KR20110027236A - Flow improving device of wing type with wake reduction & advenced force generation - Google Patents

Abstract

PURPOSE: A wing-type flow improving device with stagnation flow reduction and driving force generation functions is provided to improve the efficiency of a propeller by increasing the speed of water flowing into the propeller. CONSTITUTION: A wing-type flow improving device with stagnation flow reduction and driving force generation functions comprises wings(14), middle support structures(16), upper support structures(15), and lower support structures(17). The middle support structures fix the wings to a ship body. The upper and lower support structures connect both surfaces of the wings and the ship body.

Description

Flow Improving Device of Wing Type with Wake Reduction & Advenced Force Generation

 The present invention relates to a flow improvement device having a wing-shaped cross section having a volume reduction and thrust generation function of the stagnation flow, and more particularly, to increase the propeller efficiency by increasing the flow velocity of the flow into the propeller, and further thrust due to the device The present invention relates to a wing-type flow improvement device having a function of reducing static flow and generating a forward force to reduce the fuel of the ship by generating this.

In general, a device for improving a ship's speed performance is known as a flow improving device that improves the flow flowing into the propeller, a high efficiency propeller that increases the efficiency of the propeller itself, and a device that recovers energy lost from the propeller and uses it as a thrust. .

1 is a view for explaining the configuration of the speed performance improving apparatus of a general ship.

As a device for improving the inflow of the propeller, the current fixed wing (5) and the vortex generating device (6) attached to the vessel 1 is representative, the current fixed wing (5) is the inflow of the inflow flow of the propeller (4) Improving the angle to improve the thrust, the eddy current generating device 6 has the effect of reducing the propulsion efficiency and fluctuation pressure by improving the axial flow rate distribution flowing into the propeller (4).

The high efficiency propeller can be realized by designing a high efficiency propeller that improves the efficiency of the propeller itself, by reducing thrust lost by induced drag or by designing a design variable in a direction of improving efficiency.

As a device for recovering the energy lost in the propeller and used as the thrust, there are vane hill, thrust wing (3) attached to the other (2), mainly used for ships of high speed.

 The above technologies were developed for the purpose of fuel saving effect, but there are limitations in the reproducibility or applicability of the technology and the difficulty of maintenance after the introduction of the device.

  The current fixing wing 5 is a device in which a vane is installed in front of the propeller 4 to create a flow in a direction opposite to the rotational direction of the propeller, thereby improving the angle of the flow bent from the front of the propeller, thereby minimizing energy loss. Depending on the application of this device, it may be necessary to secure space in front of the propeller and additional resistance and post-management difficulties may occur.

The front adjuncts, such as the vortex generating device 6, are mainly devices that install 1-3 pins on the stern to improve the flow into the propeller 4. This device reduces the energy loss by eliminating the problem caused by the bilge vortex with a slow axial velocity entering the propeller (4). However, depending on the ship type, the loss due to the resistance of the adjunct itself may be larger than the efficiency improvement. In some cases, the reproducibility of the technology may be inferior due to the difference between the flow characteristics of the model size and the flow characteristics of the solid line.

High-efficiency propellers, which improve the efficiency of the propellers themselves, are more likely to suffer from reduced efficiency due to devices installed to reduce induced drag at the tip of the vanes, structural stability issues, or design constraints that prevent design variables from being designed in a highly efficient direction. The range is limited.

Accordingly, the present invention is to provide a wing-type flow improvement device that can be applied to a variety of ship type and has a function of reducing the static flow and forward force generation to convert the propeller inflow flow and the lift of the wing to thrust.

The present invention is to save energy by attaching the wing-type flow improvement device having the above-mentioned stagnation reduction and forward force generation function to the hull.

According to the present invention, the wing-type flow improvement device having the function of stagnation reduction and forward force generation is relatively uniform in both sides of the hull in front of the stern propeller. It is characterized by attachment to one flow zone.

The flow improvement device according to the present invention has an arc-shaped shape that follows the hull surface at a certain distance away from the hull when viewed from the rear of the ship, and its cross section is a cross-sectional shape of a wing used in a ship or an aircraft. The suction surface has a shape facing the center of the hull and is characterized by including a support structure in the direction orthogonal to the hull at both ends and the middle portion of the wing.

In the flow improving apparatus according to the present invention, the center line of the front edge of the blade section is constantly or variably separated from the surface of the hull at an arbitrary distance, and the shape seen from the stern direction is curved in an arc shape, and in the hull width direction. The distance between the wing and the hull is characterized in that it is located within 2 to 60% of the height of the hull thruster centre.

The cross section of the wing is asymmetrical and the suction surface is toward the center of the hull. The cross section cord line length is the same or gradually decreases in the total wing depth direction. Configure it so that it is in the range of 40 to 100% of the length of the large cord.

The wing shape viewed from the side is rectangular or trapezoidal in the latter case so that the angle formed by the wing centerline and the height reference line is in the range of -30 to +30 degrees.

The wing is fixed to the hull by upper support structure, intermediate support structure and lower support structure in the form of plate or wing section with flat plate and camber in the direction orthogonal to the hull surface, and the upper support structure and the lower support structure Or it is connected to the arcuate surface, the radius of the arcuate surface is configured to have a value less than 60% of the height of the center line of the propeller axis.

The length of the cord line of the wing is configured to be in the range of 10 to 70% of the height of the hull propeller shaft center.

According to the present invention, the distance from the position where the axis of the stern rudder passes in the longitudinal direction of the stern to the forefront free intersection is defined as the path length, and the position of the stern rudder as 0St is equally divided by 20 equal parts. It is characterized in that it is installed to be located between 0.5ST ~ 3.5ST.

The wing has a height of 20% to 150% of the height of the center of the propeller shaft in the direction of the hull depth and is characterized in that it is configured to be located between the water plane and the bottom reference plane of the ship.

The flow improvement device according to the present invention is to improve the propeller efficiency by increasing the flow velocity of the flow flowing into the propeller, and to reduce the fuel of the ship by generating additional thrust, and is attached to a uniform flow area to lift the wing Is used as part of thrust, and it accelerates the flow between the wing device and the hull surface to reduce the peeling point movement and the volume of the stern low speed flow field to improve the propeller inlet flow.

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

Figure 2 is a cross-sectional view of the blade for defining the blade cross-sectional shape of the flow improving apparatus according to the present invention, Figure 3 is a shape view as seen from the hull stern installed state the flow improving apparatus according to the present invention. 4 is a view showing the state of installing the flow improving device according to the present invention as seen from the side of the hull, Figure 5 is a view showing an application example of the wing side shape of the flow improving device according to the present invention. 6 is a view showing a state in which the flow improving apparatus according to the present invention is attached to the hull, Figure 7 is a diagram illustrating the flow state before and after the application of the flow improving apparatus according to the present invention, Figure 8 is a flow improving apparatus of the present invention 9 is an explanatory view of the principle of generating wing thrust, and FIG. 9 is a flow analysis diagram of the flow state before and after applying the flow improvement apparatus according to the present invention through a computer analysis.

The present invention is characterized in that the flow improvement device having a wing-shaped cross section is attached to a relatively uniform flow region on both sides of the hull 1 in front of the stern propeller 4.

 The flow improving device includes a wing 14 having an airplane wing shape and an intermediate support structure for fixing the wing 14 to the hull 1 so that the wing 14 is separated from the surface of the hull 1 by a predetermined distance. 16) and the upper support structure 15 and the lower support structure 16 for connecting between the two sides and the hull (1) of the wing (14).

