KR20150097860A - Stern duct for ship - Google Patents

Stern duct for ship Download PDF

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Publication number
KR20150097860A
KR20150097860A KR1020140018078A KR20140018078A KR20150097860A KR 20150097860 A KR20150097860 A KR 20150097860A KR 1020140018078 A KR1020140018078 A KR 1020140018078A KR 20140018078 A KR20140018078 A KR 20140018078A KR 20150097860 A KR20150097860 A KR 20150097860A
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KR
South Korea
Prior art keywords
vortex
duct
wing
ship
vortex generating
Prior art date
Application number
KR1020140018078A
Other languages
Korean (ko)
Inventor
이선형
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 KR1020140018078A priority Critical patent/KR20150097860A/en
Publication of KR20150097860A publication Critical patent/KR20150097860A/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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/14—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in non-rotating ducts or rings, e.g. adjustable for steering purpose

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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 ship having a main body coupled to a ship, a duct wing portion coupled to the main body, for changing a flow direction of a fluid flowing into a propelling portion for propelling the ship, A first vortex generating portion formed in the duct wing portion to form a first vortex and a second vortex generating portion formed in the duct wing portion to form a second vortex rotating in the first rotation direction from the fluid passing through the wing portion And the second vortex generating portion includes a second vortex generating portion for generating the second vortex generating portion so that the second vortex occurs at a position away from the first vortex so as to cancel out the first vortex and the second vortex from each other, And the stern duct is formed in the duct wing portion so as to be spaced apart from the stern duct.
According to the present invention, tip vortex cavitation phenomenon can be prevented from occurring due to the pressure difference between the front and rear ends of the duct wing portion by canceling out the first vortex and the second vortex generated from the fluid. Therefore, the life of the duct wing portion and the propelling portion can be prevented Can be improved.

Description

{STERN DUCT FOR SHIP}

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a ship stern duct for introducing fluid into a propelling section.

Generally, blades having an angle of attack are classified into a high-pressure surface and a low-pressure surface. At this time, in the region where the pressure drops below the vapor pressure on the low pressure side, the vaporization phenomenon of water appears. This phenomenon is distinguished from boiling as the temperature rises at a given pressure. Air bubbles generated by a drop in pressure at a given temperature are called cavities or cavities, and the phenomenon in which they occur is called cavitation.

Here, the cavitation phenomenon is a phenomenon in which water is air-conditioned due to a local pressure drop below the vapor pressure around the wing, and bubbles are generated in the liquid when the static pressure is lower than the vapor pressure of the liquid.

1 is a sectional view for explaining a ship according to the prior art.

1, a conventional marine vessel 1 includes a hull 10, a propulsion device 20 for moving the hull 10, and an inflow port 20 for introducing water into the propulsion device 20. [ (30).

The hull (10) is moved in the sea by the propulsion force generated from the propulsion device (20). The propulsion device 20 is coupled to the lower end of the hull 10. Thus, the hull 10 is advanced or retracted in the sea.

The propulsion device 20 generates propulsive force. Accordingly, the propulsion device 20 moves the hull 10. The propulsion device (20) is installed at the lower end of the hull (10).

The inlet (30) changes the inlet angle of the water flowing into the propulsion device (20). For this, a plurality of blades 31 are installed in the inflow part 30. [ Here, the vane 31 generates a rotational flow due to a pressure difference between the high pressure surface and the low pressure surface. As a result, tip vortex cavitation occurs at the end of the blade 31.

Accordingly, the vessel 1 according to the prior art is prevented from being damaged by the wing 31 and the wing 31 due to the vortex cavitation phenomenon generated around the wing 31 in accordance with the pressure difference between the front surface and the back surface of the wing 31. [ The device 20 is damaged. Accordingly, the life of the inflow section 30 is shortened as the wing 31 and the propulsion unit 20 are damaged. Accordingly, as the service life of the inflow section 30 and the propulsion apparatus 20 is shortened, the efficiency of operation for propelling the ship 1 is lowered, and in addition, There is a problem that much time is required for the operation for repairing the propulsion device 30 and the propulsion device 20. [

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and it is an object of the present invention to provide a stern duct for preventing tip vortex cavitation from occurring due to a pressure difference between a front surface and a back surface of a wing.

In order to solve the above-described problems, the present invention can include the following configuration.

The stern duct for a ship according to the present invention comprises: a main body coupled to a ship; A duct wing coupled to the main body, the duct wing changing a flow direction of a fluid flowing into a propelling part for propelling the ship; A first vortex generating part formed in the duct wing part to form a first vortex rotating in a first rotation direction from a fluid passing through the wing part; And a second vortex generating part formed on the duct wing part to form a second vortex rotating in the first rotation direction from the fluid passing through the wing part, And the second vortex is formed at the duct wing portion so as to be spaced apart from the first vortex generating portion so as to occur at a point where the second vortex is separated from the first vortex to cancel the second vortex to each other.

