JP3416006B2 - Boat propeller - Google Patents
Boat propellerInfo
- Publication number
- JP3416006B2 JP3416006B2 JP28719496A JP28719496A JP3416006B2 JP 3416006 B2 JP3416006 B2 JP 3416006B2 JP 28719496 A JP28719496 A JP 28719496A JP 28719496 A JP28719496 A JP 28719496A JP 3416006 B2 JP3416006 B2 JP 3416006B2
- Authority
- JP
- Japan
- Prior art keywords
- blade
- propeller
- tip
- rake
- front side
- 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.)
- Expired - Fee Related
Links
Classifications
-
- 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
- Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
Landscapes
- Structures Of Non-Positive Displacement Pumps (AREA)
- Hydraulic Turbines (AREA)
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、船舶用プロペラに
関するものである。TECHNICAL FIELD The present invention relates to a propeller for a ship.
【０００２】[0002]
【従来の技術】従来、プロペラ翼の先端に発生する翼先
端まわりの流れを防止して、推力の増大を図った船舶用
プロペラが提案されている（例えば、特開平５−３０６
９４８号公報）。2. Description of the Related Art Conventionally, a propeller for a ship has been proposed in which the flow around the tip of a propeller blade is prevented to increase the thrust (for example, JP-A-5-306).
948).
【０００３】この船舶用プロペラは、図６に示すよう
に、プロペラ翼５１のプロペラ軸心Ａから、０．８５〜
０．９５Ｒ（Ｒ：プロペラ半径）の範囲の任意の点を起
点Ｂとし、この起点から翼先端にかけて翼レーキ角αを
徐々に増大させたものであり、具体的には、翼先端付近
を、プロペラ翼の背面側に、徐々に曲げるようにしたも
のである。As shown in FIG. 6, this marine propeller has a propeller blade center 51 of a propeller blade 51, and a propeller blade center of 0.85 to 0.85.
The starting point B is an arbitrary point within the range of 0.95R (R: propeller radius), and the blade rake angle α is gradually increased from this starting point to the blade tip. Specifically, in the vicinity of the blade tip, It is designed to gradually bend on the back side of the propeller wing.
【０００４】[0004]
【発明が解決しようとする課題】上記プロペラ翼の構成
によると、翼レーキをプロペラ翼５１の背面側にのみ増
加させるようにしているため、図５に示すように、翼先
端部でのサーキュレーションΓの密度が大きくなって、
この部分での誘導速度（吹き下ろし）が大きくなる。こ
の結果、プロペラ翼５１への水流の流入角が減少して、
翼正面側に負圧が発生し易くなり、この負圧が増大する
と、翼正面側にキャビテーションが発生するという問題
があった。According to the structure of the propeller blades described above, the blade rake is increased only on the back side of the propeller blades 51. Therefore, as shown in FIG. As the density of Γ increases,
The induction speed (downward) in this part becomes large. As a result, the inflow angle of the water flow into the propeller blades 51 decreases,
There is a problem that negative pressure is easily generated on the front side of the blade, and when this negative pressure is increased, cavitation is generated on the front side of the blade.
【０００５】そこで、本発明は、翼先端まわりの流れを
防止し得るとともに、翼表面でのキャビテーションの発
生をも防止し得る船舶用プロペラを提供することを目的
とする。Therefore, an object of the present invention is to provide a marine propeller capable of preventing the flow around the tip of a blade and also preventing the occurrence of cavitation on the surface of the blade.
【０００６】[0006]
【課題を解決するための手段】上記課題を解決するた
め、本発明の船舶用プロペラは、プロペラ翼のプロペラ
軸心から翼先端部に向かって、０．９５Ｒ（Ｒ：プロペ
ラ半径）よりプロペラ軸心寄りの任意の半径位置を起点
として翼レーキを翼半径の増加とともに徐々に翼正面側
に増加させ、０．８５〜０．９５Ｒの範囲内でその最大
値をとり、翼レーキが最大値を越えた位置から翼先端に
かけては、翼レーキ角を翼背面側に徐々に増加させ、か
つ翼先端における翼レーキ角が翼背面側に３０度以上と
なるように構成したものである。In order to solve the above problems, the marine propeller of the present invention has a propeller shaft of 0.95R (R: propeller radius) from the propeller shaft center of the propeller blade toward the blade tip. The blade rake gradually increases to the blade front side with the increase of the blade radius starting from an arbitrary radial position near the center, and takes the maximum value within the range of 0.85 to 0.95R, and the blade rake reaches the maximum value. From the crossing position to the blade tip, the blade rake angle is gradually increased to the blade back surface side, and the blade rake angle at the blade tip is 30 degrees or more to the blade back surface side.
