KR20150135906A

KR20150135906A - Propeller Duct with Pin

Info

Publication number: KR20150135906A
Application number: KR1020140063088A
Authority: KR
Inventors: 김성훈
Original assignee: 현대중공업 주식회사
Priority date: 2014-05-26
Filing date: 2014-05-26
Publication date: 2015-12-04

Abstract

The present invention relates to a propeller duct for reducing the eddy current of a rudder for a ship, and more particularly, to improve the propulsion efficiency of a ship by rectifying a current generated by rotation of a propeller of a stern.
In order to achieve the above object, the present invention provides a ship propulsion system including a first wing extending horizontally from a side to a side in a direction perpendicular to a direction of a propeller for propelling a ship and a second wing extending from the first wing at an angle of 90 degrees or more and less than 180 degrees A duct frame which is bent to connect the ends of the first wing and the second wing and ducts which are respectively projected from the outer side of the duct frame in correspondence with the first wing and the second wing, And the outer fins are independently formed horizontally from the side to the outside regardless of the bent duct frame in a direction perpendicular to the direction of the ship propelling propeller at an angle of 180 degrees with the first wing .

Description

Propeller Duct with Pin with Outside Pin

The present invention relates to a propeller duct for reducing the eddy current of a rudder for a ship, and more particularly, to improve the propulsion efficiency of a ship by rectifying a current generated by rotation of a propeller of a stern.

In general, a ship is located in a part of the hull so that it can operate by overcoming the fluid resistance through the propulsive force of the propeller.

Therefore, since reducing the fluid resistance applied to the hull is ultimately directly related to the reduction of fuel and energy, efforts to reduce the hull resistance are still actively pursued.

Further, due to the characteristics of the structural shape of the ship, a complicated wake distribution is formed from the stern portion. This complex shape of the semi-current distribution leads to a change in the propulsive force generated especially at the stern propellers. In other words, a rotating current is generated along the same direction as the rotation direction of the propeller in the water behind the propeller, which generates the propulsion force of the ship while being disposed on the stern section while the ship is operating.

Such a rotating current does not contribute to the propulsion force of the ship, but rather acts as one of the major factors that degrade the propulsion performance of the ship by the amount of energy generated by the return current.

Therefore, it is necessary to develop a device capable of reducing the resistance and increasing the efficiency of the propeller by generating the thrust by using the flow rate falling from the front of the propeller when the propeller operating during the operation of the ship is operated.

On the other hand, Korean Patent Laid-Open Publication No. 10-2012-0124205 (published on November 13, 2012) discloses a marine crown duct for preventing a reduction in propulsive force caused by a rotating current.

1 is a conceptual view showing a crown duct according to the prior art, and FIG. 2 is a simulation image showing a wake of the propeller shown in FIG. 1. FIG.

1, a semicircular duct 210, a center pin 201 connected to the duct 210 and the stern 10 and installed in the center, and ducts 210 And third and fourth pins 204 and 205 installed at both ends of the duct 210 and at the stern 10. The first and second pins 202 and 203 are installed in the stator 10,

However, as shown in FIG. 2, the conventional crown duct suppresses the generation of the rotating current only within the duct 210 to which the center pin 201 and the first to fourth pins 202 to 205 are connected, The rotating current generated from the outside of the duct enters the propeller and still deteriorates the propulsion performance of the ship.

Korean Patent Laid-Open Publication No. 10-2012-0124205 (Published Nov. 13, 2012)

The present invention has been made in order to solve the problems of the prior art as described above, and it is an object of the present invention to improve the structure of the propeller duct mounted on the stern, to rectify the return current generated in the outer region of the duct to increase it through the conventional propeller duct And to provide a propeller duct which is configured to generate a thrust greater than a thrust force.

In order to achieve the above object, the present invention provides a ship propulsion system including a first wing extending horizontally from a side to a side in a direction perpendicular to a direction of a propeller for propelling a ship and a second wing extending from the first wing at an angle of 90 degrees or more and less than 180 degrees A duct frame which is bent to connect the ends of the first wing and the second wing and ducts which are respectively projected from the outer side of the duct frame in correspondence with the first wing and the second wing, And the outer fins are independently formed horizontally from the side to the outside regardless of the bent duct frame in a direction perpendicular to the direction of the ship propelling propeller at an angle of 180 degrees with the first wing .

According to a preferred embodiment of the present invention, the projecting height of the outer fin is equal to the extended height of the first wing and the fin.

As described above, the propeller duct according to the present invention, which is installed to increase the thrust of the ship, forms a pin on the outside of the duct so as to rectify the return current generated by the propeller duct, There is an advantage that a larger thrust can be generated. By increasing the thrust by the pin in this way, energy loss can be reduced and the erosion of the rear rudder surface can be minimized.

1 is a conceptual view showing a crown duct according to the prior art,
Fig. 2 is a simulation image showing the wake of the propeller shown in Fig. 1. Fig.
3 is a conceptual view showing an embodiment of a propeller duct equipped with outer fins according to the present invention,
Figure 4 is a front view of the propeller duct shown in Figure 3,
FIG. 5 is a simulation image showing the wake of the propeller in the state where the propeller duct shown in FIG. 3 is installed,
6 shows another embodiment according to the structure of the fins formed on the outside of the duct frame in addition to the duct shown in Fig.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of a propeller duct having an outer fin according to the present invention will be described in detail with reference to the accompanying drawings.

