KR101402576B1 - A propulsion apparatus for ship - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a propulsion device for ships, and more particularly, And a duct installed in front of the propeller, wherein the duct includes a port duct installed at a port and a star duct installed at a starboard and having a diameter smaller than that of the port duct.
The propulsion device for a ship according to the present invention is characterized in that a port duct and a star duct are attached at the rear of a ship and the diameter of the port duct is formed larger than the diameter of the star duct so that the wake caused by the propeller is generated asymmetrically, , The propulsion efficiency can be increased.

Description

[0001] The present invention relates to a propulsion apparatus for ship,

The present invention relates to a marine propulsion device.

The present invention was derived from research carried out by the Ministry of Knowledge Economy and the Korea Industrial Technology Evaluation and Management Center as part of the project for the development of technology for industrial convergence [Task No.: 10040060, Title: Solid line application].

Generally, in the case of a large ship, the propulsion attached to the rear of the hull is advanced by using the flow of the fluid generated when the propeller rotates. At this time, a rudder is attached to the rear of the propeller, and as the rudder rotates to the left and right, the direction of flow of the fluid is changed by changing the direction of flow.

In order to achieve a constant speed through the rotation of the propeller, the engine must be driven using oil such as diesel. In this case, a large amount of oil is consumed and the greenhouse gas is discharged, thereby causing problems such as environmental destruction .

Recently, various efforts have been made to reduce fuel consumption by reducing the energy consumed when propelling the ship. IMO, in particular, discussed ways to reduce greenhouse gas emissions in 2010, and discussions are underway to establish standards and directions for fuel efficiency regulation.

As shipping companies join the movement, shipping companies are beginning to pay attention to fuel-saving vessels that can reduce the burden on fuel costs. Due to the needs of shipping companies, shipbuilders are constantly researching and developing fuel-saving technologies that reduce fuel consumption and reduce greenhouse gas emissions.

As an example of the fuel saving type technology, an energy saving device (ESD: Energy Saving Device) which saves fuel by improving the propulsion efficiency by improving the shape of a ship's rear end, propeller, rudder, This energy saving device has already been applied to a large number of ships.

Among the energy saving additional devices, a device for controlling the flow of fluid into the propeller by coupling a circular duct to the hull is widely applied to various ships. However, conventionally used duct devices have a problem in that the flow of the fluid uniformly flows through the propeller as it is manufactured in a circular shape, and asymmetric flow is generated by the rotation of the propeller, thereby deteriorating the steering performance and propulsion performance.
Such a conventional technique is disclosed in, for example, Japanese Unexamined Patent Application Publication No. 2001-138987 (published on May 22, 2001).

SUMMARY OF THE INVENTION The present invention has been made in order to solve the problems of the conventional art as described above, and it is an object of the present invention to provide a stern with a duct, which is different in diameter between the left and right sides of the duct, And to provide a propulsion device for a ship capable of enhancing performance.

The propulsion device for a ship according to an embodiment of the present invention includes: a propeller coupled to a stern and generating a propulsive force; And a duct installed in front of the propeller, wherein the duct includes a port duct installed at a port and a star duct installed at a starboard and having a diameter smaller than that of the port duct.

The propulsion device for a ship according to the present invention is characterized in that a port duct and a star duct are attached at the rear of a ship and the diameter of the port duct is formed larger than the diameter of the star duct so that the wake caused by the propeller is generated asymmetrically, , The propulsion efficiency can be increased.

Further, the propulsion device for a ship according to the present invention is characterized in that an asymmetric duct is mounted on a stern boss, and the radius of curvature of the duct is varied continuously or discontinuously, thereby reducing asymmetric wake generated by the propeller, .

1 is a side view of a marine propulsion device according to a first embodiment of the present invention;
FIG. 2 is a rear view of a marine propulsion device according to a first embodiment of the present invention; FIG.
3 is a side view of a propulsion unit for a ship according to a second embodiment of the present invention.
4 is a plan view of a propulsion apparatus for a ship according to a second embodiment of the present invention;
5 to 7 are rear views of a propulsion device for a ship according to a second embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The objects, particular advantages and novel features of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which: FIG. It should be noted that, in the present specification, the reference numerals are added to the constituent elements of the drawings, and the same constituent elements are assigned the same number as much as possible even if they are displayed on different drawings. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 1 is a side view of a propulsion device for a ship according to a first embodiment of the present invention, and FIG. 2 is a rear view of a propulsion device for a ship according to a first embodiment of the present invention.

