JPH02151593A - Propeller for ship - Google Patents

Abstract

PURPOSE: To improve propeller efficiency by forming a cover with many adjacent segments kept in contact with each other, forming each segment into a blade section having a tip and a tail edge and connected with inner and outer surfaces, and adapting the theory of the blade section. CONSTITUTION: An inside surface 8 and an outside surface 9 are connected to form a horizontally flat segment 3 having a NASA cross section LS 1 with a blade section 7 continuously bent in the longitudinal direction, and many segments 3 are connected to form a circular cover 13. Blades 10 of a propeller are located at the narrowest inner diameter of the cover 13, and their tips are made compatible with the inside surface 8. When the blade section theory is adapted to the design of a nozzle cross section, nozzles 13 have a high lift coefficient and a low resistance coefficient suitable for turbulence, and propulsion efficiency is improved.

Description

DETAILED DESCRIPTION OF THE INVENTION For more than 50 years, professional crawlers with canopies or nozzles have been used to increase the thrust of professional crawlers.
It has been used for low-speed boats such as river boats.

According to accepted nozzle theory, nozzles are classified into accelerating and decelerating types. Existing acceleration type nozzles are used to increase thrust at low speeds, but are unsuitable for high speeds due to high drag. The reduction type nozzle is
Although the efficiency is low, it can be used for military purposes! Used for propeller cavitation and lowering gypsum as essential.

The present invention relates to accelerated type nozzles. The high lift generated by the canopy cross-section generates a large thrust force, and the low cross-section drag allows this thrust to be used even at high operating speeds previously believed to be impossible.

The purpose of this invention is to make all works 1. K is professional at speed, operating on ships of all types and dimensions, to improve the efficiency of the crawler. This is achieved by adapting the theory of airfoil cross-sections to the design of the nozzle cross-section, which has a higher lift coefficient, lower drag coefficient, and is best adapted to turbulence than the nozzles currently in use. Ta. For example, Kofuyanagi semi-nozzle/? a is 0. /'l, but this nozzle design has o, oog or 0.0/J (D range BF) resistance coefficient th'+.

The invention also relates to a method of manufacturing the nozzle configuration necessary to achieve this low drag coefficient and high lift coefficient. The nozzle is configured as straight true sections connected to form a polygonal, generally circular canopy.

Small nozzles can be made by other methods, such as casting and machining to the desired shape.

This invention enables high propulsion efficiency for ships operating at high speeds, which was not possible before.

Same thing if you use this invention! - Increasing the propulsion efficiency of a ship by increasing the speed of the ship when using power, or maintaining the same speed with less power, and with lower fuel consumption; An interrelated advantage is achieved by improving the integrity of the propeller canopy. Increased efficiency is achieved through the use of highly efficient airfoil cross-sections designed to minimize drag and maximize lift. The high efficiency of the propeller canopy is achieved by constructing the propeller canopy with laterally flat segments that form a circle only when a large number are joined together, avoiding double cores and increasing efficiency. This is achieved by allowing a wide range of configurations.

The propeller fluff according to this invention is illustrated in FIG.
This 1 has a unique cross-section that is continuously curved in the longitudinal direction on both the inner surface 8 and the outer surface t,
0.0/, from the resistor side smaller than 3 and the chord length O to 0.
Provide a cross section of 0.05 years old FI3 (.The concave area of 7.0
The thickness of the cross section is the chord length O, OS
The maximum thickness is t from O to Koda, and the maximum thickness is from b to
to 0 of the chord length. Subtract the position from koS to o,,ys. The canopy has a cross-sectional chord length of 0.3 to 0.6 of the diameter of the protrusion, and the angle between the chord of the cross-section and the diameter of the protrusion is -6
Typical cross-sections are NA8A cross-section IIEI(/ )-θ&j/Mod and cross-section L8(i
)-oatqyod. The propeller blades 10 are located near the narrowest inner diameter of the canopy, and the tips of the propeller blades are designed to maintain a minimum gap between the canopy and the canopy.
Shaped to fit the inside surface of the canopy.

Made in the forward state 1. The arrow 11 indicates the direction of liquid entering the nozzle, and the arrow 11 indicates the direction of rotation of the pro-R when operating in the forward position.

Figure 1 illustrates a propeller canopy constructed from a number of ridgewise VC flat longitudinally curved segments 3 joined together.

The first of one representative canopy segment construction according to the present invention is illustrated in FIG.
It can be seen in Figure d. The canopy segment 3 of FIG. 3 has an inner shell surface 13 which, together with an outer shell surface, has one or more '!'! j1
By means of a oriented ring frame member i3 and a longitudinal frame 16 spanning the cavity between the two surfaces,
be combined.

Each segment), 7ti, inner shell 13 and outer shell /U are assembled individually by longitudinal frame IAK welding on the inside of the segment. Horizontal frame 1sFi,
It is welded to the inner shell 13, outer shell holder and longitudinal frame 16 using continuous welds on both sides thereof. The inner shell 13 and the outer shell 13 are welded using butt welding.
Although joined at their leading edges, the tail edges T of the outer shell lda are scalloped and welded to the inner shell 13 near the tail green T. The inner surfaces 13 and outer defaces of the individual canopy segments are welded to adjacent longitudinal frames 16 and to each other by using deep penetration V welds.

