CN115042910B - Marine asymmetric energy-saving wing and ship - Google Patents

Marine asymmetric energy-saving wing and ship Download PDF

Info

Publication number
CN115042910B
CN115042910B CN202210836937.7A CN202210836937A CN115042910B CN 115042910 B CN115042910 B CN 115042910B CN 202210836937 A CN202210836937 A CN 202210836937A CN 115042910 B CN115042910 B CN 115042910B
Authority
CN
China
Prior art keywords
ship
straight line
propeller
marine
wing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202210836937.7A
Other languages
Chinese (zh)
Other versions
CN115042910A (en
Inventor
陈骞
高爱华
李嘉宁
刘刚
郭世玺
伍丹
徐舟远
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Shanghai Waigaoqiao Shipbuilding Co Ltd
Original Assignee
Shanghai Waigaoqiao Shipbuilding Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Shanghai Waigaoqiao Shipbuilding Co Ltd filed Critical Shanghai Waigaoqiao Shipbuilding Co Ltd
Priority to CN202210836937.7A priority Critical patent/CN115042910B/en
Publication of CN115042910A publication Critical patent/CN115042910A/en
Application granted granted Critical
Publication of CN115042910B publication Critical patent/CN115042910B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/26—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type having more than one hydrofoil
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H1/00—Propulsive elements directly acting on water
    • B63H1/02—Propulsive elements directly acting on water of rotary type
    • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
    • B63H1/14—Propellers
    • B63H1/28—Other means for improving propeller efficiency
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Abstract

The utility model relates to a boats and ships technical field especially relates to a marine asymmetric energy-saving wing and ship, and the ship includes stern shaft and screw, and screw rotationally sets up in the tip of stern shaft, and marine asymmetric energy-saving wing is used for setting up in the lateral part of stern shaft, and marine asymmetric energy-saving wing extends along the ship width direction, and marine asymmetric energy-saving wing is used for changing the rivers direction of the oar face that flows to the screw to increase the screw and rotate the produced thrust of in-process to the hull. The asymmetric energy-saving marine wing provided by the application is additionally arranged on the side part of the stern shaft, so that the water flow direction of the propeller surface flowing to the propeller can be changed, the thrust generated by the propeller to the hull in the rotating process of the propeller is increased, the efficiency of the propeller is improved in the full navigational speed range, and the purposes of energy conservation and emission reduction are achieved. In addition, the asymmetric energy-saving wing for the ship extends along the width direction of the ship, so that the ship can be conveniently positioned and assembled with the ship body, and the installation efficiency is improved.