The flow improving device according to the present invention is characterized in that the hull (by the central support structure 16 is fixed so that the centerline 20 of the front edge of the blade 14 from the surface of the hull 1 is constantly or variably spaced at an arbitrary distance). The shape of the wing 14 fixedly attached to 1) and viewed from the stern direction is configured to be bent in an arc shape, and the distance 22 between the wing 14 and the hull 1 in the width direction of the hull 1 is The hull propeller 4 is attached to be located within 2 to 60% of the center height 19.

As shown in FIG. 2, the cross section of the vane 14 is asymmetrically installed so that the suction surface 10 faces the hull center 21, and the length of the cross section cord line 08 extends in the entire wing depth direction. All of them are configured in the same or gradually smaller shape, in the case of gradually becoming smaller the length of the smallest code line 08 is configured to be in the range of 40 to 100% of the length of the largest code line 08.

As shown in Figures 4 and 5, the wing shape viewed from the side is rectangular or trapezoidal in the latter configuration so that the angle formed by the wing centerline 26 and the height reference line 27 is in the range of -30 ~ +30 degrees do.

As shown in FIG. 6, the apparatus for improving flow of the present invention includes an upper support structure 15 in the form of a plate or a cross section of a wing 14 having a flat plate and a camber in a direction orthogonal to the surface of the hull 1. ) And the intermediate support structure 16 and the lower support structure 17 are fixedly installed at a distance from the hull 1. The upper support structure 15 and the lower support structure 17 are configured to be connected to the wing 14 in a straight or arcuate curved surface. At this time, the radius of the arc-shaped curved surface is configured to have a value less than 60% of the center line height 19 of the propeller 04 axis.

In addition, in the present invention, the length of the cord line 08 of the wing 14 is configured to have a 10 to 70% range of the hull propeller 04 axis center height 19.

The installation position of the flow improvement device of the present invention, as shown in Figure 4, defining the distance from the position where the axis of the stern rudder device in the longitudinal direction of the hull (02) to the bow free surface intersection point, the back path If it is divided equally into 20 equal parts and the axis of stern rudder device is 0St, its position is installed to be between 0.5ST ~ 3.5ST.

In addition, the wing 14 is installed to have a height as long as 20% to 150% of the height of the center axis 19 of the propeller 04 in the hull 1 depth direction and is located between the water plane and the bottom reference plane of the ship.

The features of the present invention configured as described above are summarized in more detail below.

 As seen from the rear of the ship, the device is a device for improving the flow of the wing 14 having an arc-shaped shape that follows the surface of the hull 1 at a distance apart from the hull 01 as shown in FIG. The cross section has the shape of the asymmetric wing cross section used for the aircraft wing as shown in Fig. 2, and the suction surface 10 of the cross section faces the hull center direction. At this time, the length of the cord line 08 of the wing section has a range of 10 to 70% of the hull propeller shaft center line height 19.

 The wing 14 has an upper support structure 15, an intermediate support structure 16, and a lower support structure 17 attached to the hull, and the distance 22 between the wing 14 and the hull 1 is the centerline of the wing front. When defining the minimum distance between the hull (20) and the hull, the hull propeller shaft is set to have a range of 2 to 60% of the center height (19). At this time, the upper support structure 15 and the lower support structure 17 is connected to the wing and a straight or arc-shaped curved surface. In this case, the radius of the arc-shaped curved surface has a value smaller than 60% of the height of the propeller shaft center line 19.

 The wing hull longitudinal position range 23 defines the distance from the position where the axis of the stern rudder passes to the intersection of the foreshore, and divides it evenly by 20 equal parts and the axis of the stern rudder is 0ST. As shown in Figure 4 is located between 0.5 ~ 3.5ST.

The shape viewed from the side has a rectangular shape having the same upper and lower lengths as shown in FIG. 5 or a trapezoidal shape in which the cord length gradually decreases from the top to the bottom, and the trapezoidal shape has the wing centerline 26 with the height reference line 27 and -30 to +30. It has a vane angle 28 in the range, which applies a positive deformation depending on the stern flow conditions.

 The height 25 of the wing is 20-150% of the height of the center of the propeller shaft based on the shape projected from the side of the hull to the center surface 21 of the hull. It exists between faces.

Operation principle and technical characteristics of the flow improvement device according to the present invention are as follows.

In general, the stern shape of the ship is composed of a complex curved surface gradually decreases in volume in the stern direction so that the flow can be formed smoothly in the direction of the propeller as shown in FIG. Because of this, the angle of the streamline 31 flowing along the hull surface is bent steeply in the direction of the hull centerline, the vortex flow is formed and has a characteristic to fall away from the hull surface.

In front of the stern thruster, there is a stagnation velocity region that focuses on these geometrical characteristics. This is called reflux (29) and expresses the velocity of the stagnant region as a relative ratio to the ship's forward speed.

In areas where the return ratio on the propeller's operating surface is less than 0.3, cavitation due to excessive pressure changes, resulting in vibration and erosion may occur. Therefore, it is advantageous to improve the performance of the ship to recover the stagnation speed of the stern (29) to speed up the flow rate into the propeller.

  According to the present invention, the wing 14 and the hull 1 are attached to the wing 14 at a distance proposed by the present invention in the form of following the hull surface shape in the depth direction at the peeling point 30 at various conditions where the stagnation flow starts. By improving the stern flow by accelerating the gap flow 32 of) and a portion of the lifting force generated in the wing 14 device acts as a thrust has a thrust enhancing effect.

 As shown in FIG. 7, the streamline 31 flowing along the hull surface is shifted in the steep slope of the stern and separated at the peeling point 30, while the streamline 31 flows back to the hull surface in the stern direction at the peeling point 30. A flow is formed that flows into the propeller at low speeds, which itself travels like a ship and generates additional resistance.

After applying the present invention, the wing-hull clearance flow 32 is accelerated and the volume of the reflux 29 is reduced, so that the additional resistance is reduced and the flow rate flowing into the propeller is restored, contributing to the improvement of the propulsion efficiency.

 In addition, as shown in FIG. 8, an additional forward force may be generated in the ship as much as a thrust component among lift and drag forces generated in the wing 14 to realize an energy saving effect.

As a result of performing the computational fluid analysis to verify the performance improvement effect of the present invention, as shown in FIG. 9, the volume of the stern return and the stern inflow rate were improved.

Thus, the present invention, by attaching a flow improvement device having a wing-shaped cross section having the function of volume reduction and thrust generation of the stagnation flow in a relatively uniform flow region on both sides of the hull in front of the stern propeller, the flow velocity of the flow flowing into the propeller Increase the propeller efficiency, generate additional thrust to save the fuel of the ship, attach to the uniform flow area, use the wing lift as part of the thrust, and accelerate the flow between the wing device and the hull surface It has the effect of improving the inflow of the propeller by reducing the separation point movement and reducing the volume of the stern low speed flow field.

1 is a view for explaining the configuration of the speed performance improvement apparatus of a general ship.

Figure 2 is a cross-sectional view of the blade for defining the blade cross-sectional shape of the flow improving apparatus according to the present invention.

3 is a view of the hull stern of the state in which the flow improving apparatus according to the present invention is installed;

Figure 4 is a view of the hull side in a state where the flow improving apparatus according to the present invention is installed.

5 is a view showing an application example of the wing side shape of the flow improving apparatus according to the present invention.

Figure 6 is a view showing a state in which the flow improving apparatus according to the invention attached to the hull.

Figure 7 is a flow diagram illustrating before and after the application of the flow improving apparatus according to the present invention.

8 is an explanatory view of the principle of generating blade thrust of the flow improvement device of the present invention.

9 is a flow analysis diagram of the flow state before and after applying the flow improvement device according to the present invention through a computer analysis.

<Description of the symbols for the main parts of the drawings>

01: Hull 02: Shot

03: Thrust Wing 04: Propeller

05: current fixed wing 06: vortex generating device

07: wing tail 08: codeline

09: camber wire 10: suction surface

11: pressure side 12: wing thickness

13: wings ahead 14: wings

15: upper support structure 16: intermediate support structure

17: lower support structure 18: propeller disc

19: center height of the propeller shaft 20: wing center line

21 Hull Center Line 22 Distance between wing hulls

23: position range of the ship's hull depth direction

24: Hull longitudinal position range of the wing

25: wing height 26: wing center line

27: height reference line 28: wing angle

29: return 30: peeling point

31: Wired around the hull 32: Wing hull gap

Claims (8)

In the flow improving device to save energy by attaching to the hull, A flow improvement device having a wing-shaped cross section is attached to a uniform flow area on both sides of the hull 1 in front of the stern propeller 4, The flow improving device includes a wing 14 having an airplane wing shape and an intermediate support structure for fixing the wing 14 to the hull 1 so that the wing 14 is separated from the surface of the hull 1 by a predetermined distance. 16) and the wing having the function of reducing stagnation and generating forward force, characterized by consisting of the upper support structure 15 and the lower support structure 16 connecting between both sides of the wing 14 and the hull 1 Type flow improvement device. According to claim 1, wherein the flow improving device, The centerline 20 of the front edge of the blade 14 from the surface of the hull 1 is fixedly attached to the hull 1 by the central support structure 16 so as to be constantly or variably separated by an arbitrary distance, and the stern direction. The shape of the wing 14 seen from the shape is formed in the shape of an arc bent, the distance 22 between the wing 14 and the hull 1 in the width direction of the hull 1 is the height of the hull propeller 4 center 19 Wing-type flow improvement device having the function of stagnation reduction and forward force generation, characterized in that attached to be installed within 2 ~ 60% of the range. The wing of claim 1 or 2, wherein the wing (14) The wing section is asymmetrical in shape so that the suction surface 10 is installed toward the center of the hull 21, the length of the cross section cord line 08 is characterized in that the configuration consists of the same or gradually smaller in the overall wing depth direction Wing-type flow improvement device having the function of reducing static flow and generating forward force. 4. The length of the smallest cord line 08 according to claim 3, wherein the length of the smallest cord line 08 is the length of the largest cord line 08 when the length of the cross-section cord line 08 of the vane 14 is gradually reduced in the overall wing depth direction. Wing-type flow improvement device having a function of reducing static flow and generating forward force, characterized in that configured in the range of 40 to 100% of the. The wing of claim 1 or 2, wherein the wing (14) When the wing shape viewed from the side is rectangular or trapezoidal, the latter forms an angle between the wing centerline 26 and the height reference line 27 so as to be in the range of -30 to +30 degrees. Wing-type flow improvement device having a function. The method of claim 1 or 2, wherein the upper support structure 15 and the lower support structure 17, Imagine the connection between the wing 14 and the hull 1 with an arcuate surface, wherein the radius of the arcuate surface is configured to have a value less than 60% of the centerline height 19 of the propeller 04 axis. Wing-type flow improvement device having the function of reducing static flow and generating forward force. According to claim 1, wherein the installation position of the flow improving device, The distance from the position where the axis of the stern rudder system passes in the longitudinal direction of the hull (1) to the bow free surface intersection point is defined as the path length, and the distance between the stern rudder system is equally divided into 20 equal parts and the axis of the stern rudder system is referred to as 0St. If so, the position is a wing-type flow improvement device having a function of reducing stagnation and forward force generation, characterized in that installed to be located between 0.5ST ~ 3.5ST. 8. The wing of claim 7 wherein the vane 14 is Stagnation reduction and forward, characterized in that the height of the propeller (04) axis center 19 in the depth direction of the hull (1) is located between the water surface and the bottom reference plane of the ship, the height of the 20% to 150% length Wing-type flow improvement device having a force generating function.

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