KR101722002B1 - Propulsion efficiency enhancing apparatus - Google Patents

Abstract

A propulsion efficiency improving device is disclosed. The propulsion efficiency enhancing device according to an embodiment of the present invention includes current fixing wings disposed in front of a propeller and disposed radially around a rotation axis of the propeller, Wherein at least one of the current fixing wings is different in length from the remainder and the span, and one current fixing wing selected arbitrarily among the current fixing wings is located immediately below the current fixing wing, The length of the span is longer than or equal to the other current-carrying wings.

Description

{PROPULSION EFFICIENCY ENHANCING APPARATUS}

The present invention relates to a propulsion efficiency improvement device.

In order to improve the propulsion efficiency of conventional ships, current-stabilized vanes have been used. When the propeller is rotating and the hull is moving forward, the current-stabilizing vane is deflected in the direction of rotation of the propeller and introduced into the propeller. At this time, the propulsion efficiency of the propeller is improved by absorbing the return current generated by the current stabilizing vane.

However, there is a problem that the current fixing wing acts as a resistance during operation of the ship, which hinders the resistance performance of the ship.

Open Patent Publication No. 10- 2010-0103982 (September 29, 2010)

An embodiment of the present invention is intended to provide a propulsion efficiency enhancing device configured to reduce resistance acting on a current-carrying blade.

According to an aspect of the present invention, there is provided a propeller, comprising: a current stabilizing vane disposed in front of a propeller and disposed radially about a rotation axis of the propeller, wherein the current stabilizing vanes include a left side region and a right side region Wherein at least one of the current-carrying wings is different in length from the remainder and the span, and wherein one of the current-carrying wings is arbitrarily selected as a current-carrying wing, the other one of the current- It is possible to provide a propulsion efficiency improving device characterized in that the length of the span is longer than or equal to the current holding vane.

The length of the span of the current fixing wings may be sequentially shortened in the direction of the current fixing wing located at the lowermost position in the current fixing wing located at the uppermost position.

Wherein the number of the current fixing vanes is three, the installation angle of the first current fixing vane located on the uppermost one of the current fixing vanes is in the range of 30 to 50 degrees, and the second current fixing vane The installation angle of the third current fixing wing located at the lowermost side may be in the range of 100 degrees to 120 degrees.

Wherein a length of a span of the first current fixing wing is 0.9 times or more and 1.1 times or less a radius of the propeller and a length of a span of the second current fixing wing is 0.8 times or more and 1.0 times or less of a radius of the propeller, 3 The length of the span of the current-carrying wing may be 0.6 times or more and 0.8 times or less the radius of the propeller.

Wherein the number of the current fixing blades is two, the installation angle of the first current fixing vane located on the upper side of the current fixing vanes is in the range of 45 to 75 degrees, and the installation angle of the second current fixing vane The installation angle can range from 90 degrees to 120 degrees.

The length of the span of the first current fixing wing may be 0.9 to 1.1 times the radius of the propeller and the length of the span of the second current fixing wing may be 0.65 or more and 0.85 or less of the radius of the propeller.

The current fixing vanes may be arranged in the forward direction sequentially in the direction of the current fixing vanes located at the uppermost position in the lowermost current fixing vane.

The front and rear distances of one of the current fixing vanes and the other current fixing vanes directly below the current fixing vanes may be 0.05 times or more and 0.15 times or less of the diameter of the propeller.

The current-stabilizing vanes may each have a recessed shape.

The current fixing wings may be shortened in the same radius around the rotation axis in the direction of the current fixing wings located at the lowermost position in the current fixing wing located at the uppermost position.

According to an embodiment of the present invention, at least one of the radially disposed current-carrying wings is different in length from the remainder to the span, and one of the current-carrying wings, selected arbitrarily among the current-carrying wings, By forming the span longer than or equal to the length of the wing, the magnitude of the resistance acting on the current-carrying wings is reduced corresponding to the flow rate of the influent flow and the propulsion efficiency is improved.