The stern duct for a ship according to the present invention is characterized in that the second vortex generating part is formed in the duct wing part such that the second vortex generating part protrudes to the outside of the duct wing part than the first vortex generating part.

The stern duct for a ship according to the present invention includes a connecting surface connecting the first vortex generating unit and the second vortex generating unit, and the first vortex generating unit has an Included Angle 45 Is formed in the duct wing portion to be 135 degrees or less.

According to the stern duct for a ship according to the present invention, a plurality of duct wings are coupled to the outer circumferential surface of the main body so as to be spaced apart from each other, and the spacing grooves are formed in a direction leading to the leading direction of the ship, And a trailing edge of the duct wing portion facing the one of the duct wings.

According to the present invention, the following effects can be achieved.

Since the first vortex and the second vortex generated from the fluid are canceled, it is possible to prevent the tip vortex cavitation phenomenon from occurring due to the pressure difference between the front wing and the back wing of the duct wing, thereby improving the life of the duct wing portion and the propulsion portion. .

1 is a sectional view for explaining a ship according to the prior art,
2 and 3 are perspective views showing a stern duct for a ship according to the present invention,
FIG. 4 is a cross-sectional view showing that the first vortex and the second vortex are canceled in the stern duct for a ship according to the present invention,
5 is a sectional view for explaining a spacing groove formed in a duct wing portion in a stern duct for a ship according to the present invention.

It should be noted that, in the specification of the present invention, the same reference numerals as in the drawings denote the same elements, but they are numbered as much as possible even if they are shown in different drawings.

Meanwhile, the meaning of the terms described in the present specification should be understood as follows.

The word " first, "" second," and the like, used to distinguish one element from another, are to be understood to include plural representations unless the context clearly dictates otherwise. The scope of the right should not be limited by these terms.

It should be understood that the terms "comprises" or "having" does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

It should be understood that the term "at least one" includes all possible combinations from one or more related items. For example, the meaning of "at least one of the first item, the second item, and the third item" means a combination of all items that can be presented from two or more of the first item, the second item, or the third item do.

Hereinafter, a stern duct according to the present invention will be described in detail with reference to the accompanying drawings.

FIG. 2 and FIG. 3 are perspective views showing a stern duct according to the present invention, and FIG. 4 is a cross-sectional view illustrating a first vortex and a second vortex canceled in a stern duct according to the present invention.

2 to 4, the stern duct 100 according to the present invention includes a main body 110 coupled to a ship 200, a duct wing 120 coupled to the main body 110, A first vortex generating part 130 formed in the duct wing part 120 to form the first vortex 131 and a second vortex forming part 130 formed in the duct wing part 120 to form the second vortex 141. [ And a generating unit 140.

The main body 110 is installed at a stern portion of the ship 200. The duct wing 120 can reduce the resistance of the fluid by changing the flow direction of the fluid flowing into the propulsion unit (not shown) for propelling the ship 200. The first vortex generator 130 forms a first vortex 131 rotating in the first rotation direction from the fluid passing through the duct wing 120. The second vortex generator 140 generates a second vortex 141 rotating in the second rotation direction from the fluid passing through the duct wing 120 at a point apart from the first vortex 131 do.

Accordingly, in the stern duct 100 according to the present invention, when the fluid passes through the duct wing 120, the first vortex 131 and the second vortex 141 are canceled, so that the cavitation phenomenon Can be prevented. Therefore, since the stern duct 100 according to the present invention can prevent the duct wing portion 120 and the propelling portion from being damaged by the cavitation phenomenon, the lifetime of the duct wing portion 120 and the propelling portion Can be improved. Accordingly, the stern duct 100 according to the present invention can reduce the time required for repairing the duct wing portion 120 and the propelling portion, and further, it is possible to reduce the time required for repairing the duct wing portion 120 and the propelling portion, The efficiency of the work can be improved.

Hereinafter, the main body 110, the duct wing 120, the first vortex generators 130, and the second vortex generators 140 will be described in detail with reference to the accompanying drawings.

Referring to FIGS. 2 to 4, the main body 110 is coupled to the stern of the ship 200. The duct wing portion 120 may be coupled to the outer circumferential surface and the inner circumferential surface of the main body 110. The main body 110 may provide a flow path through which the fluid flowing into the propellant flows along the flow direction.

