KR20150104679A - Propulsive device for ship - Google Patents

Propulsive device for ship Download PDF

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Publication number
KR20150104679A
KR20150104679A KR1020140026246A KR20140026246A KR20150104679A KR 20150104679 A KR20150104679 A KR 20150104679A KR 1020140026246 A KR1020140026246 A KR 1020140026246A KR 20140026246 A KR20140026246 A KR 20140026246A KR 20150104679 A KR20150104679 A KR 20150104679A
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KR
South Korea
Prior art keywords
unit
duct
ship
coupled
flow rate
Prior art date
Application number
KR1020140026246A
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Korean (ko)
Inventor
이선형
Original Assignee
현대중공업 주식회사
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Application filed by 현대중공업 주식회사 filed Critical 현대중공업 주식회사
Priority to KR1020140026246A priority Critical patent/KR20150104679A/en
Publication of KR20150104679A publication Critical patent/KR20150104679A/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
    • B63H1/28—Other means for improving propeller efficiency
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/30—Mounting of propulsion plant or unit, e.g. for anti-vibration purposes
    • 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
    • B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Exhaust Silencers (AREA)

Abstract

The present invention relates to a propulsive device of a ship. The propulsive device of a ship comprises: a propulsive unit coupled to a stern of the ship to generate a propulsive force for the ship; a first duct unit coupled to the stern to be positioned between the propulsive unit and a prow of the ship; a second duct unit coupled to the stern to be positioned between the propulsive unit and the prow of the ship, and coupled to be placed apart from the first duct unit; and a flow speed control unit controlling a flow of fluid flowing to the propulsive unit from the first and the second duct unit. The flow speed control unit comprises: an acceleration member coupled to the first duct unit to protrude towards an inside of the first duct unit to increase the flow speed of the fluid flowing towards the propulsive unit through the first duct unit; and a speed reducing member coupled to the second duct unit to protrude from the outside of the second duct unit to reduce the flow speed of the fluid flowing to the propulsive unit through the second duct unit. According to the present invention, the propulsive device of a ship allows the flow speed distribution of fluid, passing through the propulsive unit, to be uniform by controlling the flow speed distribution of the fluid, flowing to the propulsive unit through the duct units, using the flow speed control unit; thereby increasing work efficiency of the propulsive unit.

Description

[0001] PROPULSIVE DEVICE FOR SHIP [0002]

The present invention relates to a propulsion device for a ship for propelling the ship.

Generally, the ship uses a method of advancing by using the flow of the fluid generated when the propeller attached to the rear of the hull rotates. At this time, the velocity distribution of the fluid flowing into the propeller has an uneven fluid velocity distribution due to the influence of the rear of the hull. Propeller blades operating in non-uniform fluid velocities are constantly changing their angles of attack as they travel through different zones of velocity. For this reason, the efficiency of the entire propeller is reduced if the blades of the propeller designed to operate at a particular optimum design point pass through a heterogeneous fluid velocity distribution.

FIG. 1 is a sectional view for explaining a ship according to the prior art, and FIG. 2 is a view showing a flow velocity distribution of a propelling member of a ship according to the prior art.

1 and 2, a prior art ship 1 includes a hull 10 and a propelling member 20 for propelling the hull 10.

The hull (10) is moved in the sea by the propulsion force generated from the propelling member (20). The propelling member 20 is coupled to the lower end of the hull 10. Accordingly, the hull 10 is advanced or retracted at the sea by the propelling member 20. [

The propulsion member (20) provides a propulsion force to propel the hull (10). The propelling member (20) is installed at the lower end of the hull (10). The propelling member 20 can propel the hull 10 by rotating.

2, the distribution of the flow rate of the fluid that has passed through the propelling member 20 is nonuniform as the propeller 20 according to the prior art has an error in the process of manufacturing the propelling member 20 appear.

Accordingly, there is a problem that propulsion force generated by the propelling member 20 is lowered as the flow velocity distribution of the fluid passing through the propelling member 20 is non-uniform. Accordingly, the propulsion device 1 of the prior art requires more fuel to be supplied to the propelling member 20 in the process of moving the hull 10. Accordingly, there is a problem that the propulsion device 1 of the ship according to the prior art increases the amount of exhaust gas discharged during the movement of the hull 10, thereby polluting the atmospheric environment.

