CN212022939U

CN212022939U - Integrated energy-saving fin and propulsion device

Info

Publication number: CN212022939U
Application number: CN202020567246.8U
Authority: CN
Inventors: 陆晓娟; 邓天; 吴奕辰
Original assignee: Shanghai Aichuan Shipbuilding Technology Co Ltd
Current assignee: Shanghai Aichuan Shipbuilding Technology Co Ltd
Priority date: 2020-04-16
Filing date: 2020-04-16
Publication date: 2020-11-27
Anticipated expiration: 2030-04-16

Abstract

The utility model provides an energy-conserving fin of integral type and advancing device, including toper hub cap, the axle cross-section of toper hub cap is isosceles triangle, is close to be equipped with fin on the outer wall of the bottom surface of toper hub cap, toper hub cap with fin structure as an organic whole. The propulsion device comprises an integrated energy-saving fin and a trapezoidal rudder blade, the axial direction of the integrated energy-saving fin is horizontally arranged, the top edge of the rudder blade is close to the lower part of the ship, and the bottom edge of the rudder blade is positioned above the hub cap. The utility model designs the hub cap and the fins as an integral component, realizes the combination of two-step mounting process of the hub cap and the fins into one step, ensures the water flow at the rear end of the hub cap to be stable, has small energy loss and small vortex near the propeller, and improves the integral propulsion efficiency of the system; the propulsion device adopts the rudder blade with a trapezoidal structure, and most of the rudder blade is not in the turbulent flow of the propeller by matching with the integrated energy-saving fin and the rudder blade, so that the resistance of the rudder blade is reduced, the energy loss is small, and the propulsion efficiency is improved.

Description

Integrated energy-saving fin and propulsion device

Technical Field

The utility model relates to a dynamic performance field of boats and ships specifically relates to energy-conserving fin of integral type and advancing device.

Background

The ship resistance comprises viscous resistance, differential pressure resistance and wave making resistance, wherein the differential pressure resistance refers to the resistance caused by the pressure difference of an object and the environment in front and at the back, and comprises the following steps: when an object is pulled in water, the front water pressure of the object is higher than the rear water pressure, and resistance is generated in front and rear due to pressure difference.

Besides propeller parameters and forward flow of the propeller, another very important factor influencing the propulsion efficiency of the ship propeller is the size of vortex caused by the size of ship body flow near the propeller; the larger the vortex, the less efficient the propeller.

At present, the fixed propeller propulsion and steering device of a general ship is as follows: propeller, hub cap, rudder. As shown in fig. 4, it is characterized in that the center of the propeller and the center of the rudder blade are substantially in the same line, and the section of the rudder blade is in the shape of a drop or a wing. According to the traditional design mode, large vortex loss is formed behind the propeller, large pressure difference loss is generated behind the hub cap, the rudder blade is completely positioned in turbulent water flow behind the propeller, large pressure difference loss is formed behind the front part and the rear part of the rudder blade, and the three capacity losses are overlapped to cause that the propulsion efficiency is not high. For example: through search, the chinese patent with application number 86108092 discloses a combined energy-saving device for ship air guide sleeve thrust fin, which has an air guide sleeve, a rudder thrust fin, and an air guide sleeve behind a propeller hub and the rudder thrust fin form a combination. The thrust fins are arranged on two horizontal sides outside the air guide sleeve on the rudder, and correspond to the central line of the propeller shaft. The center of the propeller and the center of the rudder blade of the patent are basically on the same line, and the air guide sleeve and the rudder thrust fin are split, so that the installation is complex. It has also been found in the search that chinese patent application No. 201280036176.1 discloses a propeller hub cap comprising a plurality of fins provided at the periphery of a hub cap of a propeller for propelling a ship, wherein an end plate is formed at an end of each fin, the fins formed at the periphery of the hub cap have different heights at a leading edge and a trailing edge, and the end plates formed at the ends of the fins are formed locally at the ends of the fins. But such a structure is still relatively complex.

Another typical design is to add vortex-breaking fins after the propeller, which can reduce the above-mentioned vortex loss to some extent, but the improvement of the propulsion efficiency is very limited.

SUMMERY OF THE UTILITY MODEL

To the defect among the prior art, the utility model aims at providing an energy-conserving fin of integral type and advancing device can retrieve the swirl loss of part screw and reduce the resistance of rudder blade, improves propulsion efficiency.

According to the utility model discloses an aspect provides energy-conserving fin of integral type, including toper hub cap, the axle cross-section of toper hub cap is isosceles triangle, is close to be equipped with the fin on the outer wall of the bottom surface of toper hub cap, toper hub cap with fin structure as an organic whole.

Preferably, the bottom ends of the fins and the outer wall of the hub cap are prefabricated into a whole, and the outer edge of each fin is in a paddle shape.

