain the energy-saving bracket for reducing drag and improving efficiency, is suitable for different ship types, and can obtain relatively better results on different ship types. According to the invention, the included angle between the support arm and the flow direction of the water flow flowing through the support arm is determined, so that the resistance of the shaft support can be improved, and a reliable scheme is provided for improving the efficiency of the propeller. The invention is suitable for the high-efficiency shaft bracket structure of the accompanying current, reduces the adverse effect of the existing shaft bracket on the accompanying current, improves the propulsion efficiency of the propeller under the condition of not adding any accessory device, and realizes the functions of energy conservation and emission reduction.
Drawings
Fig. 1 is a schematic structural diagram of a preferred embodiment of the present invention.
FIG. 2 is a schematic sectional view taken along line A-A in FIG. 1.
Detailed Description
The present invention will be more clearly and completely described in the following description of preferred embodiments, taken in conjunction with the accompanying drawings.
As shown in fig. 1 and 2, a compliant high-efficiency shaft support structure includes two support arms 10 for supporting a ship propulsion shaft system. The ship propulsion shafting comprises a shaft sheath 20 and a rotating shaft 22 fixedly connected with a propeller 21, wherein the rotating shaft 22 is sleeved with the shaft sheath 20. Two ends of the support arm 10 are respectively and fixedly connected with the shaft sheath 20 and the ship body 30.
The connecting line of the front end and the rear end of the support arm 10 is a symmetrical center line of the support arm, and the side surfaces of the support arm at the two sides of the symmetrical center line are both streamline. The forward and aft ends of the cradle arms face the bow and stern respectively.
The support arm 10 and the shaft sheath 20, and the support arm 10 and the ship body 30 are all connected by welding.
The two support arms 10 are respectively arranged on two sides of the maximum wake flow position 51 of the ship tail flow field; the angle alpha between the bisector 50 of the included angle formed by the two support arms 10 and the maximum wake flow position 51 of the ship tail flow field is not more than 20 degrees.
The included angle of the two bracket arms is less than 180 degrees. When the included angle of the two support arms is smaller than 90 degrees, the intersection point of the two support arms is positioned below the axis of the shaft sleeve. The smaller the included angle of the two support arms is, the more the intersection point position of the two support arms is below the axis.
The bracket arm is positioned between the wake maximum and wake minimum of the flow field at the tail of the ship (not shown in the figure).
The angle between the support arm and the direction of flow of the water flowing past the support arm is less than 12 deg. In the preferred scheme, the included angle between the support arm and the flow direction of water flowing through the support arm is 3-6 degrees.
For the ship, the wake maximum and wake minimum of the flow field at the tail of the ship are determined. In a water tank test of a ship model, a wake value at a tail propeller of a ship can be measured through an instrument (such as a five-hole pitot tube) to form a ship tail wake distribution map. According to the ship tail wake distribution diagram, the wake maximum position and the wake minimum position of the ship tail flow field can be determined.
In a water basin test of a ship model, the flow direction of water flowing through the bracket arm can be obtained by calculation through Computational Fluid Dynamics (CFD) software.
Therefore, for a specific ship, the maximum wake flow position and the minimum wake flow position of the flow field at the tail of the ship are determined, and the flow direction of the water flow flowing through the support arm is also determined.
In the aspect of improving the efficiency of the propeller, the concrete implementation measures are that the position of the maximum wake flow is found, the position is taken as the center, the support arms are arranged on two sides, and the arrangement positions of the two support arms are located in the area where the wake flow is not maximum or minimum. The central position of the two support arms and the wake-up oversized position are close, but not necessarily identical.
According to the shaft bracket that this patent's mode was arranged, to the comparatively serious boats and ships of wake unbalance, can play balanced wake effect, can improve the propulsion performance through balanced wake from the good regional moderate drainage of wake to the good region of wake.
For the ship with relatively balanced wake flow, the shaft support deflects towards the specified direction to achieve the prerotation effect, so that the efficiency is improved, and the propulsion performance is improved.
When the shaft bracket is not arranged in the wake distribution, if the bracket arm is directly arranged near the wake maximum position, a place with small wake can not be found around the bracket arm, the balance wake effect can not be achieved, and the energy-saving effect is poor.