1 and 2, the propulsion device 1 for a marine vessel according to the first embodiment of the present invention includes a propeller 10 and a duct 20.

The propeller (10) is coupled to the stern (2) to generate propulsive force. Since the propeller 10 included in the present embodiment is the same as the generally used propeller 10, a detailed description thereof will be omitted.

The duct (20) is installed in front of the propeller (10) to change the flow of the fluid. At this time, the duct 20 includes a port duct 21 installed at the port and a star duct 22 installed at the starboard and having a diameter smaller than that of the port duct 21.

The port duct 21 and the star duct 22 are in the form of an arc having both ends joined to the hull and each having a constant diameter. That is, the port duct 21 and the star duct 22 are not connected to each other but can be separated and installed by the stern 2.

In this case, the fluid flowing along the surface of the stern 2 can flow into the propeller 10 through the interior of the port duct 21 or the interior of the star duct 22. However, since the diameters of the port duct 21 and the star duct 22 are different from each other, the amount of the oil passing through the port duct 21 and the amount of the oil passing through the star duct 22 are different.

Specifically, in the present embodiment, the diameter of the port duct 21 is set to be larger than the diameter of the starboard duct 22 so that the inflow flow into the propeller 10 along the port is relatively increased, The left-right asymmetry of the wake can be reduced. Thus, the present embodiment can improve the propulsion performance.

The port duct 21 and the star duct 22 can be upwardly eccentric from the axial center of the propeller 10 as shown in the figure. At this time, the axial center of the port duct 21 and the axial center of the star duct 22 can be placed in a plane parallel to the waterline surface. That is, the port duct 21 and the star duct 22 can be arranged side by side. Of course, the present embodiment may include a case where the port duct 21 is eccentric upward or downward than the star duct 22.

Or the axial center of the port duct 21 and the axial center of the star duct 22 may be twisted with each other. In other words, the port duct 21 is shifted upward from the front end to the rear end, and the starboard duct 22 may be offset downward from the front end to the rear end, and the present embodiment also includes the opposite case.

The distance from the propeller shaft center 11 to the axial center of the port duct 21 and the axial center of the star duct 22 may be the same. In this case, since the diameter of the port duct 21 is relatively large, The longest distance from the surface of the duct 2 to the left outer surface of the port duct 21 may be relatively larger than the longest distance to the right outer surface of the star duct 22.

Or the distance from the propeller shaft center 11 to the shaft center of the port duct 21 may be relatively larger than the distance from the propeller shaft center 11 to the shaft center of the star duct 22. In this case, the longest distance from the surface of the stern 2 to the left outer surface of the port duct 21 is farther away from the center of the left duct 21 and the right duct 22, Can be.

As described above, in the present embodiment, the left duct 21 and the right duct 22 are provided on both sides of the stern 2, and the diameters of the left duct 21 and the right duct 22 are different from each other, The asymmetry of the wake generated during rotation can be reduced, and the propulsion performance can be improved while improving the steering performance.

At this time, the cross sections of the port duct 21 and the star duct 22 may all be inwardly convex and outwardly flat. This is to prevent unnecessary resistance from being generated when the flow of the fluid flows into the inside of the duct 20.

In the inner cross section of the port duct 21 and the star duct 22, the height protruding inward is varied along the forward and backward directions, and the maximum protruded portion may be offset by a certain distance in the forward direction of the ship. That is, the inner cross-sections of the port duct 21 and the star duct 22 may all be in the form of an airfoil.

FIG. 3 is a side view of a propulsion device for a ship according to a second embodiment of the present invention, FIG. 4 is a plan view of a propulsion device for a ship according to a second embodiment of the present invention, Fig. 3 is a rear view of the propulsion device for ships according to an example.

3 to 7, a propulsion apparatus for a marine vessel 1 according to a second embodiment of the present invention includes a propeller 10 and a duct 30. Since the propeller 10 is the same as the propeller 10 in the first embodiment, a detailed description thereof will be omitted.

The duct 30 is installed in front of the propeller 10, has a closed cross section, and has a curvature radius decreasing from left to right. That is, when a circle is shown based on the radius of curvature at the left side, the right portion of the duct 30 is biased inward from the circle as shown in the figure.

In the present embodiment, the curvature radius of the duct 30 can be continuously decreased at a constant rate from left to right as shown in FIG. That is, when the circle is compared with the circle represented by the radius of curvature of the left side, the distance between the circle and the duct 30 can be gradually increased from left to right.

The center of the circle represented by the radius of curvature of the left side of the duct 30 may be coincident with or centered with the propeller shaft center 11 and in this case from the propeller shaft center 11 to the left outer surface of the duct 30 May be relatively larger than the distance from the axial center of the propeller 10 to the right outer surface of the duct 30. [

Therefore, the flow rate passing through the left side of the duct 30 among the fluids flowing along the surface of the stern 2 may be relatively larger than the flow rate passing through the right side of the duct 30. This is to reduce the asymmetric wake that may occur during rotation of the propeller 10.

6 and 7, the cross section of the duct 30 in this embodiment has a left curved portion 31 lying on the left side of the propeller shaft center 11 and a left curved portion 31 on the right side of the propeller shaft center 11, A right curved portion 32 having a radius of curvature relatively smaller than that of the left curved portion 31 and a connecting portion 33 connecting both ends of the left curved portion 31 with both ends of the right curved portion 32 can do.

In this case, the radius of curvature decreases from the left to the right of the duct 30, but may decrease discontinuously rather than decrease at a certain rate. That is, the left curved portion 31 and the right curved portion 32 may have an arc shape having a constant radius of curvature, and the connecting portion 33 to be described later may be curved or straight.

6, the left curved portion 31 and the right curved portion 32 may be curvedly connected without gentle bending, or the left curved portion 31 and the right curved portion 32 may be smoothly connected as shown in FIG. And the right curved portion 32 are connected by a straight line to form a bent portion.

As described above, according to the present embodiment, the duct 30 in the form of a closed curve is produced in a left-right asymmetric shape having a curvature radius that varies continuously or discontinuously, so that the influent flowing into the propeller 10 is changed, Can be greatly increased.

In this case, the cross section of the duct 30 may be in the form of an airfoil on the inner side and a flat shape on the outer side in the same manner as the first embodiment, and a detailed description thereof will be omitted since it has already been mentioned in the first embodiment.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the same is by way of illustration and example only and is not to be construed as limiting the present invention. It is obvious that the modification and the modification are possible.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

1: Ship propulsion system 2: Aft
10: Propeller 11: Propeller shaft center
20: Duct 21: Port duct
22: star duct 30: duct
31: left curved portion 32: right curved portion
33: Connection

Claims (5)

A propeller coupled to the stern and generating propulsion; And
And a duct installed in front of the propeller,
In the duct,
A starboard duct installed at the port and having an arc shape having a predetermined diameter and a star duct installed at the starboard and having an arc shape having a constant diameter and having a diameter smaller than that of the port duct. The method according to claim 1,
The port duct and the starboard duct are circular arc shapes in which both ends are coupled to the hull,
Wherein the axial center of the port duct and the axial center of the starboard duct are placed in a plane parallel to the waterline surface. The method according to claim 1,
Wherein the port duct and the star duct are arc-shaped, both ends of which are coupled to the hull and have a constant diameter,
Wherein the axial center of the port duct and the axial center of the star duct are twisted with each other. The method according to claim 1,
The distance from the axial center of the propeller to the axial center of the port duct and the axial distance from the axial center of the propeller to the axial center of the star duct are the same,
Wherein the longest distance from the surface of the stern to the left outer surface of the port duct is relatively larger than the longest distance from the surface of the stern to the right outer surface of the star duct. The method according to claim 1,
Wherein the distance from the axial center of the propeller to the axial center of the port duct is relatively larger than the axial distance from the axial center of the propeller to the axial center of the star duct.

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