The duct wing 120 is coupled to the outer circumferential surface of the main body 110. The duct wing 120 changes the flow direction of the fluid flowing into the propelling unit. Accordingly, the duct wing 120 can allow the fluid flowing into the propelling unit to flow into the propelling unit at a uniform flow rate. The duct wing part 120 may include an outer duct wing part 121 installed on an outer circumferential surface of the main body 110 and an inner duct wing part 122 installed on an inner circumferential surface of the main body 110.

In the process of introducing the fluid into the propulsion unit, a vortex may be generated in the duct wing 120 as the fluid flows from the higher end to the lower end. Accordingly, in the duct wing 120, a cavitation phenomenon occurs due to a pressure difference between the leading and trailing edges in the process of passing the fluid, so that damage such as surface erosion may occur.

In order to solve this problem, the first vortex generating unit 130 forms a first vortex 131 rotating in the first rotation direction from the fluid passing through the outer duct wing 121. The first vortex generators 130 may be formed in the outer duct vanes 121. The first vortex generating unit 130 forms the first vortex 131 in the same direction as the second vortex 141 so that the first vortex 131 and the second vortex 141 meet each other Position. ≪ / RTI >

The second vortex generator 140 forms a second vortex 141 rotating in the first rotation direction from the fluid passing through the duct wing 120. The second vortex generators 140 may be formed in the outer duct vanes 121. The second vortex generating unit 140 may generate the second vortex 141 at a position spaced apart from the first vortex 131. Accordingly, the second vortex generating unit 140 forms the second vortex 141 in the same direction as the first vortex 131, so that the first vortex 131 and the second vortex 141, Can be offset at the locations where they meet each other. The second vortex generators 140 may be formed closer to the inner side of the duct vanes 120 than the first vortex generators 130.

Accordingly, the stern duct 100 according to the present invention is configured such that the second vortex generators 140 are spaced apart from the first vortex generators 130, so that the first vortex generators 140, which rotate in the first direction, The first vortex 131 and the second vortex 141 can be canceled to prevent the cavitation phenomenon from occurring during the passage of the fluid through the duct wing 120. Therefore, since the stern duct 100 according to the present invention can prevent the duct wing portion 120 and the propelling portion from being damaged by the cavitation phenomenon, the life of the duct wing portion 120 can be improved . Accordingly, the stern duct 100 according to the present invention can reduce the time required for repairing the duct wing portion 120 and the propelling portion, and can reduce the time required for the operation for propelling the ship 200 Thereby improving the efficiency of the plasma display panel.

Referring to FIGS. 2 to 4, the propulsion device 100 according to the present invention may include a spacing groove 150 formed in the duct wing 120.

The spacing groove 150 is formed in the duct wing 120 such that the second vortex generating unit 140 is formed to protrude to the outside of the duct wing 120 from the first vortex generating unit 130. do. Accordingly, the spacing groove 150 may form a step between the first vortex generators 130 and the second vortex generators 140. In this case, the spacing groove 150 may be formed at a time when the first vortex 131 and the second vortex 141 are different from each other. The distance between the first vortex 131 and the second vortex 141 may be determined by the step difference between the first vortex generators 130 and the second vortex generators 140 You can decide.

Accordingly, since the stern duct 100 according to the present invention is generated at a different point in the position where the first vortex 131 and the second vortex 141 are spaced apart from each other, The vortex 131 and the second vortex 141 are caused to collide with each other to cancel each other. Accordingly, since the stern duct 100 according to the present invention can prevent the duct wing portion 120 and the propelling portion from being damaged by the cavitation phenomenon, the duct wing portion 120 and the propelling portion can be repaired, It is possible to reduce the time required for the operation for the ship and to contribute to the improvement of the efficiency of the operation for propelling the ship.

In the stern duct 100 according to the present invention, the spacing grooves 150 form a step between the first vortex generators 130 and the second vortex generators 140 and are spaced apart from each other, 1 vortex 131 and the time of the second vortex 141 can be determined. Accordingly, the stern duct 100 according to the present invention can be collided with each other at the positions where the first vortex 131 and the second vortex 141 are best canceled by the spacing groove 150. Accordingly, the stern duct 100 according to the present invention can precisely control the position where the first vortex 131 and the second vortex 141 are canceled, and thereby the first vortex 131 and the second vortex 141 Can contribute to improving the canceling force of the heat exchanger (141).

The stern duct 100 according to the present invention may include a connecting surface 160 connecting the first vortex generating unit 130 and the second vortex generating unit 140.

The connection surface 160 connects the first vortex generating unit 130 and the second vortex generating unit 140.

For example, the first vortex generator 130 is formed in the duct wing 120 such that the inclined angle between the first vortex generator 130 and the connection surface 160 is 45 degrees or more and 135 degrees or less.