Description

Marine asymmetric energy-saving wing and ship
Technical Field
The application relates to the technical field of ships, in particular to an asymmetric energy-saving wing for a ship and the ship.
Background
In the shipping industry, energy conservation and environmental protection are common topics of concern in the ship industry, so that how to improve the propulsion efficiency of the propeller, thereby achieving the purposes of energy conservation and emission reduction, and becoming a problem to be solved urgently.
Disclosure of Invention
The purpose of the application is to provide a marine asymmetric energy-saving wing and ship, solve how to improve the propulsion efficiency of screw that exists among the prior art to a certain extent, and then reach energy-conserving emission reduction's purpose, become the technical problem who needs to be solved.
The application provides an asymmetric energy-saving wing for ship, be applied to the ship, the ship includes stern shaft and screw, screw rotationally set up in the tip of stern shaft, marine asymmetric energy-saving wing be used for set up in the lateral part of stern shaft, just marine asymmetric energy-saving wing extends along the ship width direction, marine asymmetric energy-saving wing is used for changing the flow direction to the rivers direction of the oar face of screw, in order to increase the thrust that the screw rotated the in-process to the hull produced.
In the above technical solution, further, along the direction of the stern towards the bow, the marine asymmetric energy-saving wing is disposed on one side of the stern shaft corresponding to the rotation of the propeller from bottom to top, and the projection line segment of the root of the marine asymmetric energy-saving wing intersecting with the stern shaft includes a plurality of straight line segments smoothly and sequentially connected along the direction of the stern.
In any of the above technical solutions, further, a plurality of the straight line segments are located on the same straight line, and form a total straight line segment.
In any of the above technical solutions, further, along the ship length direction, the distance between the front end of the total straight line segment, which is far from the propeller, and the end, which is near to the propeller, and the end of the stern shaft is (0.005 Lpp-0.05 Lpp);
the included angle between the total straight line section and the ship length direction is within the range of (0+/-75 ℃);
the distance between the front end and the rear end of the total straight line section and the axis of the stern shaft is (0-1.2R) along the ship height direction;
the projection line segment of the root part of the marine energy-saving parallel wing intersected with the stern shaft extends along the ship width direction, and the maximum width of the projection line segment is (0.2R-1.2R);
wherein Lpp is the vertical line length of the ship, and R is the radius of the propeller.
In any of the above solutions, further, along the ship height direction, the total straight line section is located below the axis of the stern shaft;
along the ship length direction, the distance between the tail end of the total straight line section, which is far from the propeller, and the tail end of the total straight line section, which is close to the propeller, and the end of the ship tail shaft is respectively 0.0136Lpp and 0.019Lpp;
the included angle between the total straight line section and the ship length direction is 13.2 degrees;
along the ship height direction, the distances between the front end and the rear end of the total straight line section and the axis of the ship tail shaft are respectively 0.3R and 0.023R;
the projection line segment of the root part of the marine energy-saving parallel wing intersected with the stern shaft extends along the ship width direction, and the maximum width of the projection line segment extending is 0.77R.
In any of the above technical solutions, further, along a direction of the stern toward the bow, the marine asymmetric energy-saving wing is disposed on a side of the stern shaft, which corresponds to a rotation of the propeller from top to bottom, and a line segment of a root portion of the marine asymmetric energy-saving wing intersecting with the stern shaft is a curved segment.
In any one of the above technical solutions, further, a curve segment intersecting the stern shaft at the root of the marine asymmetric energy-saving wing includes a first straight line segment, a first arc segment, and a second straight line segment, and the second straight line segment is in smooth transition connection with the first straight line segment through the first arc segment;
the first straight line section is far away from the propeller, and extends along the ship length direction; the second straight line segment is arranged close to the propeller, and the tangential direction of the second straight line segment extends towards the preset area of the propeller.
In any of the above solutions, further, the distance between the tail end of the first straight line segment, which is far away from the propeller, and the end of the second straight line segment, which is near to the propeller, and the stern shaft is (0.005 Lpp-0.05 Lpp);
the included angle between the extending trend of the front end of the first straight line section and the ship length direction of the ship tail towards the ship head is within the range of (0+/-75 °; an included angle between the extension trend of the tail end of the second straight line section and the ship length direction of the ship tail towards the ship head is within the range of (0+/-75 °;
along the ship height direction, the distance between the front end of the first straight line section and the axis of the ship tail shaft is (0-1.2R), and the distance between the tail end of the second straight line section and the axis of the ship tail shaft is (0-1.2R);
the projection line segment of the root part of the marine energy-saving parallel wing intersected with the stern shaft extends along the ship width direction, and the maximum width of the projection line segment is (0.2R-1.2R);
wherein Lpp is the vertical line length of the ship, and R is the radius of the propeller.
