KR20190048346A - Propulsion efficiency enhancing apparatus - Google Patents

Abstract

Disclosed is a propulsion efficiency improvement apparatus. According to one embodiment of the present invention, the propulsion efficiency improvement apparatus includes: a duct provided in front of a propeller, having an arc shape, generating thrust; and a plurality of electric current fixing wings supporting the duct on a stern boss portion and generating a swirling flow in a direction opposite to a rotational direction of the propeller.

Description

{PROPULSION EFFICIENCY ENHANCING APPARATUS}

The present invention relates to a propulsion efficiency improvement device.

Recently, various technologies have been developed to reduce the energy consumed in the operation of ships.

As an example of energy saving technology, there is a duct disposed in front of the propeller.

The duct creates additional thrust while passing backward movement along the surface of the hull. In this case, the duct can be a factor in increasing the propulsion efficiency.

However, ducts also act as resistances in other respects, which is a factor in reducing propulsion efficiency.

Japanese Patent Application Laid-Open No. 10-2014-0015828 (published Feb. 21, 2014)

An embodiment of the present invention seeks to provide an apparatus configured to improve propulsion efficiency.

According to an aspect of the present invention, there is provided a propulsion device including: a duct disposed in front of a propeller and having an arc shape and generating a thrust; And a plurality of current fixing vanes supporting the duct on the stern boss portion and generating a swirling flow in a direction opposite to the rotating direction of the propeller.

The duct may have a camber protruding in a direction toward the stern boss, and the plurality of current fixing vanes may have a camber of a convex shape in a rotating direction of the propeller.

Wherein the propulsion efficiency enhancing device includes: a first connection portion interconnecting a first end portion of the duct in the propeller rotation direction and a first outside fixed blade located at the end of the plurality of current fixing vanes in the propeller rotation direction; And a second connection portion for interconnecting a second end portion of the duct in the direction opposite to the propeller rotation direction and a second outside current fixing wing located last in the direction opposite to the propeller rotation direction among the plurality of current fixing wings, Wherein the first connecting portion has a shape that continuously connects a first end portion of the duct having a camber shape different from the first outside current fixing vane and the second connecting portion has a shape having a camber shape, And may have a shape continuously connecting the second end portion and the second outer current fixing vane.

Wherein the duct has an arc shape extending from a left lower region to a right upper region with respect to a center line of a circular arc formed by the duct and the plurality of current holding blades are arranged in a left lower region with respect to a center line of a circular arc formed by the duct And may be disposed apart from each other across the right upper region.

The propeller rotates in a clockwise direction when viewed from the rear, and the number of the current-stabilized blades located at the port of the hull among the plurality of current-stabilized blades may be greater than the number of the current-stabilized blades located at the starboard.

The center line of the arc formed by the duct may be located above the rotation axis of the propeller.

The distance between the center line of the arc formed by the duct and the rotation axis of the propeller may be 0.1 times or more and 0.4 times or less of the radius of the propeller.

The duct may be located within the rotating region of the propeller.

According to the embodiment of the present invention, as the support for supporting the duct, by using the current fixing vane that generates the swirling flow in the direction opposite to the rotation direction of the propeller, unlike the conventional propulsion supporting structure using the general support structure, And the propulsion efficiency can be improved.

FIG. 1 is a perspective view of a propulsion efficiency improving apparatus according to an embodiment of the present invention, viewed from the left rear,
FIG. 2 is a perspective view in which the propeller is removed in FIG. 1,
3 is a rear view of the propulsion efficiency improvement apparatus according to an embodiment of the present invention,
FIG. 4 is a left side view of a propulsion efficiency improving apparatus according to an embodiment of the present invention,
FIG. 5 is a perspective view of the propulsion efficiency enhancing device according to an embodiment of the present invention, as viewed from the left rear, and is a view in which a cross-sectional shape is added to a duct and a current-
FIG. 6 is a view of a part of the embodiment of the present invention as viewed from the left, showing a state in which a duct is omitted,
FIG. 7 is a developed view of an outer surface of an assembly of a duct, a first outer current fixing vane, and a second outer current fixing vane according to an embodiment of the present invention,
8 is a perspective view of the propulsion efficiency improvement apparatus according to another embodiment of the present invention,
FIG. 9 is a perspective view in which the propeller is removed in FIG. 8,
10 is a rear view of the propulsion efficiency improving apparatus according to another embodiment of the present invention,
11 is a left side view of a propulsion efficiency improving apparatus according to another embodiment of the present invention,
FIG. 12 is a perspective view of the propulsion efficiency enhancing device according to another embodiment of the present invention as viewed from the left rear side, and shows a cross-sectional shape added to a duct and a current fixing blade.
FIG. 13 is a developed view of an outer surface of an assembly of a duct, a first outer current fixing vane, and a second outer current fixing vane according to another embodiment of the present invention,
FIG. 14 is a left side view of a propulsion efficiency improving apparatus according to another embodiment of the present invention,
FIG. 15 is a diagram in which a duct is omitted in FIG.

