CN219524214U - Energy-saving guide wheel and ship - Google Patents
Energy-saving guide wheel and ship Download PDFInfo
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- CN219524214U CN219524214U CN202320242031.2U CN202320242031U CN219524214U CN 219524214 U CN219524214 U CN 219524214U CN 202320242031 U CN202320242031 U CN 202320242031U CN 219524214 U CN219524214 U CN 219524214U
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- 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
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Abstract
The utility model discloses an energy-saving guide wheel and a ship. The energy-saving guide wheel comprises a semi-guide pipe and a plurality of stator blades; the root of the stator blade is fixedly connected with the stern of the ship body; the tips of the stator blades are fixedly connected with the inner wall of the semi-guide pipe; the stator blades comprise a first stator blade, a second stator blade, a third stator blade and a fourth stator blade; the first stator blade, the second stator blade and the third stator blade are positioned on the port side of the stern of the ship body; the fourth stator blade is positioned on the starboard side of the stern of the ship body; the chord length of the semi-conductor tube is smaller than the chord length of the stator blade. Aiming at the ship with smaller wake, the embodiment of the utility model arranges the energy-saving guide wheel formed by the semi-guide pipe and the stator blades in the wake transverse vortex area, and can reduce the resistance of the energy-saving guide wheel and increase the pre-rotation effect of the propeller inlet flow by shortening the chord length of the semi-guide pipe, thereby improving the propulsion efficiency of the propeller.
Description
Technical Field
The utility model relates to the technical field of ship hydrodynamic energy conservation, in particular to an energy-saving guide wheel and a ship.
Background
In the current ship industry, the requirements of ships on oil consumption are increasingly strict, the ship emission is increasingly required to be low-carbon and environment-friendly, and more new and improved ships improve the propulsion efficiency of ship propellers by installing energy-saving guide wheels at the stern of a ship body and in front of the propellers.
The patent document (CN 103342162B) has obvious energy-saving effect on the ship with larger accompanying flow, but has limited energy-saving effect on the ship with smaller accompanying flow.
Disclosure of Invention
The utility model provides an energy-saving guide wheel and a ship, which can reduce the chord length of a semi-guide pipe, reduce the wet surface area of the energy-saving guide wheel and reduce the self resistance of an energy-saving device, thereby improving the propulsion efficiency of the ship.
In a first aspect, an embodiment of the present utility model provides an energy-saving guide wheel, including: a half duct and a plurality of stator vanes; the root of the stator blade is fixedly connected with the stern of the ship body; the tips of the stator blades are fixedly connected with the inner wall of the semi-guide pipe; the stator blades comprise a first stator blade, a second stator blade, a third stator blade and a fourth stator blade; the first stator blade, the second stator blade and the third stator blade are positioned on the port side of the stern of the ship body; the fourth stator blade is positioned on the starboard side of the stern of the ship body;
the chord length of the semi-conductor tube is smaller than the chord length of the stator blade.
Optionally, the radius angle corresponding to the semi-conduit ranges from 70 ° to 130 °.
Alternatively, the chord length of the half duct is 0.2 to 0.7 times the chord length of the stator blade.
Optionally, the first stator blade and the hull stern have a mid-longitudinal section included angle in the range 60 ° to 85 °.
Optionally, the second stator blade forms an included angle with the midsection of the stern of the hull in the range of 30 ° to 60 °.
Optionally, the included angle between the third stator blade and the middle longitudinal section of the stern of the hull is in the range of 0-30 degrees.
Optionally, the included angle between the fourth stator blade and the middle longitudinal section of the stern of the hull is in the range of 0-30 degrees.
Optionally, the center of the semi-conduit is located on the port side above the paddle shaft.
In a second aspect, an embodiment of the present utility model provides a vessel including an energy efficient guide wheel according to any of the embodiments described above.