In any of the above technical solutions, further, along the ship height direction, the front end of the first straight line section is located below the axis of the stern shaft, and the tail end of the second straight line section is located above the axis of the stern shaft;
the distance between the tail end of the first straight line segment, which is far away from the propeller, and the tail end of the second straight line segment, which is close to the propeller, and the end of the stern shaft is 0.011Lpp and 0.03Lpp respectively;
the included angle between the extending trend of the front end of the first straight line section and the ship length direction of the ship tail towards the ship head is 1.8 degrees; the included angle between the extension trend of the tail end of the second straight line section and the ship length direction of the ship tail towards the ship head is 23.2 degrees;
along the ship height direction, the distance between the front end of the first straight line section and the axis of the ship tail shaft is 0.006R, and the distance between the tail end of the second straight line section and the axis of the ship tail shaft is 0.173R;
the projection line segment of the root part of the marine energy-saving parallel wing intersected with the stern shaft extends along the ship width direction, and the maximum width of the projection line segment extending is 0.77R.
The application also provides a ship, which comprises the asymmetric energy-saving ship wing according to any one of the technical schemes, so that the ship has all the beneficial technical effects of the asymmetric energy-saving ship wing, and the description is omitted here.
Compared with the prior art, the beneficial effects of this application are:
the marine asymmetric energy-saving wing that this application provided sets up in the lateral part of stern axle, also add the marine asymmetric energy-saving wing that this application provided at the lateral part of stern axle promptly, can change the water flow direction that flows to the oar face of screw to increase the screw and rotate the produced thrust of in-process to the hull, and then realized in full navigational speed scope, improve the efficiency of paddle, and reach energy saving and emission reduction's purpose. In addition, the asymmetric energy-saving wing for the ship extends along the width direction of the ship, so that the ship can be conveniently positioned and assembled with the ship body, and the installation efficiency is improved.
The application also provides a ship, which mainly comprises the asymmetric energy-saving wing for the ship, and can achieve the purposes of energy conservation and emission reduction.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic structural view of a first marine asymmetric energy saving wing according to an embodiment of the present disclosure;
FIG. 2 is a perspective view of a first marine asymmetrical energy saving wing according to an embodiment of the present disclosure;
FIG. 3 is another perspective view of a first marine asymmetrical energy saving wing according to an embodiment of the present disclosure along a width direction;
FIG. 4 is a schematic illustration of a propeller thrust obtained by simulation of a ship comprising a first marine asymmetric energy saving wing provided in accordance with an embodiment of the present application;
fig. 5 is a schematic structural view of a second marine asymmetric energy-saving wing according to a second embodiment of the present disclosure;
FIG. 6 is a perspective view of a second marine asymmetrical energy saving wing according to the second embodiment of the present disclosure;
FIG. 7 is another perspective view of a second marine asymmetrical energy saving wing according to the second embodiment of the present disclosure along the width direction;
FIG. 8 is a perspective view of a second marine asymmetrical energy saving wing according to the second embodiment of the present disclosure;
FIG. 9 is a schematic view of a propeller thrust obtained by simulation of a boat including a second marine asymmetric energy saving wing provided in embodiment II of the present application;
FIG. 10 is a schematic view of a stern shaft portion of a ship provided in accordance with a third embodiment of the present application;
fig. 11 is a schematic view of a propeller thrust obtained by simulating a ship according to the third embodiment of the present application.
Reference numerals:
1-a first marine asymmetric energy-saving wing, 11-a total straight line section, 2-a second marine asymmetric energy-saving wing, 21-a first straight line section, 22-a first arc line section, 23-a second straight line section and 3-a ship tail shaft.
Detailed Description
The following description of the embodiments of the present application will be made apparent and fully in view of the accompanying drawings, in which some, but not all embodiments of the invention are shown.
The components of the embodiments of the present application, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present application, as provided in the accompanying drawings, is not intended to limit the scope of the application, as claimed, but is merely representative of selected embodiments of the application.
All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
In the description of the present application, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of description of the present application and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art in a specific context.
A marine asymmetric energy saving wing and a ship according to some embodiments of the present application are described below with reference to fig. 1 to 11.
Example 1
Referring to fig. 1, in order to distinguish the asymmetric energy-saving wing for a ship from the asymmetric energy-saving wing for a ship according to the second embodiment, the asymmetric energy-saving wing for a ship is now named as a first asymmetric energy-saving wing for a ship, the ship comprises a stern shaft 3 and a propeller, the propeller is rotatably arranged at the end of the stern shaft 3, the first asymmetric energy-saving wing for a ship 1 is arranged at the side of the stern shaft 3, the first asymmetric energy-saving wing for a ship 1 extends along the width direction, and the first asymmetric energy-saving wing for a ship 1 is used for changing the water flow direction of the propeller surface to increase the thrust generated on the ship body in the rotation process of the propeller.