FIG. 1 is a side view of a propulsion efficiency improving apparatus according to an embodiment of the present invention, and FIG.
FIG. 2 is a rear view of a propulsion efficiency improving apparatus according to an embodiment of the present invention,
FIG. 3 is a front view of a propeller showing a flow velocity distribution of a counter current flowing into a propeller in a barehull state in which there are no current-
4 is a view showing experimental data performed in the course of deriving the propulsion efficiency improvement apparatus according to an embodiment of the present invention,
5 is a view showing a propulsion efficiency improving apparatus according to another embodiment of the present invention,
FIG. 6 is a diagram showing a comparative example and an experimental example for evaluating the performance of the propulsion efficiency improving apparatus shown in FIG. 5,
FIG. 7 is a graph showing the thrust reduction coefficients for the comparative example and the experimental example of FIG. 6; FIG.

BRIEF DESCRIPTION OF THE DRAWINGS The present invention is capable of various modifications and various embodiments, and specific embodiments are illustrated in the drawings and described in detail in the detailed description. It is to be understood, however, that the invention is not to be limited to the specific embodiments, but includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Referring to the accompanying drawings, the same or corresponding components are denoted by the same reference numerals, do.

FIG. 1 is a side view of a propulsion efficiency improvement apparatus according to an embodiment of the present invention, and FIG. 2 is a rear view of a propulsion efficiency improvement apparatus according to an embodiment of the present invention.

Referring to FIGS. 1 and 2, the propulsion efficiency improving apparatus 100 includes current fixing wings 110, 120, and 130. The electric current stabilizing vanes 110, 120 and 130 are arranged in front of the propeller 20 and arranged radially around the rotation axis X of the propeller 20.

The current stabilizing vanes 110, 120 and 130 guide the flow introduced into the propeller 20 in a direction opposite to the rotation direction of the propeller 20 to generate a rotation current in a direction opposite to the rotation direction of the propeller 20 . The rotating current due to the current stabilizing blade is introduced into the propeller 20 to reduce the rotating current in the rotating direction of the propeller 20, thereby improving the propulsion efficiency.

The current stabilizing vanes 110, 120 and 130 may be installed in the stern boss 15 of the hull 10 but are not limited thereto.

According to the present embodiment, the number of the current fixing wings is three. Hereinafter, for convenience of explanation, the uppermost current fixing vane 110 is referred to as a "first current fixing vane 110" and the intermediate current vane 120 as a "second current fixing vane 110" 120 ", and the lowermost current fault vane 130 is referred to as a "third current vane 130 ".

On the other hand, in the present embodiment, the number of the current-stabilizing blades is three, but this is for convenience of description and does not limit the idea of the present invention.

According to the present embodiment, the propeller 20 rotates clockwise when viewed from the rear as in Fig. In this case, the first current fixing vane 110, the second current fixing vane 120, and the third current fixing vane 130 are both provided on the propeller 20 among the left side region and the right side region of the rotation plane P of the propeller 20 Is located in the left region where it rotates upward.

The direction of the inflow flowing into the propeller 20 is opposite to the direction of rotation of the propeller 20 in the right area of the rotation plane P of the propeller 20, And a relatively high thrust is generated due to an increase in the angle of attack.

On the other hand, in the region on the left side of the rotation plane P of the propeller 20, the direction of the inflow flowing into the propeller 20 is the same as the direction of rotation of the propeller 20, and the angle of attack is reduced in the blade section of the propeller 20 , A relatively low thrust is generated due to the decrease in the angle of attack.

Therefore, the front fixing vanes 110, 120, and 130 are positioned in the left area of the rotation plane P of the propeller 20, and the flow in the direction opposite to the rotation direction of the propeller 20 is applied to the inflows flowing into the propeller 20, The angle of attack at the blade section of the propeller 20 is increased and the propulsion efficiency is improved.