BRIEF DESCRIPTION OF THE DRAWINGS The present invention is capable of various modifications and various embodiments, and specific embodiments are illustrated in the drawings and described in detail in the detailed description. It is to be understood, however, that the invention is not to be limited to the specific embodiments, but includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Referring to the accompanying drawings, the same or corresponding components are denoted by the same reference numerals, do.

FIG. 1 is a perspective view of a propulsion efficiency enhancing device according to an embodiment of the present invention as viewed from the left rear, FIG. 2 is a perspective view of the propeller removed in FIG. 1, FIG. 4 is a left side view of a propulsion efficiency improving apparatus according to an embodiment of the present invention. FIG. 1 to 4, + X means forward, and + Y means the left direction.

1 to 4, the propulsion efficiency improving apparatus 100 according to the present embodiment includes a duct 110 and current fixing vanes 131, 132, 133 and 134.

The duct (110) is disposed in front of the propeller (30). The propeller (30) is disposed behind the stern boss portion (20). The propeller 30 rotates and generates thrust. In the present embodiment, the propeller 30 rotates in the clockwise direction in FIGS. 1 to 3. That is, the propeller 30 rotates clockwise when viewed from the rear.

The duct 110 has an arc shape.

For example, the duct 110 may have an arc shape extending from the lower left area to the upper right area with respect to the center line A _D of the circular arc formed by the duct 110 as shown in FIGS.

As another example, although not shown, the duct may have an arc shape extending from the upper left region to the upper right region with respect to the center line of the arc formed by the duct.

The angle of arc of the arc formed by the duct 110 is preferably less than 180 degrees.

The duct 110 partially covers the stern boss portion 20.

The center line A _D of the arc formed by the duct 110 may be positioned above the rotation axis A _P of the propeller 30 as shown in FIG.

At this time, the distance H between the center line A _D of the circular arc formed by the duct 110 and the rotation axis A _P of the propeller 30 may be 0.4 times or more of the radius of the propeller 30. If the distance H between the center line A _D of the arc formed by the duct 110 and the rotation axis A _P of the propeller 30 exceeds 0.4 times the propeller 30, Can be significantly limited.

Further, the distance H between the center line A _D of the arc formed by the duct 110 and the rotation axis A _P of the propeller 30 may be 0.1 to 0.4 times the radius of the propeller 30.

The duct (110) is located within the rotating region of the propeller (30). At this time, the flow passing through the duct 110 can be introduced into the propeller 30 in an aligned state, and the propelling efficiency of the propeller 30 can be improved.

The radius of the duct 110 is equal to or less than a value obtained by subtracting the distance between the center line A _D of the arc of the duct 110 and the rotation axis A _P of the propeller 30 from the propeller radius.

The duct 110 generates thrust. For example, the duct 110 has a camber shaped convexly in the direction of the stern boss portion 20 and having an airfoil cross section. This will be described later.

A lift is generated in the cross section of the duct 110 as the flow moving backward along the hull 10 passes through the duct 110. The component parallel to the longitudinal direction (ex. X-axis direction) of the hull 10 in the lift force acts as a thrust for propelling the hull 10.

The duct 110 can be supported by a stern part of the hull 10 by a separate supporting member (not shown).

The current fixing vanes 131, 132, 133 and 134 support the duct 110 with respect to the stern boss 20.

The electric current stabilizing vanes 131, 132, 133 and 134 are provided in plural.

For example, the number of the current fixing vanes 131, 132, 133, and 134 may be four as shown in Figs.

In another example, the number of current-carrying wings is not shown, but may be three or five.

The plurality of current fixing vanes 131, 132, 133, and 134 are disposed apart from each other in the rotating direction of the propeller 30 as shown in Figs. 2 and 3, the plurality of current fixing vanes 131, 132, 133, and 134 may be spaced apart in the arcuate direction about the center line A _D of the arc formed by the duct 110 have.

As shown in FIGS. 2 and 3, the plurality of current fixing vanes 131, 132, 133, and 134 extend from the left lower region to the upper right region with respect to the center line A _D of the circular arc formed by the duct 110 They can be spaced apart from one another.

As another example, a plurality of current fixing vanes may be disposed apart from each other in the upper left region and the upper right region with respect to the center line of the arc formed by the ducts, though they are not shown.