If the support arm sets up in the very little region of wake, just can't be to the regional rivers drainage of the little region of wake to the big region of wake, can't play balanced wake effect, the atress of screw is still unbalanced, can cause the not good results such as efficiency reduction.
Therefore, the arrangement of the shaft support suitable for the accompanying flow, the relative position and angle of the accompanying flow and the like are provided with a certain value range and a relatively fixed installation position.
However, since each ship has different line types and different peak areas of the wake flow, the arrangement of the shaft supports for the wake flow and the relative positions and angles of the ship bodies may be changed according to the ship types. Whereas conventional shaft support arrangements do not take into account the effect of the wake and the variations in wake. And the better effect can be achieved only by arranging the proper accompanying current shaft supports according to different accompanying currents of different ship types.
At the joint of the support arm and the shaft sleeve, under the condition that the included angle between the two support arms is smaller than 90 degrees, the distance between the two support arms is not too small at the joint of the shaft sleeve due to the problem of the thickness of the support. Too small a pitch will likely cause problems with the flow regime there, causing problems in terms of drag efficiency, cavitation, etc. The flow state near the shaft sleeve is improved by improving the distance, and the integral performance in the aspect of propulsion is played to a certain extent. Therefore, under the condition that the included angle of the two support arms is smaller than 90 degrees, the intersection point of the two support arms is positioned below the axis. The smaller the angle, the lower the intersection position is below the axis.
In terms of resistance improvement, the actual fluid should not be too angled to the stent arms, nor too small, depending on the direction of the flowing water. The angle between the support arm and the direction of flow of the water stream flowing past the support arm is less than 12 degrees, preferably between 3 and 6 degrees. The too small angle is not beneficial to improving the flow field and improving the efficiency.
The invention has the advantages that the energy-saving and emission-reducing effects can be achieved under the condition of not increasing equipment, and a theoretical basis is provided for the shaft bracket arrangement.
The invention determines the specific arrangement of the shaft bracket from the analysis of the wake flow characteristics, can more easily obtain the energy-saving bracket for reducing drag and improving efficiency, is suitable for different ship types, and can obtain relatively better results on different ship types.
According to the invention, the included angle between the support arm and the flow direction of the water flow flowing through the support arm is determined, so that the resistance of the shaft support can be improved, and a reliable scheme is provided for improving the efficiency of the propeller.
According to the invention, the connection mode of the support arm and the shaft sleeve can improve the wake flow at the root of the propeller, reduce the problems possibly caused and increase the energy-saving effect.
The invention is suitable for the high-efficiency shaft bracket structure of the accompanying current, reduces the adverse effect of the existing shaft bracket on the accompanying current, improves the propulsion efficiency of the propeller under the condition of not adding any accessory device, and realizes the functions of energy conservation and emission reduction.
While specific embodiments of the invention have been described above, it will be appreciated by those skilled in the art that this is by way of example only, and that the scope of the invention is defined by the appended claims. Various changes and modifications to these embodiments may be made by those skilled in the art without departing from the spirit and scope of the invention, and these changes and modifications are within the scope of the invention.
Claims (10)
1. A high-efficiency shaft support structure suitable for accompanying current comprises two support arms used for supporting a ship propulsion shaft system, wherein the ship propulsion shaft system comprises a shaft sleeve, and two ends of each support arm are fixedly connected to the shaft sleeve and a ship body respectively; the device is characterized in that the two support arms are respectively arranged on two sides of the maximum wake flow position of the ship tail flow field; the included angle between the angle bisector of the included angle formed by the two support arms and the maximum wake flow position of the ship tail flow field is not more than 20 degrees.
2. The wake high efficiency shaft support structure of claim 1 wherein the support arms are positioned between wake maxima and wake minima of the ship aft flow field.
3. The adaptive flow high efficiency shaft support structure of claim 1 wherein the angle between the support arm and the direction of the water flow through the support arm is less than 12 °.
4. The adaptor current high efficiency shaft support structure of claim 3 wherein the angle between the support arm and the direction of the water flow through the support arm is between 3 ° and 6 °.
