CN219821726U - Energy-saving guide pipe with built-in stator for arc ship - Google Patents

Abstract

The utility model relates to an energy-saving guide pipe for an arc-shaped ship with a built-in stator, which comprises a guide pipe (1), a first stator (2), a second stator (3) and a third stator (4), wherein the top ends of the first stator (2), the second stator (3) and the third stator (4) are positioned in the bottom end of the guide pipe (1), the bottom ends of the first stator (2), the second stator (3) and the third stator (4) are connected with a ship body, the first stator (2) is positioned between the second stator (3) and the third stator (4), and the first stator (2), the second stator (3) and the third stator (4) are uniformly distributed in a circumference. Compared with the prior art, the utility model consists of three stators with pre-rotation energy-saving effect and one symmetrical arc-shaped guide pipe, and is arranged on the surface of the ship body above the front tail shaft of the propeller, so that the flow field of the propeller can be effectively improved, the propulsion efficiency of the propeller is improved, and the cavitation corrosion risk of the propeller is reduced.

Description

Energy-saving guide pipe with built-in stator for arc ship

Technical Field

The utility model relates to the field of hydrodynamic energy conservation, in particular to an energy-saving guide pipe for an arc-shaped ship with a built-in stator.

Background

For the marine industry, further reductions in marine energy consumption are necessary under the combined action of the rapid rise in oil prices, and the increasingly stringent EEOI and EEDI requirements. However, the container ship and other transport ships usually propel with a single propeller, and the propulsion efficiency is improved by adopting a low-rotation speed, large-propeller disc and a high-power main engine, but obvious effects are not obtained. Therefore, various energy-saving accessory devices are developed in the industry to achieve the purposes of reducing energy consumption and improving the propulsion efficiency of the propeller.

Currently, the energy saving devices commonly used in the marine industry include additional energy saving devices, which in turn can be divided into two forms, front and rear, according to the installation location. The energy saving device installed in front of the propeller is called a pre-propeller additional energy saving device, such as a pre-rotation stator; the energy saving device with the installation position behind the propeller is a post-propeller energy saving device, such as a rudder-attached thrust fin and the like.

Along with the development of ship type optimization technology, the energy-saving effect of the accompanying flow compensation conduit on the new ship type is not obvious, but the front pre-rotation stator cannot meet the fatigue strength in the ship operation process, and in practical application, the front pre-rotation guide wheel has a certain optimization effect on the flow field around the propeller, but cannot obviously improve the propulsion efficiency of the propeller.

The energy-saving effect of the novel pre-oar energy-saving conduit is closely related to stern accompanying flow, so that the efficiency of the novel pre-oar energy-saving conduit in an open water environment is obviously different from that in an actual working environment. In addition to the special ship shape, there is usually a high wake area above the rotor disk or in a small radius. The propulsion efficiency is adversely affected by the presence of the high wake region, which also exacerbates the performance degradation of the propeller cavitation. In addition, under the action of the ship body, a cycle and a radial wake are formed in the flow field. Propeller performance may be affected by circumferential wake created in certain parts of the hull. In order to achieve the purpose of weakening a high wake area, circumferential wake distributed at corresponding positions should be regulated, an energy-saving guide pipe can be additionally arranged between a ship body and a propeller, and the guide pipe can promote the inflow of a propeller disc while reducing the high wake area. The pre-rotation and the diversion can be realized through the guide pipe stator, so that the influence of peripheral accompanying flows nearby the propeller on the propeller is effectively reduced, and the overall performance of the propeller is improved.

Chinese patent CN202220133871.0 discloses a marine energy-saving duct, including tail shaft, stator group and body, tail shaft upper portion carries out fixed connection through stator group and body inner wall, other stators in the stator group are circumference distribution and each stator of stator group is the wing shape setting with the stator of middle section as the benchmark, the section shape of body is the wing shape setting. The marine energy-saving guide pipe is arranged on the ship body above the front tail shaft of the propeller, the stator group can pre-spin the incoming flow, and the loss of rotational energy in the wake flow of the propeller is reduced. The uniformity of the flow field around the propeller can be improved, and the flow field entering the propeller can be more uniform, so that the propulsion efficiency of the propeller is improved.