3 is a front view of the propeller duct shown in FIG. 3, FIG. 5 is a cross-sectional view of the propeller duct shown in FIG. 3, and FIG. FIG. 6 is a schematic view showing a wake of a propeller in a state where the duct is installed. FIG. 6 shows another embodiment according to the structure of the fins formed outside the duct frame in addition to the duct shown in FIG.

3, a semicircular propeller duct 110 is installed at the stern, a propeller 120 is located at the rear of the duct 110, and a rudder 130 is located at the rear of the propeller 120. Most of the fluid passes through the duct 110 and then enters the propeller 120 and is discharged to the rear by the rotation of the propeller 120 to generate thrust. Thereby controlling the direction of the hull.

The duct 110 includes a first wing 113a extending horizontally from the stern and a second wing 113b extending from the first wing 113a at an angle of 90 degrees or more and less than 180 degrees, A duct frame 111 curved to connect the ends of the first wing 113a and the second wing 113b and a duct frame 111 corresponding to the first wing 113a and the second wing 113b, And an outer pin 100 'extending horizontally in the other direction from the stern at an angle between the first wing 113a and the 180 degrees is further formed on the stern.

The duct 110 configured as described above rectifies the thrust generated in the duct 110 itself and the fluid flowing in the front by the suction action in the operation of the propeller 120, Improving propulsion efficiency. Thus, the cross-sectional shape of the duct 110 is configured as an airfoil to achieve propulsion through the lift while minimizing drag.

Meanwhile, as described above, the propeller duct according to the present invention is formed with the outer fins 100 'outwardly of the duct frame 111, as shown in FIGS. 3 and 4.

The outer fin 100 'is horizontally horizontally arranged at an angle of 180 degrees with respect to the first wing 113a which is relatively far from the pair of wings 113a and 113b connecting the duct frame 111 And the height of the outer fin 100 'is equal to the extended height of the first wing 113a and the pin 100 as shown in FIG. The reason why the angle between the first wing 113a and the second wing 113b is 90 degrees or less and less than 180 degrees is because if the angle is less than 90 degrees, the rectifying effect of the rotating current is inferior. If the angle is 180 degrees, And interference occurs.

The duct frame 111 is 0.5 to 0.7 times the diameter of the propeller 120. Both ends of the first and second wings 113a and 113b are fixed to the stern and the inner surface of the duct frame 111, (111).

3, the duct frame 111, the first and second wings 113a and 113b, the fins 100, and the outer fin 100 'have an airfoil structure.

When the propeller 120 rotates, the fluid flows to the propeller 120 along the outer surface of the duct frame 111 or the duct frame 111. At this time, The first and second wings 113a and 113b rectify the flow of the fluid passing through the duct 110 and the pins 100 fixed to the outer surface of the duct frame 111 are connected to the duct frame 111. [ The fluid flowing into the propeller 120 along the outer surface of the rotor 111 is rectified.

Further, since the outer fin 100 'is located outside the duct, the return current formed outside the duct is also rectified, thereby generating an additional thrust force of about 1 to 2% greater than the propulsive force of the conventional duct .

Hereinafter, a simulation image showing the propeller wake state according to the conventional duct and a simulation image showing the propeller wake state according to the duct according to the present invention will be described in comparison with each other.

The simulation image shown in FIG. 2 is an image showing a wake state according to a conventional duct, and the simulation image shown in FIG. 5 is an image showing a wake state according to a duct of the present invention.

2 and 5, the red portion formed around the shaft center portion of the propeller shows the degree of generation of the rotating current, and the chroma of red is lower than the chroma of red shown in Fig. 2. This is because the generation of the rotation current is reduced, and the reduction of the generation of the rotation current serves to improve the propulsion power of the ship.

Meanwhile, in the duct according to the present invention described above, the pins are formed on the pair of blades. However, as shown in FIG. 6, the pins 100 may be formed corresponding to only one of the pair of blades .

100, 100 ': pin
110: duct
111: Duct frame
113a, 113b:
120: Propeller
130: rudder

Claims

A first wing (113a) horizontally extending from the side to the outside in a direction perpendicular to the direction of the ship propelling propeller; a second wing (113a) extending at an angle of 90 degrees or more with respect to the first wing (113a) A duct frame 111 curved to connect the ends of the first wing 113a and the second wing 113b to each other and a second duct 113b corresponding to the first wing 113a and the second wing 113b, A duct comprising pins (100) each projecting on an outer surface of a frame (111)
An outer pin 100 'extending horizontally from the side to the side independently of the curved duct frame 111 in a direction perpendicular to the direction of the ship propelling propeller at an angle of 180 degrees with the first wing 113a, Wherein the duct is further formed with a plurality of projections.

The method according to claim 1,
Wherein the protruding height of the outer fin (100 ') is the same as the extended height of the first wing (113a) and the pin (100).