JP2002104284A - Propeller of ship having hub eddy eliminating device - Google Patents
Propeller of ship having hub eddy eliminating deviceInfo
- Publication number
- JP2002104284A JP2002104284A JP2000295678A JP2000295678A JP2002104284A JP 2002104284 A JP2002104284 A JP 2002104284A JP 2000295678 A JP2000295678 A JP 2000295678A JP 2000295678 A JP2000295678 A JP 2000295678A JP 2002104284 A JP2002104284 A JP 2002104284A
- Authority
- JP
- Japan
- Prior art keywords
- propeller
- hub
- pitch
- hub vortex
- eliminating device
- 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.)
- Granted
Links
Landscapes
- Structures Of Non-Positive Displacement Pumps (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、ハブ渦消去装置を
有する船舶のプロペラに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a propeller for a ship having a hub vortex canceller.
【０００２】[0002]
【従来の技術】推進効率を高めるプロペラの設計は永遠
の課題であり、現在では、プロペラ単体の形状や構造に
関してはほぼその極限まで達している。そこで、これ以
外の方法で推進効率を高める工夫もなされており、例え
ば、二重（反転）プロペラがそうである。しかし、この
ものも、その構造が複雑で、設備費用が高くつくため、
十分に普及するまでには至っていない。2. Description of the Related Art The design of a propeller for improving propulsion efficiency is an eternal problem, and at present, the shape and structure of a single propeller has almost reached its limit. In view of the above, some efforts have been made to increase the propulsion efficiency by other methods, such as a double (reverse) propeller. However, this also has a complicated structure and high equipment costs,
It has not yet been widely used.
【０００３】一方、プロペラの中心にはハブ（ボス）が
設けられるのが通常であり、このハブの後方投影面内に
は翼の作用が及ばないのは勿論であるが、加えて、この
中にボスの外周を流れる水流が入り込み、これが渦（所
謂、ハブ渦）となって推進性能を低下させることが知ら
れている。そこで、このハブ渦を整流化して推進性能を
高めるハブ渦消去装置が実用に供されている。このハブ
渦消去装置には種々の構造のものがあるが、最も多いの
は、特公平７−１２１７１６号公報に見られるような、
ボスの外周にフィンを突設してこのフィンでハブ渦を消
去させようとするものである。[0003] On the other hand, a hub (boss) is usually provided at the center of the propeller. Of course, the function of the wing does not reach the rear projection plane of the hub. It is known that a water flow flowing around the outer periphery of the boss enters the boss, which forms a vortex (a so-called hub vortex), which lowers the propulsion performance. Therefore, a hub vortex elimination device that enhances propulsion performance by rectifying the hub vortex has been put to practical use. Although there are various types of hub vortex eliminating devices, the most frequent one is as disclosed in Japanese Patent Publication No. 7-121716.
Fins are provided on the outer periphery of the boss to eliminate hub vortices with the fins.
【０００４】[0004]
【発明が解決しようとする課題】これらハブ渦消去装置
は、それ相応の効果が期待できるものであるが、このハ
ブ渦消去装置を効果的に機能させるためには、それに応
じたプロペラの設計がなされるべきである。しかし、従
来におけるハブ渦消去装置の適用に際してこれらの配慮
は一切なされておらず、むしろ、プロペラに関しては、
プロペラ単体での推進性能の理想的なものを採用しよう
とする傾向がある。現在のところ、推進性能に関して理
想的なプロペラは、翼長にかかわらずピッチ比がほぼ一
定のものと考えられているが、このようなプロペラにハ
ブ渦消去装置を適用すると、ハブ渦消去装置が作用する
範囲におけるハブ渦の発生が少なく、せっかくのハブ渦
消去装置の機能を十分に使い切っていないと言える。These hub vortex eliminating devices can be expected to have a corresponding effect. However, in order for the hub vortex eliminating device to function effectively, the propeller must be designed accordingly. Should be done. However, these considerations have not been taken at all when applying the conventional hub vortex canceller. Rather, regarding the propeller,
There is a tendency to try to use the ideal propeller performance alone. At present, the ideal propeller with regard to propulsion performance is considered to have a substantially constant pitch ratio regardless of the blade length, but when a hub vortex canceler is applied to such a propeller, the hub vortex canceler becomes It can be said that the generation of the hub vortex in the working range is small, and the function of the hub vortex eliminating device is not fully used.