The working principle of the energy-saving guide pipe is that the guide pipe stator prerotates incoming flow, so that the influence of tangential wake flow on a propeller is reduced, and meanwhile, the guide plate of the wing-shaped section can rectify and accelerate incoming flow. However, due to the resistance of the appendage, the following two points should be noted when the catheter appendage is attached: 1. the appendage should be as streamlined as possible and positioned as far as possible along the direction of water flow. Thereby reducing the vortex generated by the appendage and thus reducing the viscous drag. 2. The appendage with smaller wet area is adopted as much as possible, so that the friction resistance generated by the appendage is reduced.

Currently, the pre-paddle energy-saving duct can be roughly divided in appearance into: circular ducts, fan ducts, and light-emitting ducts. The semicircular guide pipe is adopted in the Chinese patent CN202220133871.0, so that the influence of the accompanying flow generated on the surface of the ship body on the operation of the propeller due to the viscosity of water particles, the gravity and the existence of the self surface of water is reduced to a certain extent, and the additional resistance caused by the installation of the guide pipe still exists.

Disclosure of Invention

The utility model aims to overcome the defects of the prior art and provide the energy-saving guide pipe for the arc-shaped ship with the built-in stator, which is structurally symmetrical left and right, and consists of three stators with pre-rotation energy-saving effect and a symmetrical arc-shaped guide pipe, and is arranged on the surface of a ship body above a front tail shaft of a propeller, so that a propeller flow inlet field can be effectively improved, the propulsion efficiency of the propeller is improved, and the risk of cavitation corrosion of the propeller is reduced.

The aim of the utility model can be achieved by the following technical scheme:

the utility model provides an energy-saving guide pipe for arc ship of built-in stator, includes pipe, first stator, second stator and third stator top are located inside the pipe bottom, first stator, second stator and third stator bottom meet with the hull, first stator is located between second stator and the third stator, first stator, second stator and third stator are circumference evenly distributed.

In one embodiment of the utility model, the guide pipe is an arc guide pipe, the total bending angle of the guide pipe is 60 degrees, and compared with a semicircular guide pipe and a circular guide pipe, the arc guide pipe can reduce the influence of the energy-saving guide pipe on the resistance increase of the ship body and increase the energy-saving effect.

In one embodiment of the present utility model, the duct is composed of a port duct and a starboard duct, the port duct and the starboard duct are symmetrical, the first stator is disposed at a junction of the port duct and the starboard duct, the first stator is disposed at a middle longitudinal section of the hull, the middle section of the first stator coincides with the middle longitudinal section of the hull, the second stator is disposed at one end of the starboard duct, and the third stator is disposed at one end of the port duct.

In one embodiment of the utility model, the port conduit end is at an angle of 28 ° to 32 ° to the midsection of the hull, and the starboard conduit end is at an angle of 28 ° to 32 ° to the midsection of the hull.

In one embodiment of the utility model, the port guide pipe and the starboard guide pipe are welded at the middle longitudinal section, the top ends of the first stator, the second stator and the third stator are welded inside the bottom end of the guide pipe, the bottom ends of the first stator, the second stator and the third stator are welded on the surface of the ship body above the tail shaft in front of the propeller, the bottom ends of the plurality of stators are fixed on the tail shaft of the propeller, the tail flow of the ship body is changed by utilizing the included angle between the wing section and the middle longitudinal section, the propulsive efficiency of the propeller is improved by pre-rotating before the propeller, and the ship resistance caused by the additional guide pipe is controlled, so that the energy-saving efficiency is improved.

In one embodiment of the present utility model, the second stator and the third stator are circumferentially distributed based on the first stator, the included angle between the first stator and the middle longitudinal section of the hull is 0 °, the second stator is obtained by rotating the first stator clockwise by 30 °, and the third stator is obtained by rotating the first stator counterclockwise by 30 °.

In one embodiment of the utility model, the cross section shapes of the port guide pipe, the starboard guide pipe, the first stator, the second stator and the third stator are airfoil shapes, and the design mode can pre-spin the incoming flow of the propeller, reduce the loss of rotational energy in the wake flow of the propeller and finally and effectively improve the propulsion efficiency of the propeller.

In one embodiment of the utility model, the maximum width of the port and starboard duct airfoil cross-sections is 0.256 times the propeller radius.