FIG. 4 shows the use of one or more continuous transverse polygonal ring frame members /j and force component fc longitudinal frames 16 to construct the segments 3' forming the canopy of FIG. Show how. The assembly of the professional cover begins by first welding the inner shell or inner surface /3 and the outer shell or outer surface lda to the ring frame /j continuously on both sides. A longitudinal sectioned frame groove is inserted on the 7 side of the membrane surface and welded to the membrane surface and the ring from the inside. The inner shell 13 and the outer shell 13 are joined leading edge to edge using butt welding, while the tail edge τ of the outer shell 13 is scalloped and welded to the inner shell 13. Another segmented longitudinal frame 16 is inserted on the opposite side of the membrane surface. Membrane surface/
Another pair of J and lda are welded to this latter longitudinal frame trap and to each other by deep penetrating V welds.

This method is repeated until the covering is complete.

For steel ship nozzles, the inner shell plate is preferably
Made of stainless steel to avoid corrosion due to 9-side occurrence near the tips of the propen blades.

FIG. 5 is a longitudinal cross-sectional view along i8-tgK through the center of the segment illustrated in FIG.

Section 6 is a cross-sectional view taken along the 1st direction.

While all existing propeller canopies are only successfully used on tugboats and other vessels that require increased thrust at low speeds, this invention improves propeller performance at low speeds, and only improves propane performance at low speeds. Pro! ! This invention is suitable for all types of ships as it not only improves the thrust of the ship but also increases the efficiency of the propane at high speeds.

Existing canopy designs have an outer shell that is used only as a closure button cover, which is attached to the canopy structure with plug or slot welds, and is not an integral part of the canopy, but rather has an outer shell that is used only as a closure button cover and is not an integral part of the canopy. However, this invention integrates the inner and outer shells and assembles them into a single paulownia carcass.

[Brief explanation of the drawing]

I! FIG. 1 is a typical cross-sectional view through the center of the nozzle, showing the second order m'. The last drawing is a perspective view of a polygonal nozzle. Figure 3 is a perspective view of a single section of the polygonal nozzle shown in Figure 2; Figure 4 shows
FIG. 2 is a perspective view showing a modification of the nozzle shown in FIG. 1; FIG. S is a sectional view along /ll-/fl of No. 6F. FIG. 6 is a cross-sectional view taken along the 1/2 line in the #S diagram. In the drawing, 3 is the segment, DA is the propen shaft, IO
indicates a professional flying wing, S indicates an inner surface, 9 indicates an outer surface, 13 indicates an inner surface, Noda indicates an outer surface, ls indicates a ring frame member, and 16 indicates a longitudinal frame. Fig 5゜Fig 6゜1, Indication of the case Patent Application No. 302362 of 1988 2, Name of the invention Ship propulsion device 3, Person making the amendment Relationship to the case Address of the patent applicant Canada 7.JEi, 3
・Si Fu. North Banko (Ko, Heritage Boulevard,
1065 Name Jo 7 Tuzo Graczling 4, Agent details

Claims (1)

[Claims] 1. A propulsion system for a ship, comprising a shaft on which a propeller is attached, and a canopy surrounding the propeller, wherein the canopy includes a number of adjacent adjacent segments, Each said segment has an outer surface and an inner surface having respective leading edges and a trailing edge, said outer surface and said inner surface being substantially laterally flat, and said said inner surface and said inner surface having a leading edge of said outer surface. and a trailing edge are each interconnected to provide an airfoil cross-section, the inner surface and the outer surface being continuously curved from the connected leading edge and the tail edge; the outer surfaces are spaced apart between said leading and trailing edges to form a cavity therebetween, and each said segmental airfoil cross-section is between 0 and 0.02 of its chord length;
5, the outer surface encompasses the concave area, and the cross-sectional thickness is between 0.05 and 0.5 of the chord length.
24 and having a maximum thickness between 0.25 and 0.35 chord lengths from said leading edge, with each said segmental airfoil cross section being between 0.25 and 0.35 chord lengths from said connected leading edge. .25
the segmental wing cross-section has a chord length between 0.3 and 0.6 of the diameter of the propeller surrounded by the canopy;
the segmental wing section is arranged such that the angle between its chord and the propeller axis is between −6 degrees and +6 degrees, and at least one ring frame member is laterally within the cavity of the segment. a ring frame member is arranged and connected to the inner and outer surfaces of the segments, respectively, and laterally connects the plurality of segments to each other to provide the canopy; each of the connected inner and outer surfaces of the segment being connected to the ring frame member of each of the segments. 2. The ring frame member is comprised of individual elements disposed within the cavity of each of the segments.
The ship's propulsion system described in . 3. A ship propulsion device according to claim 1, wherein said ring frame member consists of a polygonal element having a number of sides equal to the total number of said number of segments forming said canopy.