EP2826706B1 - Marine propeller - Google Patents

Marine propeller Download PDF

Info

Publication number
EP2826706B1
EP2826706B1 EP13761536.5A EP13761536A EP2826706B1 EP 2826706 B1 EP2826706 B1 EP 2826706B1 EP 13761536 A EP13761536 A EP 13761536A EP 2826706 B1 EP2826706 B1 EP 2826706B1
Authority
EP
European Patent Office
Prior art keywords
inflection point
propeller
blade
rake
blade tip
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.)
Not-in-force
Application number
EP13761536.5A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2826706A1 (en
EP2826706A4 (en
Inventor
Takuma Ashida
Jiangang Shi
Guiwei Tan
Norio Sadachika
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.)
Tsuneishi Shipbuilding Co Ltd
Original Assignee
Tsuneishi 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 Tsuneishi Shipbuilding Co Ltd filed Critical Tsuneishi Shipbuilding Co Ltd
Publication of EP2826706A1 publication Critical patent/EP2826706A1/en
Publication of EP2826706A4 publication Critical patent/EP2826706A4/en
Application granted granted Critical
Publication of EP2826706B1 publication Critical patent/EP2826706B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • B63H1/18—Propellers with means for diminishing cavitation, e.g. supercavitation
    • 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
    • B63H1/26—Blades