【０００７】また、本発明の他の船舶用プロペラは、プ
ロペラ翼のプロペラ軸心から翼先端部に向かって、０．
９５Ｒ（Ｒ：プロペラ半径）よりプロペラ軸心寄りの任
意の半径位置を起点として翼レーキを翼半径の増加とと
もに徐々に翼背面側に増加させ、０．８５〜０．９５Ｒ
の範囲内でその最大値をとり、翼レーキが最大値を越え
た位置から翼先端にかけては、翼レーキ角を翼正面側に
徐々に増加させ、かつ翼先端における翼レーキ角が翼正
面側に３０度以上となるように構成したものである。Further, another propeller for a ship according to the present invention has a propeller blade of 0.
Starting from an arbitrary radial position closer to the propeller shaft center than 95R (R: propeller radius), the blade rake is gradually increased toward the blade rear surface with an increase in blade radius.
Within the range of, the blade rake angle gradually increases to the blade front side from the position where the blade rake exceeds the maximum value to the blade tip, and the blade rake angle at the blade tip becomes the blade front side. It is configured to be 30 degrees or more.
【０００８】上記の各構成によると、プロペラ翼の先端
部を背面側または正面側に屈曲させることにより、翼先
端での流れのまわりこみを防止し得るとともに、翼レー
キが最大となる位置までは翼正面側または翼背面側に突
出するように形成しているため、翼レーキ角が半径方向
で変化することによって生じるサーキュレーション密度
の増加を相殺することができる。すなわち、翼先端部付
近に過大な誘導速度が発生しなくなるので、プロペラ翼
への水流の流入角が過大にならず、翼正面側または翼背
面側に大きな負圧が発生しなくなる。その結果として、
キャビテーションの発生を抑えることができる。According to each of the above configurations, by bending the tip of the propeller blade toward the back side or the front side, it is possible to prevent the flow from sneaking around at the tip of the blade, and to increase the blade rake up to the maximum position. Since it is formed so as to project to the front side or the blade back side, it is possible to offset the increase in the circulation density caused by the blade rake angle changing in the radial direction. That is, since an excessive induction velocity does not occur near the tip of the blade, the inflow angle of the water flow into the propeller blade does not become excessive, and a large negative pressure does not occur on the blade front side or the blade back side. As a result,
The occurrence of cavitation can be suppressed.
【０００９】[0009]
【発明の実施の形態】以下、本発明の船舶用プロペラに
おける第１の実施の形態を、図１〜図３に基づき説明す
る。BEST MODE FOR CARRYING OUT THE INVENTION A first embodiment of a marine propeller according to the present invention will be described below with reference to FIGS.
【００１０】図１および図２において、１は本実施の形
態に係る船舶用プロペラで、プロペラボス部２と、この
プロペラボス部２の四方に放射状に突設されたプロペラ
翼３とから構成され、またこのプロペラ翼３は、その先
端付近が、翼正面側に突出するようにかつ連続的に変化
するような翼レーキ角αでもって屈曲されている。1 and 2, reference numeral 1 denotes a marine propeller according to the present embodiment, which is composed of a propeller boss portion 2 and propeller blades 3 radially protruding from four sides of the propeller boss portion 2. Further, the propeller blade 3 is bent at a blade rake angle α such that the vicinity of the tip of the propeller blade 3 projects toward the blade front side and continuously changes.
【００１１】以下、詳しく説明すると、プロペラ翼３の
０．９５Ｒ（Ｒ：プロペラ半径）よりプロペラボス部
（プロペラ軸心）２寄りの任意の半径位置、より具体的
には、０．７〜０．８Ｒの間の位置（例えば、０．８
Ｒ）を起点として、翼レーキを翼半径の増加とともに徐
々に正面側に増加させ、かつ０．８５〜０．９５Ｒの範
囲内（例えば、０．９５Ｒの位置Ｃ）においてその最大
値をとるようにされ、翼レーキが最大値を越えた位置か
ら翼先端にかけては、翼レーキ角αを翼背面側に徐々に
増加させて、翼先端部での翼レーキ角が、翼背面側に３
０度以上となるように構成したものである。In more detail, an arbitrary radial position closer to the propeller boss portion (propeller shaft center) 2 than 0.95R (R: propeller radius) of the propeller blade 3, more specifically, 0.7 to 0. Position between .8R (eg 0.8
R) as the starting point, gradually increase the blade rake toward the front side with the increase of the blade radius, and take the maximum value within the range of 0.85 to 0.95R (for example, position C of 0.95R). From the position where the blade rake exceeds the maximum value to the blade tip, the blade rake angle α is gradually increased to the blade back side so that the blade rake angle at the blade tip is 3
It is configured to be 0 degrees or more.
【００１２】このように、プロペラ翼３の先端部を背面
側に屈曲させることにより、翼先端での流れのまわりこ
みを防止し得るとともに、翼レーキが最大となる位置
（０．９５Ｒ位置）までは翼正面側に突出するように形
成されているため、図３に示すように、翼レーキ角が半
径方向で変化することによって生じるサーキュレーショ
ンΓ密度の増加が相殺され、したがって翼先端部分に過
大な誘導速度（吹き下し）が発生することがなくなる。In this way, by bending the tip of the propeller blade 3 to the back side, it is possible to prevent the flow from sneaking around at the tip of the blade, and to reach the position (0.95R position) where the blade rake is maximized. Since the blade is formed so as to project to the front side of the blade, as shown in FIG. 3, the increase in the circulation Γ density caused by the change in the blade rake angle in the radial direction is offset, and therefore the blade tip portion is excessively large. Induction speed (downward) does not occur.
【００１３】その結果、プロペラ翼３への水流の流入角
が過大になることはなく、翼正面側での負圧の発生が防
止される。すなわち、翼正面側でのキャビテーションの
発生が防止される。As a result, the inflow angle of the water flow into the propeller blade 3 does not become excessively large, and the generation of negative pressure on the front side of the blade is prevented. That is, the occurrence of cavitation on the front side of the blade is prevented.
【００１４】次に、本発明の船舶用プロペラにおける第
２の実施の形態を、図４および図５に基づき説明する。
上記第１の実施の形態の船舶用プロペラにおいては、プ
ロペラ翼を正面側に突出させたが、本第２の実施の形態
の船舶用プロペラにおいては、背面側に突出させたもの
である。Next, a second embodiment of the marine propeller of the present invention will be described with reference to FIGS. 4 and 5.
In the marine propeller of the first embodiment, the propeller blades are projected to the front side, whereas in the marine propeller of the second embodiment, the propeller blades are projected to the rear side.
【００１５】すなわち、図４および図５に示すように、
プロペラ翼１３の０．９５Ｒ（Ｒ：プロペラ半径）より
プロペラボス部（プロペラ軸心）２寄りの任意の半径位
置、より具体的には、０．７〜０．８Ｒの間の位置（例
えば、０．８Ｒ）を起点として、翼レーキを翼半径の増
加とともに徐々に背面側に増加させ、かつ０．８５〜
０．９５Ｒの範囲内（例えば、０．９５Ｒの位置Ｃ）に
おいてその最大値をとるようにされ、翼レーキが最大値
を越えた位置から翼先端にかけては、翼レーキ角αを正
面側に徐々に増加させて、翼先端部での翼レーキ角を、
正面側に３０度以上となるように構成したものである。That is, as shown in FIGS. 4 and 5,
Any radial position closer to the propeller boss portion (propeller shaft center) 2 than 0.95R (R: propeller radius) of the propeller blade 13, more specifically, a position between 0.7 and 0.8R (for example, 0.8R) as a starting point, the blade rake is gradually increased to the rear side with the increase of the blade radius, and 0.85-
The maximum value is set within the range of 0.95R (for example, position C of 0.95R), and the blade rake angle α gradually increases from the position where the blade rake exceeds the maximum value to the blade tip toward the front side. To increase the blade rake angle at the blade tip,
It is configured such that the angle is 30 degrees or more on the front side.
【００１６】この場合も上記第１の実施の形態と同様
に、プロペラ翼３の先端部を、正面側に屈曲させること
により、翼先端での流れのまわりこみを防止し得るとと
もに、翼レーキが最大となる位置までは背面側に突出す
るように形成されているため、翼レーキが半径方向で変
化することによって生じるサーキュレーション密度の増
加が相殺され、したがって翼先端部分には、過大な誘導
速度（吹き下し）が発生することはなくなる。Also in this case, as in the first embodiment, by bending the tip of the propeller blade 3 to the front side, it is possible to prevent the flow from sneaking around at the tip of the blade and to maximize the blade rake. Since it is formed so as to project to the back side up to the position where it becomes, the increase in the circulation density caused by the change in the blade rake in the radial direction is offset, and therefore the excessive induced velocity ( It does not occur.
【００１７】その結果、プロペラ翼への水流の流入角が
過大になることがなく、翼背面側での過大な負圧の発生
が防止される。すなわち、翼背面側に過大なキャビテー
ションが発生することを防止できる。As a result, the inflow angle of the water flow into the propeller blade does not become excessively large, and excessive negative pressure is prevented from being generated on the blade rear surface side. That is, it is possible to prevent excessive cavitation from occurring on the back surface side of the blade.
【００１８】[0018]
【発明の効果】以上のように本発明の各船舶用プロペラ
の構成によると、プロペラ翼の先端部を背面側または正
面側に屈曲させることにより、翼先端での流れのまわり
こみを防止し得るとともに、翼レーキが最大となる位置
までは翼正面側または翼背面側に突出するように形成し
ているため、翼レーキが半径方向で変化することによっ
て生じるサーキュレーション密度の増加を相殺すること
ができ、したがって翼先端部付近には、過大な誘導速度
が発生しなくなるので、プロペラ翼への水流の流入角も
過大になることはなく、翼正面側または翼背面側に大き
な負圧が発生することを防止できる。すなわち、翼正面
側または翼背面側でのキャビテーションの発生を抑制す
ることができる。As described above, according to the structure of each marine propeller of the present invention, by bending the tip portion of the propeller blade toward the back side or the front side, it is possible to prevent the flow from wrapping around at the tip of the blade. Since the blade rake is formed so as to project to the front side or the back side of the blade up to the position where the blade rake becomes maximum, it is possible to offset the increase in the circulation density caused by the blade rake changing in the radial direction. Therefore, since excessive induction velocity does not occur near the tip of the blade, the inflow angle of the water flow to the propeller blade does not become too large, and a large negative pressure is generated on the blade front side or blade back side. Can be prevented. That is, it is possible to suppress the occurrence of cavitation on the blade front side or the blade rear side.
【図１】本発明の第１の実施の形態における船舶用プロ
ペラの要部断面図である。FIG. 1 is a sectional view of essential parts of a marine propeller according to a first embodiment of the present invention.
【図２】同第１の実施の形態のプロペラ翼の先端部分の
拡大図である。FIG. 2 is an enlarged view of a tip portion of the propeller blade according to the first embodiment.
【図３】同第１の実施の形態のプロペラ翼のサーキュレ
ーションを示す図である。FIG. 3 is a diagram showing the circulation of the propeller blade of the first embodiment.
【図４】本発明の第２の実施の形態における船舶用プロ
ペラの要部断面図である。FIG. 4 is a cross-sectional view of essential parts of a marine propeller according to a second embodiment of the present invention.
【図５】同第２の実施の形態のプロペラ翼の先端部分の
拡大図である。FIG. 5 is an enlarged view of a tip portion of the propeller blade according to the second embodiment.
【図６】従来例における船舶用プロペラの要部断面図で
ある。FIG. 6 is a cross-sectional view of a main part of a marine propeller according to a conventional example.