Based on the above-described structure, the side portion of the stern shaft 3 is additionally provided with the first asymmetric energy-saving wing 1, so that the water flow direction of the propeller surface can be changed, and the thrust generated by the propeller on the hull in the rotation process of the propeller is increased, so that the efficiency of the propeller is improved in the full navigational speed range, and the purposes of energy conservation and emission reduction are achieved.
In addition, the first marine asymmetric energy-saving wing 1 extends along the ship width direction, so that the ship is convenient to position and assemble with the ship body, and the installation efficiency is improved.
In this embodiment, preferably, as shown in fig. 2 and 3, along the direction of the stern towards the bow, the first asymmetric energy-saving wing 1 for the ship is disposed on one side of the stern shaft 3 corresponding to the rotation of the propeller from bottom to top, and the projection line segment of the root of the first asymmetric energy-saving wing 1 intersecting with the stern shaft 3 is a straight line segment, that is, the aforementioned general straight line segment 11, that is, the better rectifying function is achieved, and the first asymmetric energy-saving wing 1 with the above structure can rectify the water flow flowing into the propeller surface of the propeller, thereby improving the efficiency of the propeller and improving the propulsion force.
In this embodiment, preferably, as shown in fig. 2, 3 and 8, the distances between the front end of the overall straight line segment 11, which is far from the propeller, and the tail end, which is near to the propeller, and the end of the stern shaft 3, that is, L1-1 and L1-2, are each (0.005 Lpp-0.05 Lpp) in the ship's length direction;
the included angle A1 between the total straight line segment 11 and the ship length direction is within the range of (0±75°), wherein positive represents that the extending trend extends towards the direction above the X axis, negative represents that the extending trend extends towards the direction below the X axis, and the angle value represents the included angle between the straight line where the extending direction is located and the straight line where the X axis is located, and note that the extending trend is judged based on the direction from the ship head to the ship tail;
along the ship height direction, the distances between the front end and the rear end of the total straight line section 11 and the axis of the stern shaft 3, namely B1-1 and B1-2, are (0-1.2R);
the projection line segment of the root part of the marine energy-saving parallel wing intersected with the stern shaft 3 extends along the ship width direction, and the maximum width Y1 of the extension is (0.2R-1.2R);
wherein Lpp is the vertical line length of the ship, and R is the radius of the propeller.
Based on this series of parameters, preferably along the ship's height direction, the overall straight section 11 is located below the axis of the stern shaft 3;
along the ship's length direction, the distances L1-1 and L1-2 between the front end of the total straight line segment 11, which is far from the propeller, and the end, which is near to the propeller, and the end of the stern shaft 3 are 0.0136Lpp and 0.019Lpp, respectively;
the included angle A1 between the total straight line section 11 and the ship length direction is 13.2 degrees;
along the ship height direction, the distances B1-1 and B1-2 between the front end and the rear end of the total straight line section 11 and the axis of the stern shaft 3 are respectively 0.3R and 0.023R;
the projection line segment of the root part of the marine energy-saving parallel wing intersected with the stern shaft 3 extends along the ship width direction, and the maximum width Y1 of the extension is 0.77R.
In combination with the above detailed data, preferably, the total straight line segment 11 is taken as the X axis of the first local coordinate system, and the marine energy-saving parallel wing with the above parameters can be set in a certain range relative to the X axis of the first local coordinate system, so as to meet different requirements, and the adaptability is higher.
The second marine asymmetrical energy saving wing 2 with the above detailed parameters is provided on the left side of the stern shaft 3, seen in the stern direction towards the bow, scaled equally for this assembly structure, modeled reasonably and simulated computational fluid dynamics (CFD, computational Fluid Dynamics), in particular as follows:
(1) The model comprises a ship body, rudder blades, a propeller and a first marine asymmetric energy-saving wing 1, wherein the central line of the rudder blades extending along the height direction is taken as a z-axis, and the z-direction, namely the ship height direction, is positive from bottom to top; taking the ship length as an x-axis, and taking the direction from the stern to the bow as positive; taking the ship width as a y axis;
(2) The propeller adopts a sliding grid to simulate the real rotation of the whole blade.
(3) The simulated working condition is that the ship has a draft of 13.5 meters and a navigational speed of 15knot, namely the sea/hour. And (5) performing model scale simulation by adopting a certain scale ratio.
After simulation, a schematic thrust of the propeller is obtained, and the line a1 in fig. 4 is an average value of the thrust of the propeller.
It can be seen that, under the same rotation speed (7.55 rpm), the propeller thrust is increased from 43.5N to 43.8N under the action of the first marine asymmetric energy-saving wing 1, so that the rotation speed of the propeller can be reduced and the torque can be reduced under the same thrust requirement, thereby achieving the effect of reducing the power.
Example two
Referring to fig. 5, a second embodiment of the present application also provides a marine energy-saving parallel wing, which is now named as a second marine asymmetric energy-saving wing 2 for facilitating the distinction from the marine asymmetric energy-saving wing of the first embodiment, and is applied to a ship, wherein the ship comprises a stern shaft 3 and a propeller, and the propeller is disposed at an end of the stern shaft 3 and is rotatably connected with an end of the stern shaft 3;