Definitions

  • the present invention relates to a marine propeller, more specifically for a rake distribution of a marine propeller.
  • a conventional propeller blade 100 for a marine propeller illustrated in Fig. 4 has a backward rake from a blade root section 101 to an inflection point 102 and a forward rake from the inflection point 102 to a blade tip 104, where the backward rake changes to the forward rake at the inflection point 102.
  • This rake distribution is employed to relieve stress concentration on the blade surface, regarding the strength of the propeller.
  • Patent Literature 1 and Patent Literature 2 disclose inventions to suppress the flow around the blade tip by bending the blade tip to provide a backward rake. Such technique suppresses the negative pressure occurring around the blade front side and thereby suppresses cavitation.
  • Patent Literature 3 discloses an invention in which the entire rake distribution is formed to have a reversed S-shape to relieve overstress in a blade particularly during reverse rotation.
  • Fig. 5 illustrates a propeller blade 200 having a rake distribution of a reverse S-shape similar to the propeller disclosed in Patent Literature 3.
  • the propeller blade 200 has a backward rake in a portion from a blade root section 201 to a first inflection point 202, a forward rake in a portion from the first inflection point 202 to a second inflection point 203, and a backward rake in a portion from the second inflection point 203 to a blade tip 204.
  • This configuration is also expected to provide an effect of suppressing cavitation at the blade tip 204, although not disclosed in Patent Literature 3.
  • Patent Literature 1 and Patent Literature 2 however have disadvantage of stress concentration at a root side.
  • stress concentration may occur at a portion in the middle of the first inflection point 202 and the second inflection point 203.
  • the present invention is directed to solve the conventional problem described above.
  • the object of the present invention is to provide a marine propeller that strikes a favorable balance between suppressing cavitation at a blade tip and avoiding stress concentration in a propeller blade.
  • a marine propeller according to the present invention includes two inflection points in a rake distribution of a propeller blade, wherein a portion from a blade root section to a first inflection point has a backward rake, a portion from the first inflection point to a second inflection point has a forward rake, and a portion from the second inflection point to a blade tip has zero rake so as to be orthogonal to a propeller shaft line.
  • the first inflection point is at a position that is 40 to 60% of a propeller radius and the second inflection point is at a position that is 80 to 95% of a propeller radius.
  • a portion from the second inflection point to the blade tip is located in a rear side of a blade reference line which passes the blade root section and is orthogonal to the propeller shaft line.
  • a portion from the second inflection point to the blade tip is located on a blade reference line which passes the blade root section and is orthogonal to the propeller shaft line.
  • a portion from the second inflection point to the blade tip is located in a front side of a blade reference line which passes the blade root section and is orthogonal to the propeller shaft line.
  • a marine propeller according to the present invention includes two inflection points in a rake distribution of the propeller blade where a portion from a blade root section to a first inflection point has a backward rake and a portion from the first inflection point to a second inflection point has a forward rake. Therefore, the rake is distributed well-balanced along the propeller shaft, suppressing overstress in the blade.
  • the portion from the second inflection point to a blade tip has zero rake so as to be orthogonal to the propeller shaft line.
  • This configuration provides moderate increase in the density of circulation ⁇ around the blade tip compared with a configuration having a forward rake in the portion from the second inflection point to the blade tip.
  • occurring of large negative pressure around the blade tip is prevented, and thereby cavitation around the blade tip can be suppressed.
  • a configuration having a backward rake in the portion from the second inflection point to the blade tip excessive stress concentration caused by local bending in the portion in the middle of the first inflection point and the second inflection point can be relieved.
  • the marine propeller according to the present invention has the first inflection point at a position that is 40 to 60% of the propeller radius and the second inflection point at a position that is 80 to 95% of the propeller radius, which are provided well-balanced along the radial direction of the propeller. This configuration can cancel the bending moment produced by the centrifugal force and the overstress in the blade produced during forward and reverse rotation of the propeller.
  • the marine propeller according to the present invention is configured that the portion from the second inflection point to the blade tip is located in the rear side of a blade reference line which passes the blade root section and is orthogonal to the propeller shaft line. This provides a preferable rake distribution for certain conditions regarding the skew angle and the pitch of the propeller.
  • another marine propeller according to the present invention is configured that the portion from the second inflection point to the blade tip is located on a blade reference line which passes the blade root section and is orthogonal to the propeller shaft line. This provides a preferable rake distribution for certain conditions regarding the skew angle and the pitch of the propeller.
  • another marine propeller according to the present invention is configured that the portion from the second inflection point to the blade tip is located in the forward side of a blade reference line which passes the blade root section and is orthogonal to the propeller shaft line. This provides a preferable rake distribution for certain conditions regarding the skew angle and the pitch of the propeller.
  • the present invention provides the marine propeller that can strike a favorable balance between suppressing cavitation at the blade tip and avoiding stress concentration in a propeller blade.
  • FIG. 1 illustrates a profile of a rake distribution of the marine propeller according to the first embodiment.
  • the line A-A is a propeller shaft line and the line B-B is a blade reference line which passes a blade root section and is orthogonal to the propeller shaft line A-A.
  • Reference sign R is used to express the location (distance from the propeller shaft line to a blade tip) along the radial direction of the propeller expressed in ratio.
  • a second embodiment and a third embodiment are illustrated in similar manner.
  • the propeller blade 10 of a marine propeller according to the first embodiment has a blade root section 11 attached to a propeller boss 1. Two inflection points 12 and 13 are provided in the rake distribution of the propeller blade 10.
  • a portion from the blade root section 11 to the first inflection point 12 has a backward rake.
  • the rake changes direction at the first inflection point 12, and a portion from the first inflection point 12 to the second inflection point 13 has a forward rake.
  • the rake then changes direction at the second inflection point 13, and a portion from the second inflection point 13 to a blade tip 14 has zero rake so as to be orthogonal to the propeller shaft line A-A.
  • the first inflection point 12 is preferably at a position that is 40 to 60% of the propeller radius.
  • the second inflection point 13 is preferably at a position that is 80 to 95% of the propeller radius.
  • the portion from the second inflection point 13 to the blade tip 14 is located in the rear side (stern side) of a blade reference line B-B which passes the blade root section and is orthogonal to the propeller shaft line A-A.
  • the marine propeller according to the first embodiment includes the two inflection points 12 and 13 in the rake distribution of the propeller blade 10, where the portion from the blade root section 11 to the first inflection point 12 has a backward rake and the portion from the first inflection point 12 to the second inflection point 13 has a forward rake. Therefore, the rake is distributed well-balanced along the propeller shaft, suppressing overstress in the blade.