【０００５】つまり、ハブ渦消去装置を付けると、それ
だけ消失エネルギーの回収が可能であるが、上記のよう
なプロペラに適用すると、ハブ渦消去装置はその能力に
未だ余裕があってそれに見合うだけの働きをしておら
ず、結果的には十分な効率の向上を果たしていないとも
言える。本発明は、ハブ渦消去装置が作用する範囲に限
定してプロペラによるハブ渦の発生を強めることで、ハ
ブ渦消去装置がその機能を十分に出し切るようにしてプ
ロペラのトータル的な効率を高め、併せて強度面でも有
利性を得ることができるようにしたものである。[0005] In other words, if the hub vortex elimination device is attached, the lost energy can be recovered to that extent. However, when applied to the above-described propeller, the hub vortex elimination device still has room for its ability and can only match it. It is not working, and as a result, has not achieved sufficient efficiency. The present invention enhances the generation of the hub vortex by the propeller only in the range in which the hub vortex elimination device operates, thereby increasing the overall efficiency of the propeller by allowing the hub vortex elimination device to fully perform its function, In addition, advantages can be obtained in terms of strength.
【０００６】[0006]
【課題を解決するための手段】以上の課題の下、本発明
は、プロペラハブからの渦を消去するハブ渦消去装置を
有する船舶のプロペラにおいて、翼根部のピッチ若しく
はキャンバーを中間部のそれに比べて大きくしたことを
特徴とするハブ渦消去装置を有する船舶のプロペラを提
供したものである。SUMMARY OF THE INVENTION In view of the above problems, the present invention relates to a propeller for a marine vessel having a hub vortex eliminating device for eliminating vortices from a propeller hub. And a propeller for a ship having a hub vortex canceller characterized by having a larger size.
【０００７】翼根部のピッチを中間部のそれに比べて大
きくすると、それだけハブ渦の発生が強まるから、ハブ
渦消去装置本来の機能が発揮され、効率の向上に貢献す
る。一方、翼根部を除く部分のピッチは、従来どおり、
翼長にかかわらず一定にする最適化設計のものを採用す
ればよいから、プロペラ自体の性能はほとんど落ちるこ
とがない。これらを効果的に取り入れることにより、プ
ロペラとハブ渦消去装置を組み合わせたものにおいて、
トータルとしての性能・効率をアップさせることができ
る。更に、翼根部のピッチを大きくすると、翼根部の曲
げ応力も減少するので、強度上有利になる利点もある。
尚、ピッチとキャンバーは一般的には性能上相関してい
るから、ここではピッチと言えばキャンバーも含むもの
にした。[0007] When the pitch of the blade root portion is made larger than that of the middle portion, the generation of the hub vortex is increased correspondingly, so that the original function of the hub vortex canceller is exhibited, which contributes to the improvement of efficiency. On the other hand, the pitch of the part except the blade root is
The performance of the propeller itself is hardly degraded because it is only necessary to adopt an optimized design that is constant regardless of the wing length. By effectively incorporating these, the combination of propeller and hub vortex elimination device,
The overall performance and efficiency can be improved. Further, when the pitch of the blade root portion is increased, the bending stress of the blade root portion is also reduced, so that there is an advantage that strength becomes advantageous.
Since pitch and camber are generally correlated in terms of performance, the term pitch here includes camber.
【０００８】ピッチ若しくはキャンバーを大きくする範
囲は、当然ながら、ハブ渦消去装置が作用するプロペラ
の翼根部である。フィン式によるハブ渦消去装置の場
合、大半のものがフィンの半径はプロペラの翼長の０．
３５以下に設定してあることから、これに合わせるのが
適する。The area where the pitch or camber is increased is, of course, the root of the propeller on which the hub vortex canceller operates. In the case of the fin type hub vortex canceler, most of the fins have a radius of 0.1 mm of the propeller blade length.