and preferably, as shown in fig. 6 and 7, the second marine asymmetrical energy saving wing 2 is provided on one side of the stern shaft 3 where the blade corresponding to the propeller rotates from top to bottom along the stern toward the bow, and a line segment of the root of the second marine asymmetrical energy saving wing 2 intersecting the stern shaft 3 is a curved line segment.
Further, preferably, as shown in fig. 6 and 7, the curved line section of the root of the second asymmetric energy saving wing 2 for the ship, which intersects with the stern shaft 3, includes a first straight line section 21, a first curved line section 22, and a second straight line section 23, and the second straight line section 23 is connected with the first straight line section 21 in a smooth transition through the first curved line section 22;
the first straight line segment 21 is disposed away from the propeller, and the first straight line segment 21 extends in the ship length direction; the second straight-line segment 23 is disposed close to the propeller, and a tangential direction of the second straight-line segment 23 extends toward a preset region of the propeller.
According to the above-described structure, the second marine asymmetric energy-saving wing 2 having the above-described structure can rectify the water flow flowing to the propeller surface of the propeller, thereby improving the efficiency of the propeller and the propulsive force.
In this embodiment, preferably, as shown in fig. 6 to 8, the distances L2-1 and L2-2 between the front end of the first straight line segment 21, which is far from the propeller, and the end of the second straight line segment 23, which is near to the propeller, and the stern shaft 3 are each (0.005 Lpp-0.05 Lpp);
an angle A2-1 between the extending trend of the front end of the first straight line segment 21 and the ship length direction of the ship tail towards the ship head is within the range of (0+/-75 °; the angle A2-2 between the extension trend of the tail end of the second straight line segment 23 and the ship length direction of the ship tail towards the ship head is within the range of (0±75°), and attention is paid to: the positive value here represents that the extending trend extends towards the direction above the X axis, the negative value here represents that the extending trend extends towards the direction below the X axis, the angle value represents the included angle between the straight line where the extending direction is located and the straight line where the X axis is located, and the direction from the bow to the stern is taken as a reference when judging the extending trend;
along the ship height direction, the distance B2-1 between the front end of the first straight line segment 21 and the axis of the stern shaft 3 is (0-1.2R), and the distance B2-2 between the tail end of the second straight line segment 23 and the axis of the stern shaft 3 is (0-1.2R);
the projection line segment of the root part of the marine energy-saving parallel wing intersected with the stern shaft 3 extends along the ship width direction, and the maximum width Y2 of the extension is (0.2R-1.2R);
wherein Lpp is the vertical line length of the ship, and R is the radius of the propeller.
Based on the aforementioned parameter ranges, preferably, along the ship's height direction, the front end of the first straight line segment 21 is located below the axis of the stern shaft 3, and the rear end of the second straight line segment 23 is located above the axis of the stern shaft 3;
the distances L2-1 and L2-2 between the front end of the first straight line segment 21, which is far from the propeller, and the end of the second straight line segment 23, which is near to the propeller, and the stern shaft 3 are 0.011Lpp and 0.03Lpp, respectively;
the included angle A2-1 between the extending trend of the front end of the first straight line segment 21 and the ship length direction of the ship tail towards the ship head is 1.8 degrees; the included angle A2-2 between the extension trend of the tail end of the second straight line segment 23 and the ship length direction of the ship tail towards the ship head is 23.2 degrees;
along the ship height direction, the distance B2-1 between the front end of the first straight line segment 21 and the axis of the stern shaft 3 is 0.006R, and the distance B2-2 between the tail end of the second straight line segment 23 and the axis of the stern shaft 3 is 0.173R;
the projection line segment of the root part of the marine energy-saving parallel wing intersected with the stern shaft 3 extends along the ship width direction, and the maximum width Y2 of the extension is 0.77R.
In combination with the above detailed data, preferably, the total straight line segment 11 is taken as the X axis of the first local coordinate system, and the marine energy-saving parallel wing with the above parameters can be set in a certain range relative to the X axis of the first local coordinate system, so as to meet different requirements, and the adaptability is higher.
The second marine asymmetrical energy saving wing 2 with the above detailed parameters is provided on the left side of the stern shaft 3, seen in the stern direction towards the bow, scaled equally for this assembly structure, modeled reasonably and simulated computational fluid dynamics (CFD, computational Fluid Dynamics), in particular as follows:
(1) The model comprises a ship body, rudder blades, a propeller and a second marine asymmetric energy-saving wing 2, wherein the central line of the rudder blades extending along the height direction is taken as a z-axis, and the z-direction, namely the ship height direction, is positive from bottom to top; taking the ship length as an x-axis, and taking the direction from the stern to the bow as positive; taking the ship width as a y axis;
(2) The propeller adopts a sliding grid to simulate the real rotation of the whole blade.
(3) The simulated working condition is that the ship has a draft of 13.5 meters and a navigational speed of 15knot, namely the sea/hour. And (5) performing model scale simulation by adopting a certain scale ratio.
After simulation, a schematic thrust of the propeller is obtained, and the line a2 in fig. 9 is an average value of the thrust of the propeller.