  • the portion from the second inflection point 13 to the blade tip 14 has zero rake so as to be orthogonal to the propeller shaft line A-A.
  • This configuration provides moderate increase in the density of circulation ⁇ around the blade tip 14 compared with a configuration having a forward rake in the portion from the second inflection point 13 to the blade tip 14. Thus, occurring of large negative pressure around the blade tip 14 is prevented, and thereby cavitation around the blade tip 14 can be suppressed.
  • excessive stress concentration caused by local bending in the portion in the middle of the first inflection point 12 and the second inflection point 13 can be relieved.
  • first inflection point 12 is provided at a position that is 40 to 60% of the propeller radius and the second inflection point 13 is provided at a position that is 80 to 95% of the propeller radius, which are provided well-balanced along the radial direction of the propeller.
  • This configuration can cancel the bending moment produced by the centrifugal force and the overstress in the blade produced during forward and reverse rotation of the propeller.
  • the portion from the second inflection point 13 to the blade tip 14 is located in the rear side of the blade reference line B-B which passes the blade root section and is orthogonal to the propeller shaft line A-A. This provides a preferable rake distribution for certain conditions regarding the skew angle and the pitch of the propeller.
  • Fig. 2 illustrates a profile of a rake distribution of the marine propeller according to the second embodiment of the present invention.
  • a propeller blade 20 of a marine propeller according to the second embodiment has a blade root section 21 attached to a propeller boss 1. Two inflection points 22 and 23 are provided in the rake distribution of the propeller blade 20.
  • a portion from the blade root section 21 to the first inflection point 22 has a backward rake.
  • the rake changes direction at the first inflection point 22, and a portion from the first inflection point 22 to the second inflection point 23 has a forward rake.
  • the rake then changes direction at the second inflection point 23, and a portion from the second inflection point 23 to a blade tip 24 has zero rake so as to be orthogonal to a propeller shaft line A-A.
  • the first inflection point 22 is preferably at a position that is 40 to 60% of the propeller radius.
  • the second inflection point 23 is preferably at a position that is 80 to 95% of the propeller radius.
  • the portion from the second inflection point 23 to the blade tip 24 is located on a blade reference line B-B which passes the blade root section and is orthogonal to the propeller shaft line A-A.
  • the marine propeller according to the second embodiment includes the two inflection points 22 and 23 in the rake distribution of the propeller blade 20 where the portion from the blade root section 21 to the first inflection point 22 has a backward rake and the portion from the first inflection point 22 to the second inflection point 23 has a forward rake. Therefore, the rake is distributed well-balanced along the propeller shaft, suppressing overstress in the blade.
  • the portion from the second inflection point 23 to the blade tip 24 has zero rake so as to be orthogonal to the propeller shaft line A-A.
  • This configuration provides moderate increase in the density of circulation ⁇ around the blade tip 24 compared with a configuration having a forward rake in the portion from the second inflection point 23 to the blade tip 24.
  • occurring of large negative pressure around the blade tip 24 is prevented, and thereby cavitation around the blade tip 24 can be suppressed.
  • excessive stress concentration caused by local bending in the portion in the middle of the first inflection point 22 and the second inflection point 23 can be relieved.
  • first inflection point 22 is provided at a position that is 40 to 60% of the propeller radius and the second inflection point 23 is provided at a position that is 80 to 95% of the propeller radius, which are provided well-balanced along the radial direction of the propeller.
  • This configuration can cancel the bending moment produced by the centrifugal force and the overstress in the blade produced during forward and reverse rotation of the propeller.
  • the portion from the second inflection point 23 to the blade tip 24 is located on the blade reference line B-B which passes the blade root section and is orthogonal to the propeller shaft line A-A. This provides a preferable rake distribution for certain conditions regarding the skew angle and the pitch of the propeller.
  • Fig. 3 illustrates a profile of a rake distribution of the marine propeller according to the third embodiment of the present invention.
  • a propeller blade 30 of a marine propeller according to the third embodiment has a blade root section 31 attached to a propeller boss 1. Two inflection points 32 and 33 are provided in the rake distribution of the propeller blade 30.
  • a portion from the blade root section 31 to the first inflection point 32 has a backward rake.
  • the rake changes direction at the first inflection point 32, and a portion from the first inflection point 32 to the second inflection point 33 has a forward rake.
  • the rake then changes direction at the second inflection point 33, and a portion from the second inflection point 33 to a blade tip 34 has zero rake so as to be orthogonal to a propeller shaft line A-A.
  • the first inflection point 32 is preferably at a position that is 40 to 60% of the propeller radius.
  • the second inflection point 33 is preferably at a position that is 80 to 95% of the propeller radius.
  • the portion from the second inflection point 33 to the blade tip 34 is located in the front side (stem side) of a blade reference line B-B which passes the blade root section and is orthogonal to the propeller shaft line A-A.
  • the marine propeller according to the third embodiment includes the two inflection points 32 and 33 in the rake distribution of the propeller blade 30 where the portion from the blade root section 31 to the first inflection point 32 has a backward rake and the portion from the first inflection point 32 to the second inflection point 33 has a forward rake. Therefore, the rake is distributed well-balanced along the propeller shaft, suppressing overstress in the blade.
  • the portion from the second inflection point 33 to the blade tip 34 has zero rake so as to be orthogonal to the propeller shaft line A-A.
  • This configuration provides moderate increase in the density of circulation ⁇ around the blade tip 34 compared with a configuration having a forward rake in the portion from the second inflection point 33 to the blade tip 34.
  • occurring of large negative pressure around the blade tip 34 is prevented, and thereby cavitation around the blade tip 34 can be suppressed.
  • excessive stress concentration caused by local bending in the portion in the middle of the first inflection point 32 and the second inflection point 33 can be relieved.
  • first inflection point 32 is provided at a position that is 40 to 60% of the propeller radius and the second inflection point 33 is provided at a position that is 80 to 95% of the propeller radius, which are provided well-balanced along the radial direction of the propeller.
  • This configuration can cancel the bending moment produced by the centrifugal force and the overstress in the blade produced during forward and reverse rotation of the propeller.
  • the portion from the second inflection point 33 to the blade tip 34 is located in the front side of a blade reference line B-B which passes the blade root section and is orthogonal to the propeller shaft line A-A. This provides a preferable rake distribution for certain conditions regarding the skew angle and the pitch of the propeller.
  • the marine propeller configured to strike a favorable balance between suppressing cavitation at a blade tip and avoiding stress concentration in a propeller blade can be provided.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Hydraulic Turbines (AREA)
  • Turbine Rotor Nozzle Sealing (AREA)
EP13761536.5A 2012-03-14 2013-03-14 Marine propeller Not-in-force EP2826706B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012057214A JP5265034B1 (ja) 2012-03-14 2012-03-14 船舶用プロペラ
PCT/JP2013/057107 WO2013137363A1 (ja) 2012-03-14 2013-03-14 船舶用プロペラ