5. The compliant flow high efficiency shaft support structure of claim 1 wherein the angle of the two support arms is less than 180 °.
6. The trace current high efficiency shaft support structure of claim 5 wherein the intersection of the two support arms is below the axis of the shaft sheath when the angle between the two support arms is less than 90 °.
7. The adaptive flow high efficiency shaft support structure according to claim 6, wherein the smaller the angle between the two support arms, the more below the axis the intersection point of the two support arms is located.
8. The adaptive flow high-efficiency shaft support structure according to claim 1, wherein the ship propulsion shaft system comprises a rotating shaft fixedly connected with a propeller, and a shaft sleeve is sleeved on the rotating shaft.
9. The carrier structure of claim 8, wherein the line connecting the front and rear ends of the carrier arm is a center line of symmetry of the carrier arm, and the sides of the carrier arm on both sides of the center line of symmetry are streamlined.
10. The high efficiency shaft support structure with adaptive flow of claim 1, wherein the support arms are welded to the shaft sleeve and the hull.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110758635.8A CN113291449A (en) | 2021-07-05 | 2021-07-05 | High-efficiency shaft support structure suitable for accompanying current |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110758635.8A CN113291449A (en) | 2021-07-05 | 2021-07-05 | High-efficiency shaft support structure suitable for accompanying current |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113291449A true CN113291449A (en) | 2021-08-24 |
Family
ID=77330449
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110758635.8A Pending CN113291449A (en) | 2021-07-05 | 2021-07-05 | High-efficiency shaft support structure suitable for accompanying current |
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| Country | Link |
|---|---|
| CN (1) | CN113291449A (en) |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN87102189A (en) * | 1987-03-24 | 1988-10-12 | 中国船舶工业总公司七院七0八研究所 | The r Zweier energy saving shaft strut |
| CN2085772U (en) * | 1990-12-07 | 1991-10-02 | 中国船舶工业总公司第七研究院第七○八研究所 | Contraction flow path type shaft support |
| CN203111491U (en) * | 2013-02-22 | 2013-08-07 | 展翔海事(大连)有限责任公司 | Novel ship shaft support |
| CN103895850A (en) * | 2014-03-27 | 2014-07-02 | 哈尔滨工程大学 | Combined energy-saving shaft bracket device |
| CN104401475A (en) * | 2014-11-25 | 2015-03-11 | 上海船舶研究设计院 | Structure in combination of double vortex tail fins and tail shaft system of twin-propeller ship |
| CN106828857A (en) * | 2017-03-24 | 2017-06-13 | 广船国际有限公司 | The overhanging crankshaft holder of ship and apply its ship |
| CN111392023A (en) * | 2020-03-25 | 2020-07-10 | 中国船舶工业集团公司第七0八研究所 | Tail shaft support of ship |
-
2021
- 2021-07-05 CN CN202110758635.8A patent/CN113291449A/en active Pending
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN87102189A (en) * | 1987-03-24 | 1988-10-12 | 中国船舶工业总公司七院七0八研究所 | The r Zweier energy saving shaft strut |
| CN2085772U (en) * | 1990-12-07 | 1991-10-02 | 中国船舶工业总公司第七研究院第七○八研究所 | Contraction flow path type shaft support |
| CN203111491U (en) * | 2013-02-22 | 2013-08-07 | 展翔海事(大连)有限责任公司 | Novel ship shaft support |
| CN103895850A (en) * | 2014-03-27 | 2014-07-02 | 哈尔滨工程大学 | Combined energy-saving shaft bracket device |
| CN104401475A (en) * | 2014-11-25 | 2015-03-11 | 上海船舶研究设计院 | Structure in combination of double vortex tail fins and tail shaft system of twin-propeller ship |
| CN106828857A (en) * | 2017-03-24 | 2017-06-13 | 广船国际有限公司 | The overhanging crankshaft holder of ship and apply its ship |
| CN111392023A (en) * | 2020-03-25 | 2020-07-10 | 中国船舶工业集团公司第七0八研究所 | Tail shaft support of ship |
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Application publication date: 20210824 |
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| RJ01 | Rejection of invention patent application after publication |