The energy-saving guide wheel provided by the embodiment of the utility model comprises a semi-guide pipe and stator blades, wherein the stator blades comprise a first stator blade, a second stator blade, a third stator blade and a fourth stator blade; the first stator blade, the second stator blade and the third stator blade are arranged on the port side of the stern of the ship body, and the fourth stator blade is arranged on the starboard side of the stern of the ship body, so that the tangential speed direction of the stern of the ship body can be changed, the forward flow pre-rotation of the propeller is increased, the self efficiency of the propeller is improved, and the wake loss of the ship is reduced; the chord length of the semi-guide pipe is smaller than that of the stator blade, so that the wet surface area of the energy-saving device can be reduced, and the self resistance of the energy-saving device is reduced; through setting up stator blade's root and hull stern fixed connection, stator blade's tip and the inner wall fixed connection of half pipe can increase stator blade intensity, reduces stator blade vibration, promotes the structural reliability of energy-conserving guide pulley.
It should be understood that the description in this section is not intended to identify key or critical features of the embodiments of the utility model or to delineate the scope of the utility model. Other features of the present utility model will become apparent from the description that follows.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present utility model, 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 an energy-saving guide wheel according to an embodiment of the present utility model;
fig. 2 is a front view of an energy-saving guide wheel provided in fig. 1 according to the present utility model.
Detailed Description
In order that those skilled in the art will better understand the present utility model, a technical solution in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present utility model, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present utility model without making any inventive effort, shall fall within the scope of the present utility model.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present utility model and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the utility model described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Fig. 1 is a schematic structural diagram of an energy-saving guide wheel provided by an embodiment of the present utility model, where the embodiment is applicable to a situation of energy saving in front of a ship propeller with smaller accompanying flow.
As shown in fig. 1, the energy-saving guide wheel includes: a half duct 10 and a plurality of stator blades 20; the root of the stator blade is fixedly connected with the stern 30 of the ship body; the tips of the stator blades 20 are fixedly connected with the inner wall of the half duct 10; stator vane 20 includes a first stator vane 201, a second stator vane 202, a third stator vane 203, and a fourth stator vane 204; the first stator blade 201, the second stator blade 202 and the third stator blade 203 are located on the port side of the stern 30 of the hull; the fourth stator blade 204 is located on the starboard side of the stern 30 of the hull; the chord length of the semi-conductor tube 10 is smaller than the chord length of the stator blade 20.
The energy-saving guide wheel is an energy-saving device developed by analyzing the working characteristics and stern flow field of the stern propeller, improves the propulsion efficiency of the propeller by improving the working environment of the propeller, and achieves the energy-saving purpose of reducing the received power of the propeller by recovering the flowing energy of the propeller. The energy-saving guide wheel can be made of various materials such as carbon structural steel. The specific dimensions of the guide wheels will vary from ship to ship, and should be confirmed and verified experimentally according to the corresponding ship. The energy-saving effect can reach 3 to 8 percent.
Firstly, the energy-saving guide wheel accelerates the water flow in front of the stern and the propeller, and the axial flow velocity tends to be uniform on the whole disk surface, so that the working condition of the propeller is changed, which is beneficial to improving the propulsion efficiency, reducing the exciting force and weakening the vibration of the ship body. And secondly, when the propeller works, the guide vanes are arranged in the energy-saving guide wheel to generate favorable pre-rotation flow, so that the rotation energy loss of the propeller stern flow is reduced. Finally, the stern flow separation is improved, additional positive thrust is generated, and the thrust deration is reduced.
Specifically, the energy-saving guide wheel is arranged at the stern of the ship body and positioned in front of the propeller. The semi-conduit 10 can play a role in homogenizing the wake field and increasing the flow of the propeller so as to enable more fluid to enter the surface of the propeller, thereby improving the propulsion efficiency of the propeller, and the longer the chord length of the semi-conduit 10, the better the effect of homogenizing the wake field and increasing the flow of the propeller. However, too long a chord length of the semi-conductor 10 increases the self-resistance of the energy-saving guide wheel. Therefore, by reducing the chord length of the semi-conduit 10, the wet surface of the energy-saving guide wheel is reduced, and the resistance of the semi-conduit 10 is reduced, so that the propulsion efficiency of the propeller is improved.