Publications (3)

Publication Number Publication Date
EP2826706A1 EP2826706A1 (en) 2015-01-21
EP2826706A4 EP2826706A4 (en) 2016-04-06
EP2826706B1 true EP2826706B1 (en) 2017-04-19

Family

ID=49053046

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13761536.5A Not-in-force EP2826706B1 (en) 2012-03-14 2013-03-14 Marine propeller

Country Status (3)

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EP (1) EP2826706B1 (ja)
JP (1) JP5265034B1 (ja)
WO (1) WO2013137363A1 (ja)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106672184A (zh) * 2015-11-11 2017-05-17 赵春来 具有大角度纵向倾斜结构的船用螺旋桨

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1826026A (en) * 1928-08-08 1931-10-06 Menitor Ab Propeller
US3514215A (en) * 1969-02-20 1970-05-26 Paul E Williams Hydropropeller
US4789306A (en) * 1985-11-15 1988-12-06 Attwood Corporation Marine propeller
JP2883006B2 (ja) * 1994-06-27 1999-04-19 三菱重工業株式会社 スキュードプロペラ
JP3416006B2 (ja) * 1996-10-30 2003-06-16 ユニバーサル造船株式会社 船舶用プロペラ
JP3670811B2 (ja) * 1997-07-25 2005-07-13 三菱重工業株式会社 プロペラ
JP5244341B2 (ja) * 2007-06-25 2013-07-24 株式会社三井造船昭島研究所 船舶用推進装置及び船舶用推進装置の設計方法

Also Published As

Publication number Publication date
EP2826706A1 (en) 2015-01-21
WO2013137363A1 (ja) 2013-09-19
JP5265034B1 (ja) 2013-08-14
EP2826706A4 (en) 2016-04-06
JP2013189100A (ja) 2013-09-26

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