Alternatively, the propeller 20 may rotate counterclockwise as viewed from the rear, unlike Fig. In this case, the first current fixing vane 110, the second current fixing vane 120, and the third current fixing vane 130 are both provided on the propeller 20 among the left side region and the right side region of the rotation plane P of the propeller 20 Is located in the right region where it rotates upward.

According to the present embodiment, the first current fixing vane 110, the second current fixing vane 120 and the third current fixing vane 130 are respectively connected to the first current fixing vane 110 located on the uppermost side, The length of the span is sequentially shortened in the direction to the third current fixing vane 130 located in the second current fixing vane 130. [

In other words, the first current fixing vane 110, the second current fixing vane 120, and the third current fixing vane 130 all have different span lengths. And the arbitrarily selected one of the first current fixing vane 110, the second current fixing vane 120, and the third current fixing vane 130 has a longer span length than the other immediately below.

The length of the span of the current fixing vanes 110, 120 and 130 means the distance from the rotation axis X of the propeller 20 to the tip of the current fixing vanes 110, 120 and 130.

FIG. 3 is a front view of a propeller in a rotating surface of a propeller, showing a flow velocity distribution of a counter current flowing into a propeller in a barehull state without current-stabilizing blades; FIG. 2 and 3, the flow velocity of the current of the propeller (20 in FIG. 1) on the rotational plane is a vertical line V passing the rotational axis X about the rotational axis X of the propeller 20 (see FIG. 1) As the angle increases in the clockwise or counterclockwise direction.

In this reverse flow velocity distribution, the inflows flowing into the first current fixing vane 110, the second current fixing vane 120 and the third current fixing vane 130, which are sequentially arranged radially about the rotation axis X, The flow rate of the flow increases.

In response to such an increase in the flow velocity of the influent flow, the lengths of the respective spans of the first current fixing vane 110, the second current fixing vane 120 and the third current fixing vane 130 are sequentially shortened. In this case, it is possible to prevent an increase in resistance due to an increase in the flow rate of the inflow to the first current fixing vane 110, the second current fixing vane 120, and the third current fixing vane 130.

2 and 3, the flow velocity of the counter current at the rotating surface of the propeller (20 in Fig. 1) is set such that the rotational axis X of the propeller (20 in Fig. 1) As the angle increases in the clockwise or counterclockwise direction.

In this reverse current flow rate distribution, the inflows flowing into the third current fixing wing 130, the second current fixing wing 120, and the first current fixing wing 110, which are sequentially arranged in a radial fashion about the rotation axis X, The flow rate of the flow decreases.

In response to such a reduction in the flow rate of the influent flow, the lengths of the respective spans of the third current fixing vane 130, the second current fixing vane 120 and the first current fixing vane 110 sequentially increase.

In this case, the third current fixing vane 130, the second current fixing vane 120 and the first current fixing vane 110 generate a rotating current in a direction opposite to the rotating direction of the propeller 20 The function is improved. For reference, as the flow velocity of the incoming inflow is slower, the function of generating the rotating current in the direction opposite to the rotation direction of the propeller (20 in FIG. 1) is improved.

Referring to FIGS. 1 and 2, the installation angle a of the first current fixing vane 110 is in a range of 30 degrees or more and 50 degrees or less in the counter current flow velocity distribution shown in FIG. 3, The mounting angle (b) of the third current fixing vanes (130) may be in a range of 100 degrees or more and 120 degrees or less.

Here, the installation angles a, b, and c are centered on the rotation axis X of the propeller 20, and the upper section of the vertical line V passing through the rotation axis X is 0, 120, and 130 in a counterclockwise direction.

When the first current fixing vane 110, the second current fixing vane 120 and the third current fixing vane 130 have the above installation angles a, b, and c, respectively, Can be minimized.