α 翼レーキ角 １ 船舶用プロペラ ３ プロペラ翼 １３ プロペラ翼 α wing rake angle 1 Ship propeller 3 propeller wings 13 propeller wings
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 平８−11786（ＪＰ，Ａ) 実開 平４−5198（ＪＰ，Ｕ) 実開 昭62−179897（ＪＰ，Ｕ) 特許110505（ＪＰ，Ｃ２) (58)調査した分野(Int.Cl.7，ＤＢ名) B63H 5/07 B63H 1/26 ─────────────────────────────────────────────────── ─── Continuation of the front page (56) Reference Japanese Unexamined Patent Publication No. 8-11786 (JP, A) Actually open 4-5198 (JP, U) Actually open 62-179897 (JP, U) Patent 110505 (JP, C2) (58) Fields investigated (Int.Cl. 7 , DB name) B63H 5/07 B63H 1/26
Claims (2)
向かって、０．９５Ｒ（Ｒ：プロペラ半径）よりプロペ
ラ軸心寄りの任意の半径位置を起点として翼レーキを翼
半径の増加とともに徐々に翼正面側に増加させ、０．８
５〜０．９５Ｒの範囲内でその最大値をとり、翼レーキ
が最大値を越えた位置から翼先端にかけては、翼レーキ
角を翼背面側に徐々に増加させ、かつ翼先端における翼
レーキ角が翼背面側に３０度以上となるように構成した
ことを特徴とする船舶用プロペラ。1. The blade rake gradually increases from the propeller shaft center of the propeller blade toward the blade tip, starting from an arbitrary radial position closer to the propeller shaft center than 0.95R (R: propeller radius), as the blade radius increases. Increase to the front side of the wing to 0.8
It takes its maximum value within the range of 5 to 0.95R, and from the position where the blade rake exceeds the maximum value to the blade tip, the blade rake angle is gradually increased to the blade back side and the blade rake angle at the blade tip is increased. Is a propeller for a ship, characterized in that it is configured so that it is 30 degrees or more on the back side of the wing.
向かって、０．９５Ｒ（Ｒ：プロペラ半径）よりプロペ
ラ軸心寄りの任意の半径位置を起点として翼レーキを翼
半径の増加とともに徐々に翼背面側に増加させ、０．８
５〜０．９５Ｒの範囲内でその最大値をとり、翼レーキ
が最大値を越えた位置から翼先端にかけては、翼レーキ
角を翼正面側に徐々に増加させ、かつ翼先端における翼
レーキ角が翼正面側に３０度以上となるように構成した
ことを特徴とする船舶用プロペラ。2. The blade rake gradually increases from the propeller shaft center of the propeller blade toward the blade tip portion with an arbitrary radial position closer to the propeller shaft center than 0.95R (R: propeller radius) as the blade radius increases. To the rear side of the wing to 0.8
It takes its maximum value within the range of 5 to 0.95R, and from the position where the blade rake exceeds the maximum value to the blade tip, the blade rake angle is gradually increased to the blade front side, and the blade rake angle at the blade tip is increased. Is a propeller for a ship, characterized in that the front side of the wing is 30 degrees or more.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28719496A JP3416006B2 (en) | 1996-10-30 | 1996-10-30 | Boat propeller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28719496A JP3416006B2 (en) | 1996-10-30 | 1996-10-30 | Boat propeller |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH10129590A JPH10129590A (en) | 1998-05-19 |
| JP3416006B2 true JP3416006B2 (en) | 2003-06-16 |
Family
ID=17714298
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP28719496A Expired - Fee Related JP3416006B2 (en) | 1996-10-30 | 1996-10-30 | Boat propeller |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3416006B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2013137363A1 (en) | 2012-03-14 | 2013-09-19 | 常石造船株式会社 | Marine propeller |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108016591A (en) * | 2017-12-30 | 2018-05-11 | 镇江同舟螺旋桨有限公司 | A kind of ending flap shape propeller blade ending styling apparatus |
-
1996
- 1996-10-30 JP JP28719496A patent/JP3416006B2/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2013137363A1 (en) | 2012-03-14 | 2013-09-19 | 常石造船株式会社 | Marine propeller |
| JP2013189100A (en) * | 2012-03-14 | 2013-09-26 | Tsuneishi Shipbuilding Co Ltd | Marine propeller |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH10129590A (en) | 1998-05-19 |
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