Disclosure of Invention Technical Problem [8] The present invention has been made to solve the above-mentioned problems, and it is an object of the present invention to provide a propulsion device for a ship for reducing propelling force lost in a process for moving a hull.

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

The propulsion unit of the ship according to the present invention includes a propulsion unit coupled to the stern of the ship to generate propulsion force for the ship; A first duct unit coupled to the stern so as to be positioned between the propelling unit and the bow of the ship; A second duct part coupled to the stern so as to be positioned between the propelling part and the bow of the ship and spaced apart from the first duct part; And a flow rate adjusting unit for adjusting a flow rate of the fluid moving from the first duct unit and the second duct unit to the propelling unit, wherein the flow rate adjusting unit is configured to adjust the flow rate of the fluid passing through the first duct unit, An acceleration member coupled to the first duct portion to protrude into the first duct portion to increase the flow velocity and an acceleration member coupled to the second duct portion to reduce the flow velocity of the fluid passing through the second duct portion and moving to the propulsion portion, And a deceleration member coupled to the second duct portion to protrude outward.

According to the ship propulsion apparatus of the present invention, the flow rate adjusting unit includes a plurality of the acceleration members, and the acceleration members are coupled to the first duct unit at positions spaced apart from each other in the first duct unit .

The propulsion unit of the ship according to the present invention includes a propulsion unit coupled to the stern of the ship to generate propulsion force for the ship; A plurality of duct portions coupled to the stern so as to be positioned between the propelling portion and the bow of the ship; And a flow rate adjusting unit coupled to each of the duct units and configured to adjust a flow rate of the fluid moving from each of the duct units to the propellant unit such that the flow rate of the fluid discharged from the propellant unit is uniformly distributed.

According to the ship propulsion apparatus of the present invention, the flow rate adjusting portion includes an acceleration member coupled to a first duct portion for increasing a flow rate of fluid discharged from the propulsion portion among the duct portions; And the acceleration member is coupled to the first duct portion so as to protrude into the first duct portion.

According to the propulsion apparatus of a ship according to the present invention, the flow rate regulating portion includes a reduction member coupled to a second duct portion for reducing a flow velocity of fluid discharged from the propulsion portion among the duct portions; And the deceleration member is coupled to the second duct portion so as to protrude to the outside of the second duct portion.

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

The present invention can improve the operating efficiency of the propulsion unit since the flow rate distribution of the fluid passing through the propulsion unit can be made uniform by controlling the flow rate distribution of the fluid passing through the duct units and moving to the propulsion unit using the flow rate regulation unit .

1 is a sectional view for explaining a ship according to the prior art,
2 is a view showing a flow velocity distribution of a propelling member of a ship according to the prior art,
3 is a perspective view for explaining a propulsion apparatus of a ship according to the present invention,
4 to 6 are views for explaining a duct part and a flow rate control part of a propulsion device of a ship according to the present invention,
7 is a cross-sectional view for explaining a case in which a first duct part and a second duct part are provided so as to be spaced apart from each other in a propulsion device of a ship according to the present invention.

It should be noted that, in the specification of the present invention, the same reference numerals are used to denote the same elements in the drawings, 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 propulsion device for a ship according to the present invention will be described in detail with reference to the accompanying drawings.

3 is a perspective view for explaining a propulsion unit of a ship according to the present invention.

3, the propulsion apparatus 100 for a ship according to the present invention includes a propulsion unit 110 for propelling a ship, a duct unit 120 to which a plurality of the propulsion units are spaced apart from each other, 120 may include a flow rate controller 130 for controlling the flow rate of the fluid flowing from the propulsion unit 110 to the propulsion unit 110.

The propulsion unit 110 provides propulsive force to propel the ship as it rotates. The propulsion unit 110 may propel the ship using fluid introduced from the duct units 120. The ducts 120 may be coupled to the ship such that a plurality of the ducts 120 are spaced apart from each other. The flow rate regulator 130 regulates the flow rate of the fluid flowing from each of the duct units 120 to the propelling unit 110.

Accordingly, the propulsion apparatus 100 of the present invention adjusts the flow velocity of fluid flowing from each of the duct sections 120 to the propelling section 110 by using the flow rate control section 130, The uniformity of the distribution can be improved. Accordingly, the propulsion unit 100 of the present invention can improve the propulsion efficiency of the propulsion unit 110 as the velocity distribution becomes uniform, thereby improving the operation efficiency of the propulsion unit 110. Accordingly, the propulsion unit 100 of the present invention can reduce the amount of fuel supplied to the propelling unit 110 as compared with the prior art, so that the amount of the exhaust gas discharged during the movement of the ship The amount of the exhaust gas can be reduced, and the contamination of the atmospheric environment by the exhaust gas can be reduced.