4 is a diagram illustrating experimental data performed in the course of deriving the propulsion efficiency improvement apparatus according to an embodiment of the present invention. FIG. 4 is a graph showing the relationship between the angle of rotation of the stator 2 and the angle of the stator 1 when the angle of installation of the stator 1 is in the range of 30 degrees to 50 degrees and in the range of 60 degrees to 80 degrees And the length of the span of the stator 1 (Stator 1), the stator 2 (Stator 2) and the stator 3 (Stator 3) is larger than the length of the propeller (Stator 1), Stator 2 (Stator 2), and Stator 3 (Stator 3) are equally divided by 0.1 times the radius of the propeller, FIG.

Referring to FIG. 4, in the case of the stator 1, the resistance acting on the stator 1 is switched to positive at 0.9 times or more of the radius of the propeller, and in the case of the stator 2, 0.8 The resistance acting on the stator 2 is changed to positive and the resistance acting on the stator 3 is changed to plus in the case of the stator 3 at 0.7 times or more of the propeller radius .

2, the length of the span of the first current fixing vane 110 is 0.9 times or more and 1.1 times or less the radius R of the propeller 20, and the second current fixing vane 110 120 is less than or equal to 0.8 times the radius R of the propeller 20 and the length of the span of the third current fixing vane 130 is greater than 0.6 times the radius R of the propeller 20 by 0.8 Times or less.

In this case, the resistance due to the influent flowing into the current fixing vanes 110, 120, and 130 can be effectively reduced.

Meanwhile, the first current fixing vane 110, the second current fixing vane 120, and the third current fixing vane 130 may have a recess shape. At this time, the current holding vanes 110, 120, and 130 may be positioned on a straight line perpendicular to the rotation axis X, respectively. In this case, the current fixing vanes 110, 120, and 130 are as close as possible to the propeller 20, so that the current in the direction opposite to the rotation direction of the propeller 20 generated in the current- So that the propulsion efficiency is improved.

On the other hand, the code lengths of the first current fixing vane 110, the second current fixing vane 120, and the third current fixing vane 130 at the same radius R around the rotation axis X can be sequentially shortened have. Here, the cord length refers to the length from the leading edge to the trailing edge in the transverse section of the current holding vanes 110, 120 and 130.

The shortened cord length of the current fixing vanes 110, 120 and 130 means that the contact area with respect to the incoming current flowing into the current fixing vanes 110, 120 and 130 is small. Conversely, a long cord length of the current fixing vanes 110, 120, and 130 means that the contact area with respect to the incoming current flowing into the current fixing vanes 110, 120, and 130 is large.

2 and 3, the flow velocity of the current of the propeller (20 in FIG. 1) on the rotation plane P is determined by a vertical line passing through the rotation axis X about the rotation axis X of the propeller As the angle increases in the clockwise direction or the counterclockwise direction, the upper side of the voltage V is 0 degree.

In this reverse flow velocity distribution, the inflows flowing into the first current fixing vane 110, the second current fixing vane 120 and the third current fixing vane 130, which are sequentially arranged radially about the rotation axis X, The flow rate of the flow increases.

The cord lengths of the first current fixing vane 110, the second current fixing vane 120, and the third current fixing vane 130 are sequentially shortened in response to the increase of the flow rate of such an influent flow. In this case, it is possible to prevent an increase in resistance due to an increase in the flow rate of the inflow to the first current fixing vane 110, the second current fixing vane 120, and the third current fixing vane 130.

As described above, the mounting angles a, b, and c of the first current fixing vane 110, the second current fixing vane 120, and the third current fixing vane 130 have predetermined ranges. The propulsion efficiency improving apparatus 100 according to the present embodiment is characterized in that the first current fixing vane 110, the second current fixing vane 120, and the third current fixing vane 130 are installed one by one in each installation angle range, .

According to another embodiment, more than one first current fixing vane 110, a second current fixing vane 120 and a third current fixing vane 130 may be installed in each mounting angular range. In this case, the current fixing vanes 110, 120, and 130 located in the respective installation angular ranges may have the same span length.