Preferably, the bottom surface of the conical hub cap is used for connecting or locking a propeller, and the top end of the conical hub cap is a free end.

Preferably, the bottom surface of the conical hub cap is provided with a plurality of oil injection holes along the circumferential direction.

According to the utility model discloses a second aspect provides a propulsion unit, including rudder blade and the energy-conserving fin of above-mentioned integral type, rudder blade set up in the top of the energy-conserving fin of integral type's toper hub cap, the energy-conserving fin of integral type is followed the axial level setting of toper hub cap, just the energy-conserving fin of integral type with screw coaxial arrangement, screw center and rudder blade center are not in on a horizontal straight line.

Preferably, the rudder blade is trapezoidal, the width of the rudder blade is adapted to the axial length of the conical hub cap, the top edge of the rudder blade is close to the lower part of the ship, the bottom edge of the rudder blade is located above the conical hub cap, and the length of the top edge of the rudder blade is greater than that of the bottom edge of the rudder blade.

Preferably, the rudder blade is located above the top end of the conical hub cap which is axially and horizontally arranged, the propeller is installed at one end close to the bottom surface of the conical hub cap which is axially and horizontally arranged, the lower surface of the bottom edge of the rudder blade is an inclined surface, and the inclined surface is matched with the side surface of the conical hub cap.

Preferably, the rudder blade is thin plate-shaped.

Compared with the prior art, the utility model discloses at least one kind's beneficial effect as follows has:

the integrated energy-saving fin has a simple structure, the hub cap and the fin are designed into an integral component, the two-step mounting process of the hub cap and the fin is combined into one step, and compared with the traditional split structure of the hub cap and the fin, the mounting steps are simplified; and a group of fins are arranged on the outer wall of the hub cap with the conical structure, so that the integral structure can achieve a better flow guide effect, the component parts of the finned hub cap member in the prior art are simplified, the cost is reduced, and meanwhile, the installation is convenient. In the embodiment, the structure of the hub cap is improved, namely a semicircular structure in the prior art is abandoned, so that the integral structure of the hub cap is in a conical structure, the hub cap close to one end of the rudder blade forms the conical diversion cap, water flow at the end can be stable, formed pressure difference loss is small, and under the matching action of the conical diversion cap and the fins, the two ends of the integrated energy-saving fin simultaneously achieve the optimal diversion effect, vortex near the propeller is small, and the integral propulsion efficiency of the system is improved.

The utility model discloses above-mentioned advancing device sets up the rudder blade in the top of the energy-conserving fin of integral type, through the cooperation of the energy-conserving fin of integral type and rudder blade, enables the most not in the screw turbulent flow of rudder blade to reduce the resistance of rudder blade, made energy loss diminish, improved the whole propulsive efficiency of system. Furthermore, the rudder blade with the trapezoidal structure is adopted, so that the rudder blade forms a mounting structure with a large upper part and a small lower part, the area of the rudder blade in the turbulent flow of the propeller is reduced, and the resistance of the rudder blade can be further reduced.

Drawings

Other features, objects and advantages of the invention will become more apparent upon reading of the detailed description of non-limiting embodiments with reference to the following drawings:

fig. 1 is a cross-sectional view of an integrated energy saving fin according to a preferred embodiment of the present invention;

FIG. 2 is a rear view of the integrated economizer fin shown in FIG. 1;

FIG. 3 is a schematic view of a propulsion system according to a preferred embodiment of the present invention;

FIG. 4 is a schematic view of a propulsion device according to the prior art;

the scores in the figure are indicated as: 1 is a propeller, 2 is an integrated energy-saving fin, and 3 is a rudder blade;

20 is a conical hub cap, 21 is a fin, 22 is a fixing hole, and 23 is an oil filling hole.

Detailed Description

The present invention will be described in detail with reference to the following embodiments. The following examples will assist those skilled in the art in further understanding the present invention, but are not intended to limit the invention in any way. It should be noted that various changes and modifications can be made by one skilled in the art without departing from the spirit of the invention. These all belong to the protection scope of the present invention.

Referring to fig. 1, which is a cross-sectional view of an integrated energy-saving fin according to a preferred embodiment of the present invention, the integrated energy-saving fin includes a conical hub cap 20, an axial cross-section of the conical hub cap 20 is an isosceles triangle, a set of fins 21 is disposed on an outer wall of a bottom surface of the conical hub cap 20, and the conical hub cap 20 and the fins 21 are integrally cast; the top end of the conical hub cap 20 is a free end, and the bottom surface of the conical hub cap 20 is used for connecting or locking the propeller 1.