It can be seen that, under the same rotation speed (7.55 rpm), the propeller thrust is increased from 43.5N to 44.7N under the action of the second marine asymmetric energy-saving wing 2, so that the rotation speed of the propeller can be reduced and the torque can be reduced under the same thrust requirement, thereby achieving the effect of reducing the power.
Example III
Referring to fig. 10, a third embodiment of the present application further provides a ship, which includes the asymmetric energy-saving wing for a ship according to the first embodiment and the second embodiment, so that all the beneficial technical effects of the asymmetric energy-saving wing for a ship according to the first embodiment and the second embodiment are provided, and the same technical features and beneficial effects are not repeated.
In this embodiment, preferably, as shown in fig. 1 to 3, along the direction of the stern toward the bow, the first marine asymmetric energy saving wing 1 is disposed on the side of the stern shaft 3 corresponding to the rotation of the propeller blade from bottom to top, and the projected line segment where the root of the first marine asymmetric energy saving wing 1 intersects with the stern shaft 3 is a straight line segment, that is, the aforementioned general straight line segment 11;
along the ship height direction, the general straight line section 11 is positioned below the axis of the ship tail shaft 3;
along the ship's length direction, the distances L1-1 and L1-2 between the front end of the total straight line segment 11, which is far from the propeller, and the end, which is near to the propeller, and the end of the stern shaft 3 are 0.0136Lpp and 0.019Lpp, respectively;
the included angle A1 between the total straight line section 11 and the ship length direction is 13.2 degrees;
along the ship height direction, the distances B1-1 and B1-2 between the front end and the rear end of the total straight line section 11 and the axis of the stern shaft 3 are respectively 0.3R and 0.023R;
the projection line segment of the root part of the ship energy-saving parallel wing intersected with the stern shaft 3 extends along the ship width direction, and the maximum width Y1 of the projection line segment is 0.77R, wherein Lpp is the length of the ship's vertical line, and R is the radius of the propeller.
In this embodiment, preferably, as shown in fig. 1 to 3, the second marine asymmetric energy saving wing 2 is provided on one side of the stern shaft 3 corresponding to the rotation of the propeller from top to bottom along the stern toward the bow, and the line segment of the root where the second marine asymmetric energy saving wing 2 intersects with the stern shaft 3 is a curved line segment;
along the ship height direction, the front end of the first straight line segment 21 is positioned below the axis of the ship tail shaft 3, and the tail end of the second straight line segment 23 is positioned above the axis of the ship tail shaft 3;
the distances L2-1 and L2-2 between the front end of the first straight line segment 21, which is far from the propeller, and the end of the second straight line segment 23, which is near to the propeller, and the stern shaft 3 are 0.011Lpp and 0.03Lpp, respectively;
the included angle A2-1 between the extending trend of the front end of the first straight line segment 21 and the ship length direction of the ship tail towards the ship head is 1.8 degrees; the included angle A2-2 between the extension trend of the tail end of the second straight line segment 23 and the ship length direction of the ship tail towards the ship head is 23.2 degrees;
along the ship height direction, the distance B2-1 between the front end of the first straight line segment 21 and the axis of the stern shaft 3 is 0.006R, and the distance B2-2 between the tail end of the second straight line segment 23 and the axis of the stern shaft 3 is 0.173R;
the projection line segment of the root part of the ship energy-saving parallel wing intersected with the stern shaft 3 extends along the ship width direction, and the maximum width Y2 of the projection line segment is 0.77R, wherein Lpp is the length of the ship's vertical line, and R is the radius of the propeller.
Scaling is performed based on the above detailed structure, a reasonable model is built and computational fluid dynamics simulation (CFD, computational Fluid Dynamics) is performed, specifically as follows:
(1) The model comprises a ship body, rudder blades, a propeller, a first marine asymmetric energy-saving wing 1 and a second marine asymmetric energy-saving wing 2, wherein the central line of the rudder blades extending along the height direction is taken as a z-axis, and the z-direction is the direction of the ship height and is positive from bottom to top; taking the ship length as an x-axis, and taking the direction from the stern to the bow as positive; taking the ship width as a y axis;
(2) The propeller adopts a sliding grid to simulate the real rotation of the whole blade.
(3) The simulated working condition is that the ship has a draft of 13.5 meters and a navigational speed of 15knot, namely the sea/hour. And (5) performing model scale simulation by adopting a certain scale ratio.
After simulation, a schematic thrust of the propeller is obtained, and the line a3 in fig. 11 is an average value of the thrust of the propeller.
It can be seen that, under the same rotation speed (the rotation speed is 7.55 rpm), the propeller thrust is increased from 43.5N to 44.9N by the action of the first marine asymmetric energy-saving wing 1 and the second marine asymmetric energy-saving wing 2, so that the rotation speed of the propeller can be reduced and the torque can be reduced under the same thrust requirement, thereby achieving the effect of reducing the power.
Note that: the ship provided in this embodiment is not limited to include the first marine asymmetrical energy saving wing 1 and the second marine asymmetrical energy saving wing 2, but may have only the first marine asymmetrical energy saving wing 1 or only the second marine asymmetrical energy saving wing 2, and the structure and simulation results shown in the first and second embodiments may be referred to.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims (2)