Hereinafter, the propulsion unit 110, the duct unit 120, and the flow rate control unit 130 will be described in detail with reference to the accompanying drawings.

Referring to FIG. 3, the propelling unit 110 is rotatably coupled to the stern of the ship to provide propulsive force for propelling the ship. The propulsion unit 110 may advance the ship by discharging the fluid introduced from the duct units 120 from the bow of the ship in the stern direction as the boat rotates. For this purpose, the propelling unit 110 may be installed closer to the stern than the duct unit 120.

The duct part 120 is coupled to the stern so as to be positioned between the propelling part 110 and the bow of the ship. The duct part 120 may be coupled to the stern so that a plurality of duct parts are spaced apart from each other. The duct part 110 may provide a path for fluid flowing into the propelling part 110 to flow.

The flow rate regulator 130 is coupled to each of the duct units 120. The flow rate regulator 130 can regulate the flow rate of the fluid flowing from each of the duct units 120 to the propelling unit 110 so that the flow rate of the fluid passing through the propulsion unit 110 is uniformly distributed . For example, the flow rate regulator 130 may increase the flow rate of fluid passing through the ducts 120 to the propellant 110. The flow rate regulator 130 may increase the flow rate of the fluid passing through the ducts 120 to the propellant 110.

Accordingly, the propulsion device for a ship 100 according to the present invention adjusts the flow rate of the fluid moving from each of the duct portions 120 to the propelling portion 110 using the flow rate control portion 130, The flow velocity distribution of the fluid passing through the propelling section 110 can be uniformly formed. Therefore, the propulsion unit 100 of the present invention can improve the propulsive force of the propelling unit 110 by uniformly forming the flow velocity distribution of the fluid passing through the propelling unit 110, It is possible to improve the operating efficiency of the battery 110. Accordingly, the propulsion unit 100 of the present invention can reduce the amount of fuel supplied to the propelling unit 110 as compared with the prior art, so that the amount of the exhaust gas discharged during the movement of the ship The amount of the exhaust gas can be reduced, and the contamination of the atmospheric environment by the exhaust gas can be reduced.

4 to 6 are views for explaining a duct portion and a flow rate control portion of a propulsion device of a ship according to the present invention.

4 to 6, the duct unit 120 includes a first duct unit 121 coupled to the stern and a second duct unit 122 coupled to the first duct unit 121 to be spaced apart from the first duct unit 121 .

4 and 5, the first duct 121 is coupled to the stern so as to be positioned between the propelling unit 110 and the bow of the ship. The first duct 121 may be coupled to the propelling unit 110 at a position nearer to the bow. The first duct part 121 may provide a flow path for introducing fluid into the propelling part 110. The flow rate regulator 140 may be coupled to the first duct unit 110. The first duct part 121 may introduce fluid into the propelling part 110 along the flow path, thereby improving the propulsion of the ship.

The second duct part 122 is coupled to the stern so as to be positioned between the propelling part 110 and the bow of the ship. The second duct part 122 may be coupled to the stern so as to be spaced apart from the first duct part. The second duct part 122 may provide a flow path for introducing fluid into the propelling part 110. The flow rate controller 140 may be coupled to the second duct unit 110. The second duct part 122 can increase the propulsive force of the ship by introducing fluid into the propelling part 110 along the flow path.

The flow rate regulator 130 is coupled to each of the duct units 120. The flow rate regulator 130 regulates the flow rate of the fluid flowing from each of the duct units 120 to the propelling unit 110. For example, the flow rate regulator 130 may increase the flow rate of the fluid by reducing the flow path of the fluid through the first duct 121 to the propellant 110. The flow rate control unit 130 controls the flow rate of the fluid passing through the second duct unit 122 and moving to the propelling unit 110 according to a pressure difference between the inside and the outside of the second duct unit 122, . The flow rate regulator 130 may include an accelerator 131 coupled to the first duct 121 and a decelerator 132 coupled to the second duct 122. [ The acceleration member 131 is coupled to the first duct 121 so as to protrude inward from the outer side of the first duct 121. For example, the accelerating member 131 may be disposed on the inner side of the first duct portion 121 so as to have a predetermined curved surface along the flow direction in which the fluid passes through the first duct portion 121 and moves to the propelling portion 110 Lt; / RTI > Accordingly, the accelerating member 131 can reduce the pressure of the inner surface of the first duct part 121 by flowing the fluid into the first duct part 121 along the curved surface. Accordingly, the accelerating member 131 can pressurize the inside of the first duct part 121 to a low pressure state compared with the pressure outside the first duct part 121. In this case, the accelerating member 131 may include a part of the fluid passing through the first duct 121 and moving to the propelling unit 110 according to a pressure difference between the inner surface and the outer surface of the first duct 121, The flow rate of the fluid flowing into the propelling section 110 can be increased by allowing the first duct section 121 to flow into the first duct section 121 again.

Accordingly, the propulsion device 100 of the present invention can be installed in the first duct part 121 along the acceleration member 131 through the first duct part 121 installed at a portion where the flow velocity distribution of the fluid is slow, To increase the flow velocity of the fluid moving to the propelling unit 110, it is possible to improve the uniformity of the flow velocity distribution of the fluid flowing into the propelling unit 110. Therefore, the propulsion device 100 according to the present invention can further improve the operation efficiency of the propulsion unit 110 by further improving the propulsion force of the propulsion unit 110, so that the operation of propelling the propulsion unit 110 The efficiency can be improved. Accordingly, the propulsion unit 100 of the present invention can further reduce the amount of fuel supplied to the propelling unit 110 as compared with the prior art, and therefore, the exhaust gas discharged during the movement of the ship Not only the amount of the exhaust gas can be further reduced, but also contributes to reducing the contamination of the atmospheric environment by the exhaust gas.

A plurality of the acceleration members 131 may be coupled to the first duct 121. In this case, the acceleration member 131 may be coupled to the first duct 121 at a position spaced apart from the first duct 121. Accordingly, since the width of the flow path inside the first duct part 121 is formed to be narrower, the inside of the first duct part 121 and the inside of the first duct part 121, The pressure difference between the outside of the portion 121 can be increased. Accordingly, the propulsion device 100 of the present invention further increases the flow velocity of the fluid passing through the first duct part 121 to the propelling part 110, It is possible to further improve the uniformity of the flow velocity distribution of the fluid.

6, the deceleration member 132 passes through the second duct part 122 to increase the flow velocity of the fluid passing through the second duct part 122 and to the propelling part 110, Thereby reducing the flow rate of the fluid moving to the propelling unit 110. The deceleration member 132 is coupled to the second duct portion 122 so as to protrude out of the second duct portion 122. For example, the deceleration member 132 may be coupled to the outside of the second duct part 122 so as to have a predetermined curved surface along the flow direction. The decelerating member 122 moves the fluid moving to the outside of the second duct part 122 along the curved surface in the direction from the propelling part 110 toward the second duct part 122. [ The decelerating member 122 is connected to the fluid flowing through the second duct part 122 to the propelling part 110 and the fluid flowing from the propelling part 110 toward the second duct part 122 By canceling the fluids against each other, the flow rate of the fluid flowing into the propelling unit 110 can be reduced.

Accordingly, the propulsion device 100 of the present invention can be installed in the second duct part 121 through the second duct part 122 and the decelerating member 132, The flow rate of the fluid flowing into the propelling unit 110 can be reduced, thereby improving the uniformity of the flow rate distribution of the fluid flowing into the propelling unit 110. Therefore, the propulsion device 100 according to the present invention can further improve the operation efficiency of the propulsion unit 110 by further improving the propulsion force of the propulsion unit 110, so that the operation of propelling the propulsion unit 110 The efficiency can be improved. Accordingly, the propulsion unit 100 of the present invention can further reduce the amount of fuel supplied to the propelling unit 110 as compared with the prior art, and therefore, the exhaust gas discharged during the movement of the ship Not only the amount of the exhaust gas can be further reduced, but also contributes to reducing the contamination of the atmospheric environment by the exhaust gas.

Here, the flow velocity distribution of the fluid flowing into the propelling unit 110 may be different depending on the shape of the ship or the type of the ship.

7 is a cross-sectional view for explaining a case in which a first duct part and a second duct part are provided so as to be spaced apart from each other in a propulsion device of a ship according to the present invention.