In the embodiment shown in FIG. 1, the conical hub cap 20 is generally conical in shape, with the outside surface of the conical hub cap 20 being a smooth surface. The axial cross section of the conical hub cap 20 is an isosceles triangle, wherein the vertex angle (the included angle corresponding to the axial cross section at the top end) of the isosceles triangle is an acute angle, and more preferably, the other two base angles (the included angle corresponding to the axial cross section at the bottom surface) of the isosceles triangle are also acute angles. Of course, other embodiments can be set according to actual situations. The smaller the vertex angle of the shaft section is, the conical flow guide is facilitated, and the formed pressure difference loss is small.

In the embodiment shown in fig. 1, the fins 21 may have only one group, for example, 4 fins, and the 4 fins may be centrally and symmetrically disposed on the outer wall of the conical hub cap 20, so that the overall structure can achieve a better flow guiding effect, simplify the components of the finned hub cap member in the prior art, reduce the cost, and facilitate the installation. The conical hub cap 20 is used as the main body structure of the integrated energy-saving fin, so that the integrated energy-saving fin is conical, and the formation of the guide fin in use is facilitated. Of course, the number of the fins 21 can be set according to actual conditions in other embodiments.

As a preferred embodiment, referring to fig. 1, the fin 21 has a sheet-like structure and is in the shape of a paddle. The fins 21 extend axially along the conical hub cap 20, and the bottom ends of the fins 21 are prefabricated as a whole with the outer wall of the conical hub cap 20. The outer profile of the fins 21 is arcuate, preferably elliptical as shown, to form a fin having a paddle shape. The arc-shaped sheet-shaped fins 21 are also beneficial to being matched with the conical hub cap 20 to achieve a better flow guiding effect.

In specific implementation, the conical hub cap 20 is coaxially installed with the propeller 1, the bottom surface of the conical hub cap 20 is connected or locked with the propeller 1, and the conical hub cap 20 can be connected with the propeller 1 by adopting a threaded connection or a bolt connection. Of course, other connection means are also possible. Because the integrated energy-saving fin 2 is coaxially arranged with the propeller 1 and rotates with the propeller 1 at the same angular speed, the guide fin is formed at the tail of the propeller 1, the vortex at the tail part of the propeller 1 can be eliminated, partial energy can be recycled, and the propulsion efficiency can be improved.

In the embodiment, the conical hub cap 20 and the fins are designed into a whole component, so that the two-step mounting process of the hub cap and the fins is combined into one step, and compared with the traditional split structure of the hub cap and the fins, the mounting steps are simplified.

In the embodiment, a semicircular structure in the prior art is abandoned, the conical hub cap 20 is adopted, the conical hub cap 20 close to one end of the rudder blade 3 forms the conical diversion cap, water flow at the end can be stable, formed pressure difference loss is small, and under the matching action of the conical diversion cap and the fins 21, the two ends of the integrated energy-saving fin 2 simultaneously achieve the optimal diversion effect, so that the vortex near the propeller 1 is small, and the overall propulsion efficiency of the system is improved. And only need set up a set of fin 21 on the outer wall of toper hub cap 20, this overall structure can reach better water conservancy diversion effect, has simplified the component part of prior art band fin hub cap component, and reduce cost is also convenient for install simultaneously.

As a preferred embodiment, referring to fig. 2, a fixing hole 22 for passing a bolt is formed at a side wall of a bottom surface of the cone hub cap 20. The fixing hole 22 is used for fixing and locking the cone hub cap 20 and the propeller 1 by bolts. The number of the fixing holes 22 may be plural, and the plural fixing holes 22 are preferably symmetrically arranged, and the specific number is determined according to the size and the integral required propelling force of the cone-shaped hub cap 20 and the propeller 1. In addition, a plurality of oil injection holes 23 are circumferentially arranged at the bottom surface (end portion) of the conical hub cap 20 for injecting oil for lubrication. The plurality of oil holes 23 are also preferably symmetrically arranged. Of course, an asymmetric arrangement is possible in other embodiments.

In another embodiment, referring to fig. 3, a schematic structural diagram of a propulsion device according to a preferred embodiment of the present invention includes a rudder blade 3 and an integral energy-saving fin 2, the integral energy-saving fin 2 is integrally tapered, the integral energy-saving fin 2 is horizontally disposed along an axial direction of a tapered hub cap 20 and is coaxially mounted with a propeller 1, and the rudder blade 3 is disposed above the tapered hub cap 20. It can be seen that the top and bottom surfaces of the conical hub cap 20 are horizontally disposed along the axis, i.e., the integral energy saving fin 2, which is generally conical in shape, is horizontally disposed. The center of the propeller 1 and the center of the rudder blade 3 are not on a horizontal straight line. The rudder blade 3 is matched with the conical hub cap 20, so that the lower part of the rudder blade 3 is positioned in turbulent water flow formed by the propeller 1, and the upper part of the rudder blade 3 is positioned in horizontal water flow at the stern, and the resistance of the rudder blade 3 is reduced, so that the energy loss of the rudder blade 3 is reduced, and the overall propulsion efficiency of the system is improved. The defect of low propulsion efficiency caused by great differential pressure loss formed at the rear part of the front part of the rudder blade 3 due to the fact that the rudder blade 3 is completely positioned in turbulent water flow behind the propeller 1 in the traditional structure is overcome.