For example, the first vortex generators 130 may reduce the size of the spacing grooves 150 as the inclined angle becomes 45 degrees toward the flow direction shown by an arrow in FIG. In this case, the first vortex generators 130 may be formed to have the minimum size of the spacing grooves 140.

Also, the first vortex generator 130 may increase the size of the spacing groove 150 as the inclined angle becomes 135 degrees toward the movement direction of the ship shown by the arrow in FIG. In this case, the first vortex generators 130 may be formed to have the maximum size of the spacing grooves 140.

5 is a sectional view for explaining a spacing groove formed in a duct wing portion in a stern duct for a ship according to the present invention.

Referring to FIG. 5, a plurality of duct wings 120 are coupled to the outer circumferential surface of the main body 110 so as to be spaced apart from each other.

In this case, the spacing groove 150 is formed in each of the duct wings 120 so as to face either the forward direction facing the moving direction of the ship 200 or the backward direction facing the direction opposite to the forward direction. For example, when the spacing groove 150 is formed in the trailing edge, the first vortex generating part 130 is formed at the rear of the duct wing part 120, And may be formed at the front of the duct wing portion 120. In this case, a plurality of the spacing grooves 150 may be formed in the trailing edge of each of the duct wings 120 so as to face the trailing edge of the duct wings 120. The first vortex generators 130 may be formed at the front of the duct wings 120 and the second vortex generators 140 may be formed at the front of the duct wings 120. [ And may be formed at the rear of the duct wing portion 120. In this case, a plurality of the spacing grooves 150 may be formed in front of each of the duct wings 120 so as to face the front edge of the duct wings 120.

Accordingly, the stern duct 100 according to the present invention is formed such that the spacing grooves 150 are oriented in the same direction in each of the duct wings 120, The second vortex 141 can be canceled. Therefore, the stern duct 100 according to the present invention has the advantages that, compared to the case where the spacing grooves 150 are formed adjacent to the duct wings 120, As the first vortex 131 and the second vortex 141 are canceled, the position where the first vortex 131 and the second vortex 141 are offset and the driving force of the duct wings 120 It is possible to prevent interference. Accordingly, the stern duct 100 according to the present invention can prevent the propulsion force of the ship from being lowered in the process of the first vortex 121 and the second vortex 141 being canceled.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention. Will be clear to those who have knowledge of.

100: stern duct for ship 110: main body
120: duct wing part 121: outer duct wing part
122: inner duct wing 130: first vortex generator
140: second vortex generating part 150:
160: connecting surface

Claims (4)

A body coupled to the vessel;
A duct wing coupled to the main body, the duct wing changing a flow direction of a fluid flowing into a propelling part for propelling the ship;
A first vortex generating part formed in the duct wing part to form a first vortex rotating in a first rotation direction from a fluid passing through the wing part; And
And a second vortex generating part formed in the duct wing part to form a second vortex rotating in the first rotation direction from a fluid passing through the wing part,
Wherein the second vortex generating unit is disposed in the duct wing so as to be spaced apart from the first vortex generating unit such that the second vortex is generated at a position away from the first vortex so as to cancel out the first vortex and the second vortex from each other And a stern duct for a ship. The method according to claim 1,
Wherein the second vortex generating portion is formed in the duct wing portion such that the second vortex generating portion protrudes from the first vortex generating portion to the outside of the duct wing portion. The method according to claim 1,
And a connecting surface connecting the first vortex generating unit and the second vortex generating unit,
Wherein the first vortex generators are formed on the duct wings so that the inclined angle between the first vortex generators is 45 degrees or more and 135 degrees or less. 3. The method of claim 2,
A plurality of duct wings are coupled to the outer circumferential surface of the main body so as to be spaced from each other,
The spacing groove is formed in each of the duct wings so as to face either the leading edge toward the direction opposite to the moving direction of the ship or the trailing edge toward the direction opposite to the forward direction Features stern duct for ship.
KR1020140018078A 2014-02-17 2014-02-17 Stern duct for ship KR20150097860A (en)

Priority Applications (1)

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KR1020140018078A KR20150097860A (en) 2014-02-17 2014-02-17 Stern duct for ship

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Application Number Priority Date Filing Date Title
KR1020140018078A KR20150097860A (en) 2014-02-17 2014-02-17 Stern duct for ship

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KR20150097860A true KR20150097860A (en) 2015-08-27

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111114728A (en) * 2020-01-20 2020-05-08 江苏科技大学 Ship propeller back-saving vortex-eliminating boosting impeller device

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111114728A (en) * 2020-01-20 2020-05-08 江苏科技大学 Ship propeller back-saving vortex-eliminating boosting impeller device

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