5 is a view showing a propulsion efficiency improving apparatus according to another embodiment of the present invention. Referring to FIG. 5, the propulsion efficiency improving apparatus 200 according to the present embodiment includes a first current fixing vane 210, a second current fixing vane 220, and a third current fixing vane 230.

The first current clamping vane 210, the second current clamping vane 220 and the third current clamping vane 230 according to the present embodiment include the first current clamping vane 110 according to the previous embodiment, The vane 120 and the third current fixing vane 130, and a description thereof will be omitted.

The third current fixing vane 230, the second current fixing vane 220 and the first current fixing vane 210 are sequentially disposed forward. That is, the third current fixing vane 230 is located at the frontmost position, the second current fixing vane 220 is located at the middle position, and the first current fixing vane 210 is located at the rearmost position.

When the first current fixing vane 210, the second current fixing vane 220 and the third current fixing vane 230 are spaced apart by a predetermined distance in the longitudinal direction of the hull, the current fixing vanes 210 and 220 , 230) are located on the same line in the longitudinal direction of the hull, the resistance acting on the hull is reduced.

FIG. 6 is a view showing a comparative example and an experimental example for evaluating the performance of the propulsion efficiency improving apparatus shown in FIG. 5, and FIG. 7 is a graph showing a thrust reduction coefficient for the comparative example and the experimental example of FIG.

Referring to FIG. 6, the "Baseline" (hereinafter referred to as "the comparative example") shows the case where the stator is located on the same line in the longitudinal direction of the hull, and "FWD_Stator" And the stator is sequentially arranged forward. Here, the experimental example corresponds to the propulsion efficiency improvement apparatus 200 according to the present embodiment.

When the resistance and the self-performance are analyzed through the computational fluid analysis for the comparative example and the experimental example shown in FIG. 6, the resistance acting on the hull in resistance and self-deflection is derived for each, The thrust reduction coefficient (t) can be obtained.

Referring to FIG. 7, it can be confirmed that the thrust reduction coefficient in the experimental example is lower than the thrust reduction coefficient in the comparative example.

The result is that when the first current fixing vane 210, the second current fixing vane 220 and the third current fixing vane 230 are located a predetermined distance in the longitudinal direction of the hull, the current fixing vanes 210, 220, and 230 are weakened to reduce the resistance to the hull.

5, the front and rear distance D1 of the first current fixing vane 210 and the second current fixing vane 220 and the front and rear distance D1 of the second current fixing vane 220 and the third current fixing vane 230, (D2) may be 0.05 times or more and 0.15 times or less of the diameter of the propeller 20, respectively.

The distance between the current holding vanes 210, 220, 230 and the propeller 20 is increased when the forward and backward distances D1, D2 between the current holding vanes 210, 220, The flow induced by the fixed vanes 210, 220, and 230 may not sufficiently flow into the propeller 20, and the propelling efficiency may be reduced.

Further, when the forward and backward distance between the current fixing vanes 210, 220, and 230 is smaller than the above range, the resistance to the hull may increase due to the venturi effect generated between the current fixing vanes 110, 120, have.

In the meantime, the above-described embodiments have three current-stabilizing blades, but these are for convenience of description and do not limit the scope of the present invention.

As an example, the number of the current fixing blades may be two. Hereinafter, for convenience of explanation, the upper side current fixing blade is referred to as a "first current fixing blade", and the lower side current failure blade 130 is referred to as a "second current fixing blade".

At this time, the installation angle of the first current fixing wing may be in a range of 45 degrees or more and 75 degrees or less, and the installation angle of the second current fixing wing may be in a range of 90 degrees or more and 120 degrees or less. Such an installation angular range can be calculated in the manner described in the foregoing embodiment.

And the length of the span of the first current clamping vane may be greater than the length of the span of the second current clamping vane. In other words, the length of the span of the second current vane located below may be shorter than the length of the span of the first current vane located above.