In other partially preferred embodiments, the rudder blade 3 is a thin plate with sufficient strength. The thin plate is approximately trapezoidal in shape, the trapezoidal shape is large at the top and small at the bottom, the top edge (long edge) of the thin plate is close to the lower part of the ship, and the bottom edge (short edge) of the thin plate is positioned above the conical hub cap 20. And the width of the rudder blade 3 corresponds to the axial length of the conical hub cap 20. The rudder blade 3 adopts a trapezoidal structure with a large upper part and a small lower part, and the area of the upper part of the rudder blade 3 is larger than that of the conventional rudder blade 3, so that most of the structure of the rudder blade 3 is positioned in the ship bottom horizontal flow, the small part of the structure is positioned in the turbulent flow behind the propeller 1, the front-back pressure difference of the rudder blade 3 is small, and the resistance of the rudder blade 3 is reduced. The vortex flow near the propeller 1 is improved, and the efficiency of the propeller 1 can be further improved.

In other preferred embodiments, the lower edge of the rudder blade 3 is located above the conical hub cap 20, and as shown in fig. 3, the lower surface of the lower edge of the rudder blade 3 is located close to the top side of the conical hub cap 20 with a gap therebetween. Preferably, the lower surface of the bottom edge of the rudder blade 3 is an inclined surface, and the inclined surface is matched with the side surface of the conical hub cap 20, so that water flow is reasonably guided at the rudder blade 3, the formation of tail vortex of the guide cap is prevented, and the propulsion efficiency is improved.

In the drawings of the above embodiments, the same reference numerals are used for the same components or equivalent components, and terms such as "upper", "lower", "front", "rear", "left", "right", "large", "small", and the like used in the description are only referred to with respect to the drawings for convenience of describing the present invention.

All the drawings of the above embodiments are only for convenience of explanation of the technical contents of the present invention; the numbers, positions of the components, interrelationships between the components, and dimensions of the components used to construct the preferred embodiment do not limit the technical solution itself, but extend to the entire area covered by the technical field.

The foregoing description of the specific embodiments of the invention has been presented. It is to be understood that the present invention is not limited to the specific embodiments described above, and that various changes and modifications may be made by those skilled in the art within the scope of the appended claims without departing from the spirit of the invention. The features of the above-described embodiments and embodiments may be combined with each other without conflict.

Claims

1. An integrated energy-saving fin is characterized by comprising a conical hub cap, wherein the axial section of the conical hub cap is an isosceles triangle, fins are arranged on the outer wall close to the bottom surface of the conical hub cap, and the conical hub cap and the fins are of an integrated structure;

the bottom ends of the fins and the outer wall of the hub cap are prefabricated into a whole, and the outer edge of each fin is paddle-shaped.

2. The integrated energy saving fin according to claim 1, wherein the paddle shape is an elliptical arc.

3. The integrated energy saving fin as claimed in claim 1, wherein the bottom surface of the conical hub cap is used for connecting or locking a propeller, and the top end of the conical hub cap is a free end.

4. The integrated economizer fin of claim 3, wherein a side wall of the bottom surface of the conical hub cap is provided with a fixing hole for passing a bolt.

5. The integrated economizer fin of claim 1, wherein the bottom surface of the conical hub cap is provided with a plurality of oil injection holes along a circumferential direction.

6. A propulsion device comprising a rudder blade, characterized in that: the integrated energy saving fin of any one of claims 1 to 5, wherein the rudder blade is arranged above a conical hub cap of the integrated energy saving fin, the integrated energy saving fin is horizontally arranged along the axial direction of the conical hub cap, the integrated energy saving fin is coaxially arranged with a propeller, and the center of the propeller and the center of the rudder blade are not in a horizontal straight line.

7. A propulsion device according to claim 6, wherein: the rudder blade is trapezoidal, the width of the rudder blade is matched with the axial length of the conical hub cap, the top edge of the rudder blade is close to the lower part of a ship, the bottom edge of the rudder blade is located above the conical hub cap, and the length of the top edge of the rudder blade is greater than that of the bottom edge of the rudder blade.

8. A propulsion device according to claim 7, wherein: the rudder blade is positioned above the top end of the conical hub cap which is axially and horizontally arranged, the propeller is arranged at one end close to the bottom surface of the conical hub cap which is axially and horizontally arranged, the lower surface of the bottom edge of the rudder blade is an inclined surface, and the inclined surface is matched with the side surface of the conical hub cap.

9. A propulsion device according to any one of claims 6 to 8, characterised in that: the rudder blade is in a thin plate shape.