The plurality of current fixing vanes 131, 132, 133, and 134 generate a swirling flow in a direction opposite to the rotating direction of the propeller 30.

The swirling flow by the current fixing vanes 131, 132, 133 and 134 is introduced into the propeller 30 to reduce the swirling flow in the rotating direction of the propeller 30, thereby improving the propulsion efficiency. In other words, when a swirling flow in the direction opposite to the rotation direction of the propeller 30 is generated by the current-stabilizing vanes 131, 132, 133, and 134, the angle of attack of the flow entering the propeller 30 increases, 30) is increased and thus propulsion efficiency is improved.

FIG. 5 is a perspective view of the propulsion efficiency enhancing device according to the embodiment of the present invention as viewed from the left rear side, and is a view showing a cross-sectional shape added to a duct and a current fixing blade.

Referring to Fig. 5, in this embodiment, the propeller (not shown) rotates clockwise when viewed from the rear. At this time, in order to generate a swirling flow in a direction opposite to the rotating direction of the propeller (not shown), the plurality of current fixing vanes 131, 132, 133, 134 are convex in the rotational direction of the propeller Shaped camber.

The propulsion efficiency enhancing device 100 according to the present embodiment described above is a support for supporting the duct 110 generating the thrust to the stern boss 20 and is provided with a swirling flow in the direction opposite to the rotating direction of the propeller 30, 132, 133, and 134, which generate the electric currents.

In this regard, a support member of a simple shape is used unlike the current fixing vanes 131, 132, 133, and 134 according to the present embodiment in order to support a duct disposed in front of the propeller to generate thrust. This simple shape of the support member has become a factor to increase the resistance of the ship by acting as a resistance.

However, the propulsion efficiency enhancing device 100 according to the present embodiment is a support for supporting the duct 110, and includes current fixing blades 131, 132, 133 and 134 for generating a swirling flow in a direction opposite to the rotation direction of the propeller 30 The thrust of the propeller 30 is increased and the propulsion efficiency is improved.

In this embodiment, the number of the current fixing vanes 132, 133, 134 located on the left side of the hull 10 among the plurality of current fixing vanes 131, 132, 133, 134 corresponds to the number of the current fixing vanes 131 ).

More specifically, if we look at the distribution of the counter current flowing into the propeller in a barehull state without a current stabilizing blade, a counter current in the same direction as the rotational direction of the propeller occurs at the port, and in the starboard direction, .

The current fixing vanes 132, 133 and 134 at the port side where the counterflow in the same direction as the rotation direction of the propeller 30 is generated are connected to the inlet ports 132, 133 and 134, However, in the starboard in which the counterflow in the direction opposite to the rotating direction of the propeller 30 is generated, the current fixing vanes 131 are arranged at a larger pitch angle than the port The inflow current flowing into the electric current stabilizing vane 131 can be changed in the direction opposite to the rotation direction of the propeller 30.

In this case, the resistance increase due to the attachment of the current holding vanes 132, 133 and 134 is small at the port side where the vortical flow in the direction opposite to the rotating direction of the propeller 30 can be generated at a small pitch angle. However, In the starboard which can generate the swirling flow in the direction opposite to the rotating direction of the propeller 30, the increase in resistance due to the attachment of the current fixing vane 131 becomes excessive. Therefore, it is desirable to arrange more current holding vanes at the port side than starboard for high propulsion efficiency.

The first end of the duct 110 in the rotating direction of the propeller 30 and the last one of the plurality of current fixing vanes 131, 132, 133, 134 in the rotational direction of the propeller 30 The first outer current holding wings 131 are interconnected. The first outer current fixing vane 131 may be located on the upper right region with respect to the center line A _D of the circular arc formed by the duct 110 as shown in FIG.

The second end portion of the duct 110 in the direction opposite to the rotating direction of the propeller 30 and the end position of the plurality of current fixing vanes 131, 132, 133, 134 in the direction opposite to the rotational direction of the propeller 30 The second outer current fixing vanes 132 are interconnected. The second outer current fixing vane 132 may be located in the lower left region with respect to the center line A _D of the circular arc formed by the duct 110 as shown in FIG.

In this embodiment, the duct 110 and the first outer current fixing vane 131 are different in camber shape.

5, the duct 110 has a camber protruding toward the stern boss 20, and the first external current fixing vane 131 has a convex camber in the rotational direction of the propeller 30 I have.