Stator blades 20 may pre-spin the propeller inflow, thereby reducing the propeller rotational energy loss. Specifically, the stator blades 20 can make the flow in front of the propeller rotate in the opposite direction to the rotation direction of the propeller, so that the loss of rotational energy in the running process of the propeller can be reduced, the required received power of the rear propeller of the ship at the same sailing speed is reduced, and the effects of saving energy and reducing emission are achieved.
The number of stator vanes 20 should not be too small nor too large, too small of stator vanes 20 would not produce enough pre-rotation, too much would tend to produce a cascade effect. The stator blades 20 are fan-shaped and are designed with different angles of attack, the distribution and angle of attack generally being determined by the hull and propeller. The lengths of the first stator vane 201, the second stator vane 202, the third stator vane 202 and the fourth stator vane 204 are all different, and are determined according to the geometry of the half duct 10 and the stern 30 of the hull. The semi-conductor pipe 10 chord length is smaller than any of the first stator vane 201, the second stator vane 202, the third stator vane 202, and the fourth stator vane 204 chord lengths.
The energy-saving guide wheel also comprises a connecting toggle plate, the front end of the connecting toggle plate is fixedly connected with the stern of the ship body, and the rear end of the connecting toggle plate is fixedly connected with the peripheral wall of the front end of the semi-guide pipe 10; the semi-conductor pipe 10 is fixedly connected with the stern 30 of the ship body through a connecting toggle plate. Before the connecting toggle plate is installed, the shape of the connecting toggle plate is designed according to the requirement that the yield strength of the energy-saving guide wheel meets the specification, the excitation frequency of the propeller and the natural frequency of the energy-saving guide wheel, wherein the excitation frequency of the propeller is F1, and the natural frequency of the energy-saving guide wheel is F2, and then F2 is less than 0.7F1 or F2 is more than 1.3F1. The connecting toggle plate can increase the strength of the energy-saving guide wheel and improve the structural reliability of the energy-saving guide wheel.
In the preferred embodiment, the strength of the energy-saving guide wheel is evaluated through finite element simulation calculation, finite element simulation is applied on the premise that the yield strength meets the specification requirement, and the natural frequency F2 is obtained through simulation calculation of the energy-saving guide wheel by combining a lansos method and a fluid boundary element method.
Further, in calculating the natural frequency, the calculation formula of the natural frequency:
k is related to the structural arrangement, the material specification and the connection form of the ship body of the energy-saving guide wheel; m is related to the structural material specification of the energy-saving guide wheel. Vibration factors affecting the energy-efficient guide wheel include: excitation frequency of the propeller and natural frequency of the energy-saving guide wheel. If the two frequencies are close, resonance destruction occurs, so that the two natural frequencies need to be staggered, and the resonance destruction does not occur by more than 30% of the stagger. In general, the excitation frequency of the propeller is unchanged, the staggered design can be carried out only by changing the natural frequency of the energy-saving guide wheel, and according to a calculation formula of the natural frequency, the natural frequency is related to a rigidity coefficient k and a weight m, and k is related to the structural arrangement, the material specification and the connection form of the energy-saving guide wheel and a ship body; m is related to the structural material specification of the energy-saving guide wheel. Firstly, verifying that the yield strength of the energy-saving guide wheel structure is met through calculation, and meeting the requirement of frequency staggering; the connection mode of the front guide wheels has little influence on the energy-saving effect. It is desirable to find suitable structural arrangements, material specifications, connection forms, and to achieve structural weight reduction. The energy-saving guide wheel and the connecting toggle plate form is designed, the energy-saving effect is improved, the intensity evaluation is carried out on the specification selection of the energy-saving guide wheel and the connecting toggle plate through finite element simulation calculation, the natural frequency is obtained through accurate simulation calculation on the energy-saving guide wheel and the outer connecting toggle plate on the premise of meeting the yield strength, and then the stagger value of the excitation frequency of the propeller is evaluated, so that resonance is avoided. Thereby obtaining proper structural arrangement and material specification of the energy-saving guide wheel.
The energy-saving guide wheel provided by the embodiment of the utility model comprises a semi-guide pipe and stator blades, wherein the stator blades comprise a first stator blade, a second stator blade, a third stator blade and a fourth stator blade; the first stator blade, the second stator blade and the third stator blade are arranged on the port side of the stern of the ship body, and the fourth stator blade is arranged on the starboard side of the stern of the ship body, so that the tangential speed direction of the stern of the ship body can be changed, the forward flow pre-rotation of the propeller is increased, the self efficiency of the propeller is improved, and the wake loss of the ship is reduced; the chord length of the semi-guide pipe is smaller than that of the stator blade, so that the wet surface area of the energy-saving device can be reduced, and the self resistance of the energy-saving device is reduced; through setting up stator blade's root and hull stern fixed connection, stator blade's tip and the inner wall fixed connection of half pipe can increase stator blade intensity, reduces stator blade vibration, promotes the structural reliability of energy-conserving guide pulley.
Fig. 2 is a front view of fig. 1, and this embodiment is based on the above embodiment, and as shown in fig. 2, alternatively, the radius angle of the semi-catheter 10 may be in the range of 70 ° to 130 °.
Alternatively, the chord length of the half duct 10 is 0.2 to 0.7 times the chord length of the stator blade 20.
Optionally, the first stator vane 201 forms an angle with the midsection of the stern of the hull in the range 60 ° to 85 °.
Optionally, the second stator vane 202 may have an included angle with the midsection of the stern of the hull in the range of 30 ° to 60 °.
Optionally, the third stator vane 203 has an included angle with the midsection of the stern of the hull in the range of 0 ° to 30 °.
Optionally, the fourth stator vane 204 may have an included angle with the midsection of the stern of the hull in the range of 0 ° to 30 °.
Optionally, the center of the semi-conductor pipe 10 is located on the port side above the paddle shaft.
Specifically, the stator blades 20 are circumferentially arranged with the center of the propeller shaft as the center of the circle, and the included angle A between the first stator blade 201 and the middle longitudinal section of the stern 30 of the ship body is in the range of 60-85 degrees; the included angle B between the second stator blade 202 and the middle longitudinal section of the stern 30 is 30-60 degrees; the included angle C between the third stator vane 203 and the middle longitudinal section of the stern 30 is 0-30 degrees; the included angle D between the fourth stator vane 204 and the middle longitudinal section of the stern 30 ranges from 0 ° to 30 °.
The embodiment of the utility model also provides a ship, which comprises the energy-saving guide wheel of any embodiment, and has the corresponding functional modules and beneficial effects of the energy-saving guide wheel.
The embodiment of the utility model also provides a design evaluation method of the energy-saving device, which comprises the following steps: the energy-saving device comprises a front guide vane, a front guide pipe, a combined device of the front guide vane and the guide pipe, a hub cap fin, a reaction rudder, a rudder ball, a rudder additional fin and the like, and the energy-saving device performance computational fluid dynamics (ComputationalFluid Dynamics, CFD) evaluation method can be divided into the following 2 types according to different types of the energy-saving device:
1) The energy-saving device integrally installed with the propeller, such as the propeller hub vortex eliminating fin, can be regarded as a part of the propeller, so that the energy-saving effect can be obtained by comparing the water-opening efficiency of the propeller with and without the propeller hub vortex eliminating fin during performance evaluation, and parameters are defined:
wherein: k (K) T0 ,K Q0 ,η 0 Respectively representing the thrust coefficient, the torque coefficient and the water-opening efficiency when the propeller is additionally provided with a conventional propeller cap; and K' T ,K' Q And eta' respectively represents the thrust coefficient, the torque coefficient and the water-opening efficiency when the vortex eliminating fin is additionally arranged on the propeller.
2) An energy saving device mounted on a ship body or rudder is regarded as a part of a ship appendage when evaluating energy saving effect thereof. Therefore, when the energy-saving effect is evaluated, the self-propulsion calculation of the ship is needed to be carried out under the same navigational speed and when the energy-saving device is not added, the hydrodynamic performance of the ship under 2 conditions is obtained, then the received power of the propeller is calculated based on the CFD value of the ship body, the rudder flattening and the propeller without the energy-saving device, and if the received power of the propeller after the energy-saving device is added under the same navigational speed is smaller than the prototype, the energy-saving device has the energy-saving effect. The main flow of CFD evaluation is as follows:
1) Calculating and analyzing the hull resistance and the flow field when the energy-saving device is not in use;
2) The self-propulsion performance of the ship with and without the energy-saving device is calculated and analyzed;
3) Under the designed navigational speed, a series of ship self-propulsion calculation is carried out by changing the rotating speed of the propeller, and a new balance point is obtained by comparing the ship resistance and the propeller thrust at different rotating speeds of the propeller, so that the ship resistance, the propeller hydrodynamic force and the propeller received power at the ship model self-propulsion point are obtained;
4) The energy saving effect of the energy saving device is obtained by comparing the power received by the propeller with and without the energy saving device.
The above embodiments do not limit the scope of the present utility model. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives are possible, depending on design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included in the scope of the present utility model.
Claims (9)
1. An energy-saving guide wheel, comprising: a half duct and a plurality of stator vanes;
the root of the stator blade is fixedly connected with the stern of the ship body; the tips of the stator blades are fixedly connected with the inner wall of the semi-guide pipe;
the stator vanes include a first stator vane, a second stator vane, a third stator vane, and a fourth stator vane; the first stator blade, the second stator blade and the third stator blade are positioned on the port side of the stern of the hull; the fourth stator blade is positioned on the starboard side of the stern of the ship body;
the chord length of the semi-conductor tube is smaller than the chord length of the stator blade.
2. The energy-saving guide wheel of claim 1, wherein the radius angle corresponding to the semi-guide tube ranges from 70 ° to 130 °.
3. The energy efficient guide wheel of claim 1, wherein the chord length of the semi-conduit is 0.2-0.7 times the chord length of the stator blade.
4. The energy efficient guide wheel of claim 1, wherein the first stator blade has an included angle with a mid-longitudinal section of the stern of the hull in the range of 60 ° to 85 °.
5. The energy efficient guide wheel of claim 1, wherein the second stator blade has an included angle with the midsection of the stern of the hull in the range of 30 ° to 60 °.
6. The energy efficient guide wheel of claim 1, wherein the third stator blade has an included angle with the midsection of the stern of the hull in the range of 0 ° to 30 °.
7. The energy efficient guide wheel of claim 1, wherein the fourth stator blade has an included angle with the midsection of the stern of the hull in the range of 0 ° to 30 °.
8. The energy-saving guide wheel of claim 1, wherein the center of the semi-conduit is located on the port side above the paddle shaft.
9. A marine vessel comprising an energy efficient guide wheel according to any one of claims 1-8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320242031.2U CN219524214U (en) | 2023-02-17 | 2023-02-17 | Energy-saving guide wheel and ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320242031.2U CN219524214U (en) | 2023-02-17 | 2023-02-17 | Energy-saving guide wheel and ship |
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| Publication Number | Publication Date |
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| CN219524214U true CN219524214U (en) | 2023-08-15 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202320242031.2U Active CN219524214U (en) | 2023-02-17 | 2023-02-17 | Energy-saving guide wheel and ship |
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| CN (1) | CN219524214U (en) |
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- 2023-02-17 CN CN202320242031.2U patent/CN219524214U/en active Active
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