And the length of the span of the first current-impeller is not less than 0.9 times and not more than 1.1 times the radius of the propeller, and the length of the span of the second current impeller is not less than 0.65 times and not more than 0.85 times the radius of the propeller. The length range of such a span can be calculated in the manner described in the foregoing embodiment.

And the first current fixing vane and the second current fixing vane may have a shape of a sinking shape.

And the cord length of the first current clamping vane may be greater than the length of the cord of the second current clamping vane. In other words, the length of the cord of the second current vane located below may be shorter than the length of the cord of the first current vane located above.

And the second current fixing vane may be disposed forward of the first current fixing vane. In this case, the distance between the first current fixing vane and the second current fixing vane may be 0.05 times or more and 0.15 times or less of the diameter of the propeller.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, many modifications and changes may be made by those skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims. The present invention can be variously modified and changed by those skilled in the art, and it is also within the scope of the present invention.

10: Hull
15: Stern Boss
20: Propeller
100: Propulsion efficiency improvement device
110: first current fixing blade
120: second current fixing blade
130: third current fixing blade

Claims (10)

And a plurality of current stabilizing vanes disposed in front of the propeller,
Wherein the current fixing vanes are located in a region where the propeller rotates upward in a left side region and a right side region of a rotating surface of the propeller,
Wherein at least one of the current-carrying wings has a length different from that of the remaining span,
One of the current fixing wings of the current fixing wings is longer than or equal to the span length of the other current fixing wings immediately below,
The number of the current fixing wings is three,
The length of the span of the first current fixing vane located at the uppermost one of the current fixing vanes is at least 0.9 times and 1.1 times the radius of the propeller and the length of the span of the second current fixing vane located at the middle, And the length of the span of the third current fixing blade located at the lowermost side is 0.6 times or more and 0.8 times or less of the radius of the propeller. The method according to claim 1,
Wherein the current fixing vanes are configured such that the span length is sequentially shortened in the direction of the current fixing vane located at the lowermost position in the current fixing vane located on the uppermost side. The method according to claim 1,
Wherein an installation angle of the first current fixing vane is in a range of 30 degrees to 50 degrees and an installation angle of the second current fixing vane is in a range of 60 degrees or more and 80 degrees or less, And the angle is in the range of 100 degrees to 120 degrees. The method according to claim 1,
Wherein the current-carrying wings have a shape of a retracting blade. delete delete And a plurality of current stabilizing vanes disposed in front of the propeller,
Wherein the current fixing vanes are located in a region where the propeller rotates upward in a left side region and a right side region of a rotating surface of the propeller,
Wherein at least one of the current-carrying wings has a length different from that of the remaining span,
One of the current fixing wings of the current fixing wings is longer than or equal to the span length of the other current fixing wings immediately below,
Wherein the current fixing vanes are sequentially disposed forward in the direction of the current fixing vanes located at the uppermost position in the lowermost current fixing vane. And a plurality of current stabilizing vanes disposed in front of the propeller,
Wherein the current fixing vanes are located in a region where the propeller rotates upward in a left side region and a right side region of a rotating surface of the propeller,
Wherein at least one of the current-carrying wings has a length different from that of the remaining span,
One of the current fixing wings of the current fixing wings is longer than or equal to the span length of the other current fixing wings immediately below,
Wherein the forward and backward distances of one of the current fixing vanes and the other current fixing vanes located immediately below the current fixing vanes is 0.05 to 0.15 times the diameter of the propeller. delete And a plurality of current stabilizing vanes disposed in front of the propeller,
Wherein the current fixing vanes are located in a region where the propeller rotates upward in a left side region and a right side region of a rotating surface of the propeller,
Wherein at least one of the current-carrying wings has a length different from that of the remaining span,
One of the current fixing wings of the current fixing wings is longer than or equal to the span length of the other current fixing wings immediately below,
The current-
Wherein the cord length is shortened at the same radius around the rotation axis of the propeller in the direction of the current fixing vanes located at the lowermost side of the current fixing vanes located on the uppermost side.

Images