1. The marine asymmetric energy-saving wing is applied to a ship, the ship comprises a ship tail shaft and a propeller, and the propeller is rotatably arranged at the end part of the ship tail shaft, and is characterized in that the marine asymmetric energy-saving wing is arranged at the side part of the ship tail shaft and extends along the ship width direction, and the marine asymmetric energy-saving wing is used for changing the water flow direction of a propeller surface flowing to the propeller so as to increase the thrust generated on the ship body in the rotating process of the propeller;
along the direction of the stern towards the bow, the marine asymmetric energy-saving wing is arranged on one side of the stern shaft, which corresponds to the blade of the propeller, and the line segment of the root part of the marine asymmetric energy-saving wing intersected with the stern shaft is a curve segment;
the root of the asymmetric energy-saving wing for the ship is intersected with the stern shaft to form a curve section which comprises a first straight line section, a first arc line section and a second straight line section, and the second straight line section is in smooth transition connection with the first straight line section through the first arc line section;
the first straight line section is far away from the propeller, and extends along the ship length direction; the second straight line segment is arranged close to the propeller, and the tangential direction of the second straight line segment extends towards a preset area of the propeller;
the distance between the tail end of the first straight line segment, which is far away from the propeller, and the tail end of the second straight line segment, which is close to the propeller, and the end of the stern shaft is 0.005Lpp-0.05Lpp;
the included angle between the extending trend of the front end of the first straight line section and the ship length direction of the ship tail towards the ship head is within the range of 0+/-75 degrees; an included angle between the extension trend of the tail end of the second straight line section and the ship length direction of the ship tail towards the ship head is within the range of 0+/-75 degrees;
along the ship height direction, the distance between the front end of the first straight line section and the axis of the ship tail shaft is 0-1.2R, and the distance between the tail end of the second straight line section and the axis of the ship tail shaft is 0-1.2R;
the projection line segment of the root part of the marine energy-saving parallel wing intersected with the stern shaft extends along the ship width direction, and the maximum width of the projection line segment is 0.2R-1.2R;
wherein Lpp is the vertical line length of the ship, R is the radius of the propeller;
along the ship height direction, the front end of the first straight line section is positioned below the axis of the stern shaft, and the tail end of the second straight line section is positioned above the axis of the stern shaft;
the distance between the tail end of the first straight line segment, which is far away from the propeller, and the tail end of the second straight line segment, which is close to the propeller, and the end of the stern shaft is 0.011Lpp and 0.03Lpp respectively;
the included angle between the extending trend of the front end of the first straight line section and the ship length direction of the ship tail towards the ship head is 1.8 degrees; the included angle between the extension trend of the tail end of the second straight line section and the ship length direction of the ship tail towards the ship head is 23.2 degrees;
along the ship height direction, the distance between the front end of the first straight line section and the axis of the ship tail shaft is 0.006R, and the distance between the tail end of the second straight line section and the axis of the ship tail shaft is 0.173R;
the projection line segment of the root part of the marine energy-saving parallel wing intersected with the stern shaft extends along the ship width direction, and the maximum width of the projection line segment extending is 0.77R.
2. A ship comprising the marine asymmetric energy saving wing of claim 1.
CN202210836937.7A 2022-07-15 2022-07-15 Marine asymmetric energy-saving wing and ship Active CN115042910B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210836937.7A CN115042910B (en) 2022-07-15 2022-07-15 Marine asymmetric energy-saving wing and ship

