KR20170121541A - A propulsion apparatus for ship - Google Patents

Abstract

According to one embodiment of the present invention, a propulsion device for a ship comprises a duct provided near a propeller. The duct comprises: a first portion of which horizontal width is varied from one side to the other side; and a second portion connected to one side of the first portion and having the uniform horizontal width.

Description

[0001] The present invention relates to a propulsion apparatus for ship,

The present invention relates to a marine propulsion device.

Generally, in the case of a large ship, the propulsion attached to the rear of the hull is advanced by using the flow of the fluid generated when the propeller rotates. At this time, a rudder is attached to the rear of the propeller, and as the rudder rotates to the left and right, the direction of flow of the fluid is changed by changing the direction of flow.

In order to achieve a constant speed through the rotation of the propeller, the engine must be driven using oil such as diesel. In this case, a large amount of oil is consumed and the greenhouse gas is discharged, thereby causing problems such as environmental destruction .

Recently, various efforts have been made to reduce fuel consumption by reducing the energy consumed when propelling the ship. IMO, in particular, discussed ways to reduce greenhouse gas emissions in 2010, and discussions are underway to establish standards and directions for fuel efficiency regulation.

As shipping companies join the movement, shipping companies are beginning to pay attention to fuel-saving vessels that can reduce the burden on fuel costs. Due to the needs of shipping companies, shipbuilders are constantly researching and developing fuel-saving technologies that reduce fuel consumption and reduce greenhouse gas emissions.

Energy Saving Device (ESD), which improves the propulsion efficiency and saves fuel by improving the shape of the ship's rear end, propeller, rudder, etc., or attaching additional additives, This energy saving device has already been applied to a large number of ships.

Among the energy saving devices, devices for controlling the flow of the fluid flowing into the propeller by connecting the duct to the hull and the fin inside the duct have been widely applied to various ships. Continuous improvement is being made to improve.

Regarding this, in the case of the prior art publication No. 10-1521772 (published on May 5, 2014), which is currently disclosed, internal fins are provided inside the duct, external fins are provided outside the duct, Asymmetric content.

However, this prior art maintains a simple cylindrical duct that has been used in the past, and the arrangement of the fins is not deviated from the radially spreading arrangement with respect to the center of the duct or the center of the propeller.

Therefore, even with the previously developed apparatuses and the above-mentioned prior arts, it is still not possible to sufficiently improve the propulsion efficiency or the energy saving and rectification effect in comparison with the cost and the increase in airflow in the installation of the energy saving device, It is a reality that installation of the additional device is not generalized.

It is an object of the present invention to provide a propulsion device for a ship capable of improving the energy efficiency by improving propeller inflow flow.

A propulsion device for a ship according to an embodiment of the present invention includes a duct provided adjacent to a propeller, the duct having a first portion whose front and rear widths vary from one side to the other side; And a second portion connected to the first portion and having a constant longitudinal width.

An inner pin having one end fixed to the stern and the other end fixed to the inner surface of the second portion; And an outer pin having one end fixed to the outer surface of the second portion and the other end being disposed at a free end.

Specifically, the inner pin and the outer fin may be placed side by side.

Specifically, the second portion may further include a third portion connected to the opposite side of the first portion and having a longitudinal width varying from one side to the other side.

Specifically, the front and rear widths of the inner pin and the outer pin may be the same as the front and rear widths of the duct.

In the ship propulsion device according to the present invention, a duct is provided to vary the flow of the fluid flowing into the propeller, the fin rectifying the flow of the fluid, or the upward flow of the lower left of the flow of the propeller, Can be improved.

1 is a side view of a propulsion unit for a ship according to an embodiment of the present invention.
2 is a side view of a propulsion unit for a ship according to another embodiment of the present invention.
3 is a front view showing a marine propulsion device according to another embodiment of the present invention.
4 is a perspective view illustrating a marine propulsion unit according to another embodiment of the present invention.
FIG. 5 is a view for explaining the width of an external fin and a duct in a marine propulsion device according to another embodiment of the present invention. FIG.
6 is a side view of a propulsion unit for a ship according to another 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.

FIG. 1 is a side view showing a propulsion device for a ship according to an embodiment of the present invention, FIG. 2 is a side view showing a propulsion device for a ship according to another embodiment of the present invention, and FIG. FIG. 4 is a perspective view illustrating a propulsion device for a ship according to another embodiment of the present invention. FIG. 5 is a perspective view of a propulsion device for a ship according to another embodiment of the present invention. In order to explain the width. 6 is a side view of a propulsion unit for a ship according to another embodiment of the present invention.

1 to 6, a propulsion apparatus 100 for a marine vessel according to an embodiment of the present invention includes a duct 110, an inner fin 120, and an outer fin 130. As shown in FIG. At this time, the marine propulsion device 100 may be provided in front of a propeller (not shown) which is coupled to the stern 90 and generates propulsive force. The propeller is propelled by the rotation of the propeller. The propeller consists of a hub (not shown) connected to the stern 90 and a vane (not shown) connected to the hub. The propeller is rotated clockwise or counterclockwise The ship can be advanced, and it can be the same as a generally used screw propeller, and a detailed description will be omitted in place of the known technology.

Of course, the present invention is not limited to being installed in front of the propeller, which is selected as an embodiment. That is, the present invention can be installed at the rear of the propeller and at the front and rear of the propeller, respectively.

Hereinafter, the present invention is limited to being installed in front of the propeller.

The duct 110 can generate an additional thrust in the ship traveling direction so as to accelerate the forward fluid of the propeller due to the suction action generated when the propeller rotates, It is possible to improve the propulsion efficiency and reduce the propulsive force of the propeller.

That is, the duct 110 may be provided on the stern 90 so as to be adjacent to the propeller (for example, front) so as to change the flow of the fluid flowing into the propeller, Or asymmetric.

And a portion of the duct 110 may be directly connected to the stern 90, but may be connected by the inner fin 120. [ Further, the center of the duct 110 may be provided on the same line as the center of the propeller shaft 91, and may be eccentric within an error range such as a design. At this time, the eccentric direction can be variously manufactured according to design conditions such as upward, downward, rightward, leftward, and the like, and is not particularly limited.

For example, the overall shape of the duct 110 may have a circular or arcuate shape. The cross-section of the duct 110 may be in the form of an airfoil, which is convex inwardly of the duct 110 and flattened outwardly. When the flow of the fluid flows into the duct 110, However, the present invention is not limited thereto.

Accordingly, the fluid flowing along the surface of the stern 90 can pass through the inside of the duct 110 and flow into the propeller. The duct 110 can sufficiently transfer the flow of the fluid to the center of the propeller shaft 91, thereby enhancing the thrust generated by the rotational force of the propeller.

The center of the duct 110 may or may not coincide with the center of the propeller shaft 91. For example, the duct 110 may be upwardly biased and centered above the center of the propeller shaft 91.

Further, the duct 110 may be provided perpendicular to the center of the propeller shaft 91 when the rear end is viewed from the side. That is, the duct 110 can be installed on the stern 90 in a state of being perpendicular to the center of the propeller shaft 91 without being inclined.

Of course, the duct 110 may be inclined such that the top is biased forward and the bottom is biased back, or vice versa.

That is, the present invention does not particularly limit the relationship between the center of the duct 110 and the center of the propeller shaft 91, and the inclination angle between the center axis of the duct 110 and the center of the propeller shaft 91.

The duct 110 may include a first portion 111, a second portion 112 and a third portion 113, wherein the first portion 111, the second portion 112, (113) may be arranged in an up-and-down row from top to bottom and may be integrally formed.

2, the first part 111 can form the upper end of the duct 110, and the front and rear widths of the first part 111 from the one side (the upper side in FIG. 2) to the other side Can be varied. The front end 111A of the first part 111 is tilted when viewed from the side and the rear end 111B is inclined when viewed from the side of the first part 111. Therefore, Can be made upright.

At this time, the degree of reduction of the area may be proportionally constant, or may gradually increase or decrease from one side to the other side. In the former case, the front end 111A of the first part 111 appears as a straight line inclination when viewed from the side, whereas the latter case, the front end 111A of the first part 111 appears as a curved line when viewed from the side have.

The second portion 112 may be provided under the first portion 111 to form the center portion of the duct 110 and may be connected to the first portion 111 and may have a constant front- . Accordingly, both the front end 112A and the rear end 112B of the second portion 112 may be provided vertically.

The third portion 113 may be connected to the opposite side of the first portion 111 in the second portion 112 and may be provided at the lower portion of the second portion 112. The third portion 113 may have a front- Can be varied. The front end 113A of the third portion 113 is inclined when viewed from the side and the rear end 113B is inclined toward the vertical direction when the third portion 113 is vertically inclined. .

Similarly, the third portion 113 may have the same or similar shape as the first portion 111, or the front-back width may be reduced or varied from one side toward the other side. That is, the front end of the third portion 113 may be in the form of a straight line or a curved line when viewed from the side.

6, the third part 113 is replaced with the second part 112, so that the duct 110 is provided with the first part 111 and the second part 112 .

A plurality of inner pins 120 may be provided and one end thereof may be fixed to the stern and the other end thereof may be fixed to the inner surface of the second portion 112. Here, the inner fin 120 can improve the propulsion force by connecting the stern 90 and the duct 110 while changing the flow of the fluid.

Some of the inner pins 121 of the plurality of inner pins 120 may include inner pins 121 provided at the upper portions of the duct 110 in the directions of 4 o'clock and 8 o'clock, 121C, 121D, and 121E may be radially formed, and the plurality of internal pins 121 may be formed to be apart from each other as they go outward.

On the other hand, the inner pin 122, which is directed inward and outward at 6 o'clock, of the plurality of inner fins 120 (two of which are illustrated in this embodiment), may be provided in parallel within the duct 110. For example, a pair of inner pins 122 provided in parallel within the duct 110 may be provided vertically.

The two inner pins 122 provided in parallel may be shifted from the center of the propeller shaft 91 and may be provided symmetrically with respect to the center of the propeller shaft 91.

The inner fin 120 connects the duct 110 to the stern 90 and divides the inner space of the duct 110 and can change the flow of the fluid flowing into the propeller.

A plurality of outer pins 130 may be provided, one end of which is fixed to the outer surface of the second portion 112, and the other end of which is a free end.

Here, the outer pin 130 may be placed side by side with the inner pin 120, and the outer pin 130 may be provided in a direction extending from the inner pin 120.

The inner pin 120 to which the outer pin 130 is connected may be an inner pin 121 provided radially out of the plurality of inner pins 120. For example, 121A, 121B, which are provided on the inner side of the inner pin 121 (121A, 121B). That is, the external fin 130 may be provided to vary the flow above the left side of the propeller from outside the duct 110.

The outer pin 130 may be provided to extend to at least a part of the inner pins 121. [ As described above, some of the inner pins 121 may not have the outer pins 130 extended. Therefore, the external pins 130 may be provided asymmetrically. Of course, the inner pins 121 may be provided asymmetrically, but the outer pins 130 may be arranged differently from the inner pins 121.

Also, the external pin 130 may be provided so as not to extend with the internal pin 121. In this case, at least a part of the outer fin 130 may be positioned to be offset from the inner fin 121 with the duct 110 therebetween.

The front and rear widths of the inner fin 120 and the outer fin 130 in the area connected to the duct 110 may be equal to or smaller than the front and rear widths of the duct 110.

5, the width of the outer fin 130 protruding outward from the duct 110 is 90% or more and 100% or less when the front-back width of the duct 110 is 100%. . The front and rear widths of the duct 110 compared with the width of the external fin 130 may mean the front and rear widths of the portion where the external fin 130 is installed in the duct 110.

The inner pin 120 and the outer pin 130 may be connected to each other or the inner pin 120 and the outer pin 130 may be connected to each other in a shape similar to the air duct 110, The inner pin 120 and the outer pin 130 may be variously deformed in cross section.

When the ship propulsion device 100 is provided, the loss of thrust can be reduced to about 3% in comparison with the case where the ship propulsion device 100 is not provided.

Specifically, referring to Table 1 below, No. 1 refers to the case where the ship propulsion system 100 is not provided (without ESD), and No. 2 refers to the case where the ship propulsion system 100 is provided ESD).

In this case, RPS is the propeller rotation speed (revolution per second), T is the torque, and Q is the thrust. The Diff (difference) means the difference between No. 1 and No. 2, for example, Diff. RPS means the RPS difference between No.1 and No.2.

Here, according to Table 1, Diff. It can be seen that the propeller rotation speed decreased to 3.4% of RPS, torque increased by 0.9%, and thrust decreased by 1.4%.

Particularly, as mentioned above, since the energy consumption is reduced by 3% or more in terms of power saving, the fuel efficiency can be improved and the effect of environmental protection can be generated.

No Case RPS T [N] Q [N-m] Diff.RPS Diff.T Diff.Q Diff.N * Q Power
saving One w / o
ESD 7.73 65.42 2.6673 - - - - - 2 W /
ESD 7.46 66.00 2.6288 -3.4% + 0.9% -1.4% -4.8% -3.1%

In this embodiment, the duct 110 is provided to vary the flow of the fluid flowing into the propeller. The pins 120 and 130 rectify the flow of the fluid, or the flow of the fluid, which is unnecessary for rotation of the propeller, The flow can be suppressed and the propulsion efficiency can be improved.

In the embodiments described with reference to the drawings, the difference between the embodiment of FIG. 1 and the embodiment of FIG. 2 is that the proportion of the second portion 112 in the duct 110 is different, The length of the second portion 112 of another embodiment may be longer than that of the second portion 112.

For example, if the duct 110 of the embodiment is provided with the same radius in the propeller shaft 91 (the radii of the two embodiment ducts are the same), in one embodiment the uppermost portion of the second portion 112 And in another embodiment the top end of the second portion 112 may be located above the top end of the propeller shaft 91. In this embodiment,

As such, the second portion 112 of another embodiment, which is longer in vertical length than the second portion 112 of one embodiment, is configured such that, in one embodiment, only a portion of the outer pin 130 (lower outer pin) All of the outer pins 130 may be provided, unlike those provided in the outer case 112. [

At this time, the outer fin 130 in another embodiment may be made equal to the width of the second portion 112.

6, the duct 110 is provided with the second portion 112 instead of the third portion 113, so that the duct 110 is divided into the first portion 111 and the second portion 112. In addition, Two portions 112 are formed.

Here, the duct 110 is formed as the first portion 111 and the second portion 112 as a modified example of the embodiment of FIG. 1, but alternatively, the modified embodiment of FIG. 2 The second portion 112 may be formed starting from the top of the upper end of the propeller shaft 91.

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.

90: stern 91: hopper shaft
100: Ship Propulsion Device 110: Duct
110A: connection point 111: first part
112: second part 113: third part
120A: Trailing edge of the inner pin 120B: Leading edge of the inner pin
130: Outer pin 130A: Trailing edge of the outer pin
130B: Leading edge of external pin
120, 121, 121A, 121B, 121C, 121D, 121E, 122:

Claims (5)

A duct provided adjacent to the propeller,
In the duct,
A first portion having a front-rear width varying from one side to the other side; And
And a second portion connected to the first portion and having a constant longitudinal and longitudinal width. The method according to claim 1,
An inner pin having one end fixed to the stern and the other end fixed to the inner surface of the second portion; And
Further comprising an outer pin having one end fixed to an outer surface of the second portion and the other end resting at a free end. 3. The method of claim 2,
Wherein the inner pin and the outer fin are placed side by side. The method according to claim 1,
Further comprising a third portion connected to the opposite side of the first portion in the second portion and having a longitudinal width varying from one side to the other side. 3. The method of claim 2,
Wherein the front and rear widths of the inner pin and the outer pin are equal to the front-rear width of the duct.

Images