In one embodiment of the present utility model, the furthest distance between the two ends of the port or starboard conduit is 0.897 to 1.051 times the radius of the propeller, and the width of the port or starboard conduit is 0.625 times the radius of the propeller.

In one embodiment of the present utility model, the lengths of the first stator, the second stator and the third stator are equal, the distance between the top ends of the central axes of the first stator and the second stator or the first stator and the third stator is 0.690 times of the length of the first stator, and the distance between the bottom ends of the central axes of the first stator and the second stator or the first stator and the third stator is 0.276 times of the length of the first stator.

In one embodiment of the present utility model, the first stator, the second stator and the third stator are pre-rotation stators.

Compared with the prior art, the utility model has the following advantages:

1. the energy-saving guide pipe provided by the utility model consists of three stators with pre-rotation energy-saving effect and a symmetrical arc guide pipe, and is arranged on the surface of the ship body above the front tail shaft of the propeller;

2. meanwhile, the structure can pre-spin the incoming flow, and the energy loss caused by the rotation of the propeller in the wake flow field is reduced by improving the flow field around the propeller, so that the propulsion efficiency of the propeller is improved, and the risk of cavitation corrosion of the propeller is reduced;

3. when designing the energy-saving duct, the energy-saving effect of the pre-rotation duct can be changed by a plurality of factors such as the section shape and the installation position of the energy-saving duct, the rotation angle of the central stator relative to the middle longitudinal section, the ratio of the length of the stator to the radius of the propeller, the density degree among the stators and the like, and the propelling efficiency of the propeller is changed. Compared with a circular conduit energy-saving device, the contact area between the fan-shaped conduit and the fluid is reduced, so that the generated ship resistance increase is correspondingly reduced, and the energy-saving efficiency of the conduit can be improved;

4. the fan-shaped guide pipe is changed into a guide pipe which consists of a 60-degree guide plate and 3 pre-rotation stators, and meanwhile, the radius of the guide plate is increased, the attack angle of the stators is changed, so that the energy-saving effect of the guide pipe is improved while the additional resistance of the guide pipe is reduced as much as possible;

5. compared with the prior art, the semicircular guide pipe is changed into the 60-degree fan-shaped guide pipe, so that the energy-saving efficiency of the guide pipe can be improved, the accessory resistance caused by the guide pipe can be reduced, meanwhile, the energy-saving efficiency of the guide pipe can be improved by increasing the radius of the guide pipe, and the 60-degree energy-saving guide pipe is better to install when the comprehensive energy-saving effect is improved and the resistance caused by the comprehensive energy-saving effect is increased, the guide pipe stator prerotates the incoming flow, the incoming flow direction is opposite to the propeller direction, and the tangential speed of the propeller is reduced.

Drawings

FIG. 1 is a three-dimensional block diagram of an energy-efficient conduit of the present utility model;

FIG. 2 is a schematic view of the structure of the energy-saving duct structure connected with the hull of the ship;

FIG. 3 is a front view of the energy efficient conduit structure of the present utility model attached to a hull;

FIG. 4 is a front view of the energy efficient conduit of the present utility model;

FIG. 5 is a side view of the energy efficient conduit structure of the present utility model attached to a hull;

FIG. 6 is a side view of the energy efficient catheter of the present utility model;

FIG. 7 is a top view of the energy efficient conduit of the present utility model;

reference numerals illustrate: 1. the guide tube, 2, the first stator, 3, the second stator, 4, the third stator, alpha, the total bending angle of the guide tube, a, the maximum width of the wing-shaped cross section of the port guide tube (starboard guide tube), b, the farthest distance of the two ends of the port guide tube (starboard guide tube), c, the width of the port guide tube (starboard guide tube), d, the length of the first stator, e, the distance between the central axis top ends of the first stator and the second stator (the first stator and the third stator), f, the distance between the central axis bottom ends of the first stator and the second stator (the first stator and the third stator), r and the radius of the propeller.

Detailed Description

The utility model will now be described in detail with reference to the drawings and specific examples.