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210836937.7A CN115042910B (en) 2022-07-15 2022-07-15 Marine asymmetric energy-saving wing and ship

Publications (2)

Publication Number Publication Date
CN115042910A CN115042910A (en) 2022-09-13
CN115042910B true CN115042910B (en) 2024-04-16

Family

ID=83167904

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202210836937.7A Active CN115042910B (en) 2022-07-15 2022-07-15 Marine asymmetric energy-saving wing and ship

Country Status (1)

Country Link
CN (1) CN115042910B (en)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012086729A (en) * 2010-10-21 2012-05-10 Shin Kurushima Dockyard Co Ltd Stern fin
CN104015870A (en) * 2014-06-16 2014-09-03 石狮市宏泰船舶修造有限公司 Energy-saving fishing boat hull
CN105270590A (en) * 2014-06-17 2016-01-27 三井造船株式会社 Stern deflector plate and Ship
KR20170051268A (en) * 2015-11-02 2017-05-11 미쯔이 죠센 가부시키가이샤 Stern plate construction and ship
JP2018062329A (en) * 2016-10-13 2018-04-19 山川造船鉄工株式会社 Rudder apparatus for stern fin equipped vessel

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012086729A (en) * 2010-10-21 2012-05-10 Shin Kurushima Dockyard Co Ltd Stern fin
CN104015870A (en) * 2014-06-16 2014-09-03 石狮市宏泰船舶修造有限公司 Energy-saving fishing boat hull
CN105270590A (en) * 2014-06-17 2016-01-27 三井造船株式会社 Stern deflector plate and Ship
KR20170051268A (en) * 2015-11-02 2017-05-11 미쯔이 죠센 가부시키가이샤 Stern plate construction and ship
CN107054599A (en) * 2015-11-02 2017-08-18 三井造船株式会社 Stern rectification construction and ship
JP2018062329A (en) * 2016-10-13 2018-04-19 山川造船鉄工株式会社 Rudder apparatus for stern fin equipped vessel

Also Published As

Publication number Publication date
CN115042910A (en) 2022-09-13

Similar Documents

Publication Publication Date Title
US8115329B2 (en) Water turbine with bi-symmetric airfoil
CN111409812A (en) Rotatable rudder with bulge front edge for ship
JPS5830896A (en) Reaction rudder without discontinuous part
JP2016193625A (en) Marine vessel
JP2013006598A (en) Side rudder of ship
CN110116781A (en) A kind of energy saving hydrofoil for modest type stern ship
CN115042910B (en) Marine asymmetric energy-saving wing and ship
CN102712353A (en) Thruster with duct attached and vessel comprising same
JP3477564B2 (en) Bilge vortex energy recovery system for ships
JP5558048B2 (en) Marine composite energy-saving propulsion device and single-axle-two-steer ship
CN105947160A (en) Propeller for reducing stress at positions of blade roots and decreasing tip vortexes
CN216611566U (en) Leading economizer of screw
KR20130125628A (en) Appendage of fan shape duct for improving stern flow of ship
CN115123446B (en) Marine energy-saving parallel wing and ship
JP6026161B2 (en) Ship
JP4363789B2 (en) High lift rudder for ships
JP2002178993A (en) Rudder for ship
WO1993024360A1 (en) A propeller having optimum efficiency in forward and rearward navigation
CN210212732U (en) Energy-saving leading rotatory stator
JP4363795B2 (en) High lift twin rudder system for ships
JP2013132937A (en) Ship
CN212290292U (en) Rotatable rudder with bulge front edge for ship
JP2002178991A (en) High lift rudder for ship
JP3916404B2 (en) propeller
CN215944853U (en) Novel ship double-rudder device

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant