KR20140015912A - Marine propeller apparatus - Google Patents

Marine propeller apparatus Download PDF

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Publication number
KR20140015912A
KR20140015912A KR1020120082171A KR20120082171A KR20140015912A KR 20140015912 A KR20140015912 A KR 20140015912A KR 1020120082171 A KR1020120082171 A KR 1020120082171A KR 20120082171 A KR20120082171 A KR 20120082171A KR 20140015912 A KR20140015912 A KR 20140015912A
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KR
South Korea
Prior art keywords
wing
main member
erosion prevention
hub
present
Prior art date
Application number
KR1020120082171A
Other languages
Korean (ko)
Inventor
장봉준
Original Assignee
현대중공업 주식회사
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 현대중공업 주식회사 filed Critical 현대중공업 주식회사
Priority to KR1020120082171A priority Critical patent/KR20140015912A/en
Publication of KR20140015912A publication Critical patent/KR20140015912A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H1/00—Propulsive elements directly acting on water
    • B63H1/02—Propulsive elements directly acting on water of rotary type
    • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
    • B63H1/14—Propellers
    • B63H1/18—Propellers with means for diminishing cavitation, e.g. supercavitation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H1/00—Propulsive elements directly acting on water
    • B63H1/02—Propulsive elements directly acting on water of rotary type
    • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
    • B63H1/14—Propellers
    • B63H1/28—Other means for improving propeller efficiency

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

The present invention relates to a propeller device for ships, the hub forming a rotation axis; And a plurality of connected along the circumferential surface of the hub, including a main member made of a composite material, connected to the end of the main member includes a wing having an erosion prevention portion made of metal, the erosion prevention portion, the It is located in the 50% to 100% (0.5 <r / Rp <1) section of the radius of the blade, characterized in that extending from the rear end of the wing in the direction of the front end of the wing beyond the center line of the wing.

Description

Marine propeller apparatus

The present invention relates to a propeller device for ships.

In general, the phenomenon of cavitation is a phenomenon in which water becomes air due to the local pressure dropping below the vapor pressure around the wing of the propeller, and bubbles are generated in the liquid when the static pressure is lower than the vapor pressure of the liquid. In addition, cavitation erosion is caused by the combination of the fast flow rate and the corrosive action of the liquid. When bubbles caused by the cavitation are blown onto the metal surface, a strong impact action occurs and the passive oxide film is broken and the small current velocity is damaged.

For example, the wing of the propeller is composed of a curved leading edge (Leading Edge) and a trailing curved trailing edge (back). When the propeller rotates, cavitation occurs in the cross section of the blade. Here, when the propeller rotates, the flow flows into the front end and exits to the rear end. Thrust changes the pressure distribution on the front and rear of the wing by the flow flowing in the front end, and the difference in pressure acts as the thrust.

At this time, when the pressure of the wing is lower than the vapor pressure at a given temperature, various cavitations occur. Cavitation is called cavitation. In this cavitation, the energy obtained in the generating stage is released instantaneously in the cavity extinction stage, causing erosion of the wing surface, which is a major cause of stern vibration and noise. In addition, if the propeller is damaged by cavitation, the tip of the wing may weaken and be cut.

Accordingly, the ship propeller is made of a metal resistant to cavitation. On the other hand, in the case of a container carrier propeller made of metal is a lot of weight, as corresponds to 120 tons (ton). Therefore, the shaft system is also thickened by the weight of the blades, so that the proportion of the shaft system to the total weight of the ship is increased, thereby reducing the propulsion efficiency.

The present invention has been made to solve the problems of the prior art as described above, an object of the present invention is to provide a marine propeller apparatus that can reduce the overall weight and damage of the propeller can be reduced.

Ship propeller device according to a preferred embodiment of the present invention, the hub forming a rotating shaft; And a plurality of connected along the circumferential surface of the hub, including a main member made of a composite material, connected to the end of the main member includes a wing having an erosion prevention portion made of metal, the erosion prevention portion, the It is located in the 50% to 100% (0.5 <r / Rp <1) section of the radius of the blade, characterized in that extending from the rear end of the wing in the direction of the front end of the wing beyond the center line of the wing.

Here, the main member is characterized in that the arc shape having an end point of the blade rear end portion as a vertex.