Since it is set to 35 or less, it is appropriate to match this.
【０００９】[0009]
【発明の実施の形態】以下、本発明の実施の形態を図面
を参照して説明する。図３はフィン式によるハブ渦消去
装置を具備したプロペラの背面図であるが、プロペラＰ
は、ボス１の外周に翼２が突設されるものであり、この
翼２は、中心側から翼根部３、中間部４、翼端部５に形
成されている。ハブ渦消去装置Ｄは、プロペラＰの後方
のボス１に装着されるキャップ６の外周にフィン７が突
設されたものであり、本例においては、フィン７の半径
Ｓは翼２の翼半径Ｔに対して（翼半径比）０．３５以下
に設定されている（Ｓ／Ｔ＜０．３５）。Embodiments of the present invention will be described below with reference to the drawings. FIG. 3 is a rear view of a propeller provided with a hub vortex eliminating device of a fin type.
The wing 2 is formed on the outer periphery of the boss 1 so as to protrude therefrom. The wing 2 is formed on a wing root portion 3, an intermediate portion 4, and a wing tip portion 5 from the center side. The hub vortex eliminating device D has a fin 7 protruding from the outer periphery of a cap 6 attached to the boss 1 behind the propeller P. In this example, the radius S of the fin 7 is the radius of the wing 2 The ratio (blade radius ratio) to T is set to 0.35 or less (S / T <0.35).
【００１０】図２は本発明に係るプロペラＰの一部側面
図であるが、ボス１の外周に翼根部３、中間部４、翼端
部５からなる翼２が形成される点は変わらない。本発明
では、この翼根部３のピッチ若しくはキャンバー（以
下、単にピッチという）を中間部４等の他の部分のそれ
に比べて大きくしたものである。図１はそのピッチ比分
布と翼半径との関係を示すピッチ曲線であるが、（イ）
は、翼半径にかかわらずピッチ比がほぼ一定の従来の最
適化設計プロペラのピッチ曲線である。これに対して
（ロ）は、本発明に係るプロペラのピッチ曲線であり、
翼根部３のピッチを他の部分のピッチよりも大きくした
ものである。FIG. 2 is a partial side view of a propeller P according to the present invention, but the point that a wing 2 composed of a wing root portion 3, an intermediate portion 4, and a wing tip portion 5 is formed on the outer periphery of a boss 1 remains unchanged. . In the present invention, the pitch or camber (hereinafter simply referred to as pitch) of the blade root portion 3 is made larger than that of other portions such as the intermediate portion 4. FIG. 1 is a pitch curve showing the relationship between the pitch ratio distribution and the blade radius.
Is a pitch curve of a conventional optimized design propeller whose pitch ratio is almost constant regardless of the blade radius. On the other hand, (b) is a pitch curve of the propeller according to the present invention,
The pitch of the blade root 3 is made larger than the pitch of other parts.
【００１１】ピッチを大きくする程度やその部分につい
ては、翼半径比０．３５付近から付け根にかけてをピッ
チ比を徐々に大きくして行き、付け根（ボス１の外周）
で最大とする。この翼半径比０．３５以下の部分は、ハ
ブ渦消去装置Ｄが作用する範囲であることは前述したと
おりであり、この範囲のピッチを大きくすることで、ハ
ブ渦の発生を強め、ハブ渦によるエネルギーをハブ渦消
去装置Ｄを最大限に機能させて回収することで、ハブ渦
消去装置と組み合わせたプロペラのトータル的な性能・
効率を高めようというものである。尚、翼根部３のピッ
チを大きくすれば、この部分に作用する曲げ応力が小さ
くなるから、強度上も有利になる。The pitch ratio is gradually increased from the blade radius ratio of about 0.35 to the root, and the root (the outer periphery of the boss 1).
Is the maximum. As described above, the portion having a blade radius ratio of 0.35 or less is in the range in which the hub vortex eliminating device D operates. By increasing the pitch in this range, the generation of the hub vortex is strengthened, and the hub vortex is reduced. The maximum performance of the propeller combined with the hub vortex elimination device is obtained by collecting and recovering the energy by the hub vortex elimination device D to the maximum extent.
The goal is to increase efficiency. If the pitch of the blade root portion 3 is increased, the bending stress acting on this portion is reduced, which is advantageous in strength.
【００１２】加えて、本例では、翼半径比が約０．８を
越える翼端部５におけるピッチ比を中間部４等に比べて
徐々に小さくして行き、翼端では小さくしてある。これ
は、これによって翼端部５にかかる荷重を低減させ、チ
ップボルテックス等のキャビテーションの発生を抑える
ためである。こうすれば、プロペラ性能はその分低下す
るが、トータルとしてのプロペラ性能が上がるのである
から、その低下には目をつむり（とは言っても、従来ど
おりの性能は期待できる）、キャビテーションの発生の
抑制を優先させたものである。In addition, in this embodiment, the pitch ratio at the blade tip 5 where the blade radius ratio exceeds about 0.8 is gradually reduced as compared with the intermediate portion 4 and the like, and is smaller at the blade tip. This is to reduce the load applied to the blade tip 5 and suppress the occurrence of cavitation such as tip vortex. In this case, the propeller performance is reduced by that much, but the propeller performance as a whole is increased. Therefore, the decrease is obstructed (although the conventional performance can be expected) and cavitation occurs. Is given priority.
【００１３】[0013]
【発明の効果】以上、本発明は前記したものであるか
ら、次のような効果が期待できる。 １）翼根部のピッチを部分的に大きしてハブ渦の発生を
強めると、その分、ハブ渦消去装置の機能が相対的に高
まり、プロペラ単体の効率を低下させることなく、結果
的に、プロペラとハブ渦消去装置とを組み合わせたもの
のトータル的な性能・効率が高まる。 ２）プロペラ起振力やキャビテーションを従来どおりの
ものでよいとすれば、翼面積を抑制させたり、プロペラ
直径を増大させることができ、消費動力の減少等効率の
向上が図られる。 ３）翼根部の曲げ応力が減少して強度上も有利になる。Since the present invention has been described above, the following effects can be expected. 1) When the generation of the hub vortex is increased by partially increasing the pitch of the blade root portion, the function of the hub vortex canceler is relatively increased, and the efficiency of the propeller alone is not reduced. The total performance and efficiency of the combination of the propeller and the hub vortex eliminator are improved. 2) If the propeller vibrating force and cavitation can be the same as those in the related art, the blade area can be suppressed, the propeller diameter can be increased, and efficiency such as reduction in power consumption can be improved. 3) The bending stress at the root of the blade is reduced, which is advantageous in strength.
【図１】本発明の一例を示すプロペラのピッチ曲線であ
る。FIG. 1 is a pitch curve of a propeller showing an example of the present invention.
【図２】本発明の一例を示すプロペラの一部側面図であ
る。FIG. 2 is a partial side view of a propeller showing an example of the present invention.
【図３】ハブ渦消去装置を示すプロペラの背面図であ
る。FIG. 3 is a rear view of a propeller showing a hub vortex eliminating device.
Ｐ プロペラ Ｄ ハブ渦消去装置 １ プロペラボス ２ 翼 ３ 翼根部 ４ 中間部 ５ 翼端部 ６ キャップ P Propeller D Hub vortex eliminator 1 Propeller boss 2 Wing 3 Wing root 4 Middle part 5 Wing tip 6 Cap
───────────────────────────────────────────────────── フロントページの続き (72)発明者 西田 裕至 東京都港区虎ノ門２−１−１ 株式会社商 船三井内 (72)発明者 大内 一之 岡山県岡山市上道北方688−１ ナカシマ プロペラ 株式会社内 (72)発明者 吉岡 勝 岡山県岡山市上道北方688−１ ナカシマ プロペラ 株式会社内 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Hiroshi Nishida 2-1-1 Toranomon, Minato-ku, Tokyo Shosen Mitsunai Co., Ltd. (72) Inventor Kazuyuki Ouchi 688-1 Kamikado Kitakata, Okayama City, Okayama Prefecture Nakashima Propeller Co., Ltd. (72) Inventor Masaru Yoshioka 688-1 north of Kamido, Okayama City, Okayama Prefecture Nakashima Propeller Co., Ltd.
Claims (4)
消去装置を有する船舶のプロペラにおいて、翼根部のピ
ッチ若しくはキャンバーを中間部のそれに比べて大きく
したことを特徴とするハブ渦消去装置を有する船舶のプ
ロペラ。1. A propeller for a ship having a hub vortex eliminating device for eliminating a vortex from a propeller hub, comprising a hub vortex eliminating device characterized in that a pitch or a camber of a blade root portion is made larger than that of an intermediate portion. Ship propeller.
がハブ渦消去装置が作用する範囲である請求項１のハブ
渦消去装置を有する船舶のプロペラ。2. The propeller according to claim 1, wherein the range in which the pitch or the camber is increased is a range in which the hub vortex canceler operates.
が翼半径比０．３５以下である請求項１のハブ渦消去装
置を有する船舶のプロペラ。3. The propeller of a marine vessel having a hub vortex canceller according to claim 1, wherein the range in which the pitch or the camber is increased is a blade radius ratio of 0.35 or less.
のそれに比べて小さくした請求項１〜３いずれかのハブ
渦消去装置を有する船舶のプロペラ。4. A propeller for a marine vessel having a hub vortex eliminating device according to claim 1, wherein a pitch or a camber at a wing tip is smaller than that at an intermediate portion.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000295678A JP3491890B2 (en) | 2000-09-28 | 2000-09-28 | Ship propeller with hub vortex eliminator |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000295678A JP3491890B2 (en) | 2000-09-28 | 2000-09-28 | Ship propeller with hub vortex eliminator |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2002104284A true JP2002104284A (en) | 2002-04-10 |
| JP3491890B2 JP3491890B2 (en) | 2004-01-26 |
Family
ID=18778068
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000295678A Expired - Lifetime JP3491890B2 (en) | 2000-09-28 | 2000-09-28 | Ship propeller with hub vortex eliminator |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3491890B2 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2010095181A (en) * | 2008-10-17 | 2010-04-30 | Ihi Corp | Propulsion device for marine vessel |
| WO2010106831A1 (en) * | 2009-03-18 | 2010-09-23 | 株式会社三井造船昭島研究所 | Ship propulsion device and ship with same |
| EP2593356A1 (en) * | 2010-07-12 | 2013-05-22 | Rolls-Royce Aktiebolag | A propulsion unit for a marine vessel and a marine vessel having a propulsion unit |
| JP5230852B1 (en) * | 2011-07-26 | 2013-07-10 | 独立行政法人海上技術安全研究所 | Small ducted propeller and ship |
-
2000
- 2000-09-28 JP JP2000295678A patent/JP3491890B2/en not_active Expired - Lifetime
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2010095181A (en) * | 2008-10-17 | 2010-04-30 | Ihi Corp | Propulsion device for marine vessel |
| WO2010106831A1 (en) * | 2009-03-18 | 2010-09-23 | 株式会社三井造船昭島研究所 | Ship propulsion device and ship with same |
| GB2474817A (en) * | 2009-03-18 | 2011-04-27 | Akishima Lab | Ship propulsion device and ship with same |
| GB2474817B (en) * | 2009-03-18 | 2013-01-30 | Akishima Lab Mitsui Zosen Inc | Ship propulsion device and ship with same |
| EP2593356A1 (en) * | 2010-07-12 | 2013-05-22 | Rolls-Royce Aktiebolag | A propulsion unit for a marine vessel and a marine vessel having a propulsion unit |
| EP2593356A4 (en) * | 2010-07-12 | 2017-04-26 | Rolls-Royce Aktiebolag | A propulsion unit for a marine vessel and a marine vessel having a propulsion unit |
| JP5230852B1 (en) * | 2011-07-26 | 2013-07-10 | 独立行政法人海上技術安全研究所 | Small ducted propeller and ship |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3491890B2 (en) | 2004-01-26 |
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