7, the ship propulsion apparatus 100 according to the present invention can use both the first duct part 121 and the second duct part 122, The flow rate of the fluid passing through the second duct part 122 and moving to the propelling part 110 can be adjusted.

In this case, the first duct part 121 is coupled to a position where the flow velocity of the fluid moving to the propelling part 110 is slow. The second duct part 122 can be coupled to the fluid channel of the propulsion part 110 at a high velocity. Accordingly, the first duct part 121 and the second duct part 122 increase the flow velocity of the fluid flowing into the position where the flow velocity of the fluid moving to the propelling part 110 is slow, The flow velocity of the fluid flowing through the propelling unit 110 can be uniformly displayed by reducing the flow velocity of the fluid flowing into the fast position.

Accordingly, the propulsion apparatus 100 of the present invention can be constructed in accordance with the distribution of the flow rate of the fluid passing through the propelling unit 110 by using the first duct unit 121 and the second duct unit 122, The uniformity of the flow rate distribution of the fluid passing through the propelling unit 110 can be further improved by changing the flow rate of the fluid flowing into the propelling unit 110. Therefore, the propulsion device 100 according to the present invention can further improve the operation efficiency of the propulsion unit 110 by further improving the propulsion force of the propulsion unit 110, so that the operation of propelling the propulsion unit 110 The efficiency can be improved. Accordingly, the propulsion unit 100 of the present invention can further reduce the amount of fuel supplied to the propelling unit 110 as compared with the prior art, and therefore, the exhaust gas discharged during the movement of the ship Not only the amount of the exhaust gas can be further reduced, but also contributes to reducing the contamination of the atmospheric environment by the exhaust gas.

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 general inventive concept as defined by the appended claims and their equivalents. Will be clear to those who have knowledge of.

100: propulsion unit of the ship 110: propulsion unit
120: duct part 121: first duct part
122: second duct part 130: flow rate adjusting part
131: Acceleration member 132: Acceleration member

Claims (5)

A propulsion unit coupled to the stern of the ship to generate propulsion for the ship;
A first duct unit coupled to the stern so as to be positioned between the propelling unit and the bow of the ship;
A second duct part coupled to the stern so as to be positioned between the propelling part and the bow of the ship and spaced apart from the first duct part; And
And a flow rate adjusting unit for adjusting a flow rate of the fluid moving from the first duct unit and the second duct unit to the propulsion unit,
Wherein the flow rate adjusting unit includes an acceleration member coupled to the first duct unit to be protruded into the first duct unit to increase the flow rate of the fluid passing through the first duct unit and moving to the propellant unit, And a deceleration member coupled to the second duct portion to protrude to the outside of the second duct portion to reduce a flow velocity of the fluid moving to the propellant. The method according to claim 1,
Wherein the flow rate regulator includes a plurality of acceleration members,
Wherein the acceleration members are coupled to the first duct unit at positions spaced apart from each other within the first duct unit. A propulsion unit coupled to the stern of the ship to generate propulsion for the ship;
A plurality of duct portions coupled to the stern so as to be positioned between the propelling portion and the bow of the ship; And
And a flow rate adjusting unit coupled to each of the duct units and configured to adjust a flow rate of a fluid moving from each of the duct units to the propellant unit so that the flow rate of the fluid discharged from the propellant unit is uniformly distributed. The method of claim 3,
Wherein the flow rate regulator includes an acceleration member coupled to a first duct portion for increasing a flow rate of fluid discharged from the propulsion portion among the duct portions;
Wherein the acceleration member is coupled to the first duct portion so as to protrude into the first duct portion. The method of claim 3,
Wherein the flow rate adjusting unit includes a reduction member coupled to a second duct portion for reducing a flow rate of fluid discharged from the propulsion unit among the duct units;
And the deceleration member is coupled to the second duct portion so as to protrude to the outside of the second duct portion.
KR1020140026246A 2014-03-05 2014-03-05 Propulsive device for ship KR20150104679A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20170121547A (en) * 2016-04-25 2017-11-02 현대중공업 주식회사 A propulsion apparatus for ship
KR102541780B1 (en) 2022-10-20 2023-06-13 김현희 Ship propulsion system

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20170121547A (en) * 2016-04-25 2017-11-02 현대중공업 주식회사 A propulsion apparatus for ship
KR102541780B1 (en) 2022-10-20 2023-06-13 김현희 Ship propulsion system

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