In addition, the hub is made of a composite material, characterized in that integral with the main member.

In addition, the hub is made of a metal, characterized in that coupled to the main member.

The features and advantages of the present invention will become more apparent from the following detailed description based on the accompanying drawings.

Prior to this, terms and words used in the present specification and claims should not be construed in a conventional and dictionary sense, and the inventor may appropriately define the concept of a term in order to best describe its invention The present invention should be construed in accordance with the spirit and scope of the present invention.

Ship propeller device according to the present invention has the advantage that can reduce the fuel consumption by maintaining the damage of the propeller, the overall weight is reduced and the hull light weight as well as the propulsion efficiency can be improved.

1 is a front view showing a ship propeller apparatus according to an embodiment of the present invention.
Figure 2 is a front view showing the position of the erosion prevention portion of the ship propeller device according to an embodiment of the present invention.
Figure 3 is a front view showing the wing front end of the propeller device for ship according to an embodiment of the present invention.
Figure 4 is a front view showing the wing rear end of the propeller device for ship according to an embodiment of the present invention.
5 is a cross-sectional view conceptually showing the wing of a propeller device for ships according to an 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.

1 is a front view showing a ship propeller device according to an embodiment of the present invention, Figure 2 is a front view showing the position of the erosion prevention portion of the ship propeller device according to an embodiment of the present invention, Figure 3 is a present invention Figure 4 is a front view showing the front end of the wing of the propeller device for ships according to an embodiment of the present invention, Figure 4 is a front view showing the rear end of the wing of the ship propeller device according to an embodiment of the present invention, Figure 5 is an embodiment of the present invention Cross-sectional view conceptually showing the wing of the propeller device for ship according to. Hereinafter, a ship propeller apparatus according to the present embodiment will be described with reference to this.

1 to 5, the ship propeller apparatus 100 according to the present embodiment includes a hub 110 and the wing 120.

Hub 110 is installed on the propulsion shaft of the ship to form a rotation axis of the blade (120). Such, the hub 110 is made of a cylindrical shape, for example, may be made of a composite material and integral with the main member 121. Alternatively, the hub 110 may be made of metal and may be combined with the main member 121.

The wing 120 is installed in the hull to generate thrust by contacting the water to enable the forward or reverse of the vessel in accordance with the forward and reverse rotation of the hub (110). At this time, the wing 120 is formed in the form of a curved plate made of a curved cross section has a slope (four in this embodiment shown) is provided, it may be made radial on the hub (110).

In addition, the wing 120 is composed of a wing front end portion 120A which is located in front of the wing 120 and the fluid meets and a wing rear end portion 120B located behind the wing 120. Here, the wing 120 includes a main member 121 and the erosion prevention portion 123.

The main member 121 is connected to the plurality at equal intervals along the circumferential surface of the hub, it is made of a composite material. Here, the composite material may be controlled by the ratio of the additive mechanical strength and weight, it may be made of a plurality of materials are laminated and stacked to be similar to the shape of the wing (120). For example, when the main member 121 is formed, an additive including carbon, filler, etc. is included when heating and pressurizing a resin and a composite material, or the main member 121 is made of glass-reinforced composite or ceramic impregnated with epoxy. Can be done. In addition, when the hub 110 is made of a composite material, the main member 121 may be formed by integrally casting the outer peripheral surface of the cylindrical hub 110 along a periphery thereof.

In addition, the main member 121 is formed with a step for installing the erosion prevention portion 123 and the erosion prevention portion 123 is connected to the main member 121 of the main member 121 and the erosion prevention portion 123 The exterior is made without height difference. For example, the main member 121 has stepped portions formed on the front and rear surfaces thereof, and each stepped portion may have the same thickness as the erosion prevention front surface 123A and the erosion prevention rear surface 123B.

And the stepped position of each of the front and rear of the main member may be different. For example, if the front surface of the wing 120 has a larger cavitation than the rear surface, the width of the front surface of the main member may be larger than the width of the rear surface of the main member. In addition, the step height of the front surface of the main member may be higher than the step height of the rear surface of the main member.

The erosion prevention part 123 is formed at a portion where erosion is expected to prevent damage to the wing 120, and corresponds to the back edge of the wing 120. The erosion prevention portion 123 is connected to the end of the main member 121 and made of metal. Here, the metal may be made of a material (for example, NiAl-Bronze) resistant to erosion by cavitation generated when the blade 120 is rotated. In addition, the erosion prevention portion 123 is located in a radius of 50% to 100% (0.5 <r / Rp <1) section of the blade 120. Where Rp is the blade radius and r is the radial position. And the erosion prevention portion 123 extends in the direction of the wing front end portion 120A beyond the center line of the wing 120 at the wing rear end portion 120B. In addition, the main member 121 may have an arc shape having an end point of the wing rear end part 120B as a vertex.

In addition, the erosion prevention portion 123 surrounds the front and rear of the rear end of the main member 121. Here, the erosion prevention portion 123 and the main member 121 is smoothly connected without end. At this time, the erosion prevention part 123 may be fitted to the main member 121. Fitting may be done in an interference fit manner. For example, the front surface 123A of the erosion prevention part is positioned to be in contact with the front end of the rear end of the main member 121, and the rear surface 123B of the erosion prevention part is positioned to be in contact with the rear end of the rear end of the main member 121 to form an integral part. Can generate thrust. Here, the erosion prevention front 123A and the erosion prevention rear 123B are divided by the reference numerals for convenience of explanation and understanding, and the erosion prevention unit 123 is located at the front of the erosion prevention unit 123. The front side (123A), and the configuration located on the back of the erosion prevention portion 123 to the erosion prevention portion rear (123B).

On the other hand, unlike the erosion prevention portion 123 is fitted to the main member 121, it may be coated on the main member 121. For example, the coating may be performed by spraying a metal material on the main member 121.

Ship propeller device according to this embodiment can maintain the damage of the propeller, while reducing the total weight is possible to reduce the weight of the hull as well as the propulsion efficiency can be reduced fuel consumption.

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.

100: ship propeller device
110: hub
120: Wings
120A: Shear
120B: rear end
121: main member
123: erosion prevention
123A: Front of Erosion Prevention
123B: Erosion prevention rear

Claims (4)

A hub forming a rotating shaft; And
A plurality of connected along the circumferential surface of the hub, comprising a main member made of a composite material, connected to the end of the main member and comprises a wing having an erosion prevention portion made of metal,
The erosion prevention portion is located in a radius of 50% ~ 100% (0.5 <r / Rp <1) section of the wing, and extending from the rear end of the wing in the direction of the front end of the wing beyond the center line of the wing Ship propeller device characterized in that. The method of claim 1,
The main member,
Ship propeller device characterized in that the arc shape having the end point of the blade rear end as a vertex. The method of claim 1,
The hub is a propeller device for ships, characterized in that made of a composite material and integral with the main member. The method of claim 1,
The hub is a propeller device for ships, characterized in that made of metal and coupled to the main member.
KR1020120082171A 2012-07-27 2012-07-27 Marine propeller apparatus KR20140015912A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020120082171A KR20140015912A (en) 2012-07-27 2012-07-27 Marine propeller apparatus

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020120082171A KR20140015912A (en) 2012-07-27 2012-07-27 Marine propeller apparatus

Publications (1)

Publication Number Publication Date
KR20140015912A true KR20140015912A (en) 2014-02-07

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KR1020120082171A KR20140015912A (en) 2012-07-27 2012-07-27 Marine propeller apparatus

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20160011942A (en) * 2014-07-23 2016-02-02 동의과학대학 산학협력단 Clutch System for Auxiliary Thrust Apparatus Capable of Working in Seawater
KR20160011945A (en) * 2014-07-23 2016-02-02 동의과학대학 산학협력단 Auxiiary Thust Apparatus for Ship
KR20170002150A (en) 2015-06-29 2017-01-06 대우조선해양 주식회사 Propeller for ship using composite materials

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20160011942A (en) * 2014-07-23 2016-02-02 동의과학대학 산학협력단 Clutch System for Auxiliary Thrust Apparatus Capable of Working in Seawater
KR20160011945A (en) * 2014-07-23 2016-02-02 동의과학대학 산학협력단 Auxiiary Thust Apparatus for Ship
KR20170002150A (en) 2015-06-29 2017-01-06 대우조선해양 주식회사 Propeller for ship using composite materials

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