In the description of the present utility model, it should be noted that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the apparatus 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 utility model. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present utility model, 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 above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

Examples

Referring to fig. 1 to 7, the present embodiment provides an energy-saving catheter for an arc-shaped ship with a built-in stator, which comprises a catheter 1, a first stator 2, a second stator 3 and a third stator 4, wherein the top ends of the first stator 2, the second stator 3 and the third stator 4 are positioned inside the bottom end of the catheter 1, the bottom ends of the first stator 2, the second stator 3 and the third stator 4 are connected with a ship body, the first stator 2 is positioned between the second stator 3 and the third stator 4, and the first stator 2, the second stator 3 and the third stator 4 are uniformly distributed in circumference.

In this embodiment, the duct 1 is an arc-shaped duct, and the total bending angle α of the duct 1 is 60 °, so that compared with a semicircular duct and a circular duct, the arc-shaped duct can reduce the influence of the energy-saving duct on the resistance increase of the ship body, and increase the energy-saving effect.

In this embodiment, the duct 1 is composed of a port duct and a starboard duct, the port duct and the starboard duct are in symmetrical structures, the first stator 2 is disposed at a joint of the port duct and the starboard duct, the first stator 2 is disposed at a middle longitudinal section of the hull, the middle section of the first stator 2 coincides with the middle longitudinal section of the hull, the second stator 3 is disposed at one end of the starboard duct, and the third stator 4 is disposed at one end of the port duct.

In this embodiment, the included angle between one end of the port side conduit and the middle longitudinal section of the hull is 28 ° to 32 °, and the included angle between one end of the starboard side conduit and the middle longitudinal section of the hull is 28 ° to 32 °.

In this embodiment, the port guide pipe and the starboard guide pipe are welded at the middle longitudinal section, the top ends of the first stator 2, the second stator 3 and the third stator 4 are welded inside the bottom end of the guide pipe 1, the bottom ends of the first stator 2, the second stator 3 and the third stator 4 are welded on the surface of the ship body above the tail shaft in front of the propeller, the bottom ends of the plurality of stators are fixed on the tail shaft of the propeller, the tail flow of the ship body is changed by utilizing the included angle between the wing section and the middle longitudinal section, the propulsive efficiency of the propeller is improved by pre-rotation before the propeller, the ship resistance brought by the additional guide pipe is controlled, and the energy-saving efficiency is improved.

In this embodiment, the second stator 3 and the third stator 4 are circumferentially distributed with the first stator 2 as a reference, the included angle between the first stator 2 and the middle longitudinal section of the hull is 0 °, the second stator 3 is obtained by rotating the first stator 2 clockwise by 30 °, and the third stator 4 is obtained by rotating the first stator 2 counterclockwise by 30 °.

In this embodiment, the cross-sectional shapes of the port guide pipe, the starboard guide pipe, the first stator 2, the second stator 3 and the third stator 4 are airfoil shapes, and the design mode can pre-spin the incoming flow of the propeller, reduce the loss of rotational energy in the wake flow of the propeller, and finally effectively improve the propulsion efficiency of the propeller.

In this embodiment, the maximum width a of the port and starboard duct airfoil cross-sections is 0.256 times the propeller radius r.

In this embodiment, the furthest distance b between the two ends of the port or starboard conduit is 0.897 to 1.051 times the radius r of the propeller, and the width c of the port or starboard conduit is 0.625 times the radius r of the propeller.

In this embodiment, the lengths of the first stator 2, the second stator 3 and the third stator 4 are equal, the distance e between the top ends of the central axes of the first stator 2 and the second stator 3 or the first stator 2 and the third stator 4 is 0.690 times the length d of the first stator 2, and the distance f between the bottom ends of the central axes of the first stator 2 and the second stator 3 or the first stator 2 and the third stator 4 is 0.276 times the length d of the first stator 2.

In this embodiment, the first stator 2, the second stator 3 and the third stator 4 are pre-rotation stators.

In this embodiment, the X axis of the coordinate system is along the ship length direction, the Y axis is along the ship starboard direction, and the Z axis is along the ship-shaped depth direction.

In combination with the advantages of the front guide tube and the front pre-rotation stator, the symmetrical arc guide tube adopted by the embodiment enlarges the range of incoming flow uniformity at two sides of the propeller, is matched with the tail line type of the ship, and adopts the guide tube with the airfoil profile with unequal front and rear section areas and the airfoil profile pre-rotation stator with a certain inclination angle.

While a preferred embodiment of the present utility model has been described with reference to the embodiments shown in the drawings, it is within the scope of the present utility model to simply modify the utility model in accordance with the above description, for example, to change the number of stators, the included angle between the stators, the length of the catheter to be expanded, and so on.

The previous description of the embodiments is provided to facilitate a person of ordinary skill in the art in order to make and use the present utility model. It will be apparent to those skilled in the art that various modifications can be readily made to these embodiments and the generic principles described herein may be applied to other embodiments without the use of the inventive faculty. Therefore, the present utility model is not limited to the above-described embodiments, and those skilled in the art, based on the present disclosure, should make improvements and modifications without departing from the scope of the present utility model.

Claims (10)

1. The utility model provides an energy-saving guide pipe for built-in stator's arc ship, its characterized in that includes guide pipe (1), first stator (2), second stator (3) and third stator (4) top are located inside guide pipe (1) bottom, first stator (2), second stator (3) and third stator (4) bottom meet with the hull, first stator (2) are located between second stator (3) and third stator (4), first stator (2), second stator (3) and third stator (4) are circumference evenly distributed.

2. An energy-saving duct for an arc-shaped ship with built-in stator according to claim 1, characterized in that the duct (1) is an arc-shaped duct, and the total bending angle (α) of the duct (1) is 60 °.

3. The energy-saving guide pipe for the arc-shaped ship with the built-in stator according to claim 2, wherein the guide pipe (1) consists of a port guide pipe and a starboard guide pipe, the port guide pipe and the starboard guide pipe are of symmetrical structures, the first stator (2) is arranged at the joint of the port guide pipe and the starboard guide pipe, the first stator (2) is positioned at the middle longitudinal section of the ship body, the middle section of the first stator (2) coincides with the middle longitudinal section of the ship body, the second stator (3) is arranged at one end of the starboard guide pipe, and the third stator (4) is arranged at one end of the port guide pipe.

4. A stator-embedded arc-shaped marine energy conservation duct according to claim 3, wherein the port duct has an angle of 28 ° to 32 ° with the midsection of the hull, and the starboard duct has an angle of 28 ° to 32 ° with the midsection of the hull.

5. An energy-saving duct for an arc-shaped ship with built-in stator according to claim 3, wherein the port duct and the starboard duct are welded at the middle longitudinal section, the top ends of the first stator (2), the second stator (3) and the third stator (4) are welded inside the bottom end of the duct (1), and the bottom ends of the first stator (2), the second stator (3) and the third stator (4) are welded on the surface of the ship body above the tail shaft in front of the propeller.

6. The energy-saving guide pipe for the arc-shaped ship with the built-in stator according to claim 5, wherein an included angle between the first stator (2) and a middle longitudinal section of the ship body is 0 degrees, the first stator rotates 30 degrees clockwise to obtain the second stator (3), and the first stator rotates 30 degrees anticlockwise to obtain the third stator (4).

7. An energy saving duct for an arc-shaped ship having a built-in stator according to claim 3, wherein the cross-sectional shapes of the port duct, starboard duct, first stator (2), second stator (3) and third stator (4) are wing shapes.

8. An arcuate marine energy efficient duct incorporating a stator as set forth in claim 5 wherein said port and starboard duct airfoil cross sections have a maximum width (a) of 0.256 times the propeller radius (r).

9. The stator-embedded arc-shaped marine energy-saving duct of claim 5, wherein the furthest distance (b) between both ends of the port duct or starboard duct is 0.897 to 1.051 times the radius (r) of the propeller, and the width (c) of the port duct or starboard duct is 0.625 times the radius (r) of the propeller.

10. The energy-saving guide pipe for the arc-shaped ship with the built-in stator according to claim 1, wherein the lengths of the first stator (2), the second stator (3) and the third stator (4) are equal, the distance (e) between the central axis top ends of the first stator (2) and the second stator (3) or the first stator (2) and the third stator (4) is 0.690 times of the length (d) of the first stator (2), and the distance (f) between the bottom ends of the central axes of the first stator (2) and the second stator (3) or the first stator (2) and the third stator (4) is 0.276 times of the length (d) of the first stator (2).