In other words, the duct 110 has a camber shape having a convex shape toward the inside of the space surrounded by the duct 110, the first outside current fixing vane 131 and the second outside current fixing vane 132, The current fixing vane 131 has a camber shaped in a convex shape toward the outside of the space surrounded by the duct 110, the first outside current fixing vane 131 and the second outside current fixing vane 132.

In this embodiment, the first end portion of the duct 110 having the camber shape different from the first end portion and the first outside current fixing vane 131 are continuously connected.

For example, as shown in FIG. 5, the first end of the duct 110 and the first outside current fixing vane 131 having the cambers protruding in opposite directions to each other have a shape in which the camber gradually disappears toward the boundary.

In this embodiment, the duct 110 and the second outer current holding vane 132 are the same in camber shape.

5, the duct 110 has a camber protruding toward the stern boss 20 and the second external current fixing vane 132 has a camber of a convex shape in the rotational direction of the propeller 30 I have.

In other words, the duct 110 and the second external current fixing vane 132 both have a space surrounded by the duct 110, the first external current fixing vane 131 and the second external current fixing vane 132 And has a camber of a convex shape toward the center.

In the present embodiment, the second end portion of the duct 110 having the same camber shape and the second external current fixing vane 132 are continuously connected.

FIG. 6 is a view illustrating a part of the embodiment of the present invention as viewed from the left side, in which a duct is omitted. FIG.

5 and 6, the first outer current fixing vane 131, the second outer current fixing vane 132, and the inner current fixing vanes 133 and 134 may have a sinking shape. At this time, the first external current fixing vane 131, the second external current fixing vane 132, and the internal current fixing vanes 133 and 134 have a shape in which the leading edge strikes backward from the root to the tip.

In the present embodiment, the plurality of current holding vanes 131, 132, 133, and 134 may be placed on the same plane perpendicular to the center line A _D of the arc formed by the duct 110, respectively. At this time, the plurality of current fixing vanes 131, 132, 133, and 134 are as close as possible to the propeller (not shown) so that the rotation direction of the propeller 30 generated from the current fixing vanes 131, 132, 133, The swirling flow in the opposite direction to the propeller 30 can be directly introduced into the propeller 30, thereby improving the propulsion efficiency.

In this embodiment, the first outside current fixing vane 131, the second outside current fixing vane 132 and the inside current fixing vanes 133 and 134 may all have the same code length at the root. The first outside current fixing vane 131, the second outside current fixing vane 132, and the inside current fixing vanes 133 and 134 may have the same code length at the tip. The code length of the first outer current fixing vane 131, the second outer current fixing vane 132 and the inner current fixing vanes 133 and 134 may be larger than the code length of the tip.

Referring to FIG. 5, in this embodiment, the tips of the inner current fixing vanes 133 and 134 can be fixed to the inner surface of the duct 110.

The front end of the tip of the inner current fixing vanes 133 and 134 is located behind the leading edge of the duct 110 and the rear end of the tip of the inner current fixing vanes 133 and 134 is located at the trailing edge of the duct 110. [ As shown in FIG.

In this case, the round bar constituting the leading edge of the inner current fixing vanes 133 and 134 does not interfere with the circular bar constituting the leading edge of the duct 110, and the trailing edge of the inner current fixing vanes 133 and 134 The circular rod constituting does not interfere with the circular rod constituting the trailing edge of the duct 110, and workability can be improved. For reference, joining the ends of one rod to the sides of the other rod is much less workable than joining the ends of one rod to one side of the plate.

FIG. 7 is a developed view of an outer surface of an assembly of a duct, a first outer current fixing vane, and a second outer current fixing vane according to an embodiment of the present invention.

Referring to FIG. 7, the trailing edge 110b of the duct 110 has a straight shape on the developed view, and the leading edge 110a of the duct 110 has a convex curved shape.

In this case, the most convex peak portion in the developed view of the duct 110 approaches the hull 10, making it easier to fix the duct 110 to the hull 10.

More specifically, the duct 110 having the developed view as shown in FIG. 7 has a structure in which the peak portion protrudes forward as shown in FIG. At this time, the peak portion is close to the hull 10 so that the duct 110 can be supported with respect to the hull 10 by a supporting member (not shown) having a short length. Since the supporting member having a short length has a larger strength than the supporting member having a longer construction, it is possible to stably support the duct 110 to the hull 10.

Referring to FIG. 7, the curve formed by the leading edge 110a of the duct 110 on the developed view may have a single curvature R. FIG. In this case, the duct 110 has a shape in which the length of the cord increases from the first end 110c to the second end 110d, and then decreases.

Generally, the duct has a structure in which the plates constituting the suction surface and the pressure surface are coupled to the circular rod constituting the leading edge

In order to fabricate the duct 110 such that the curved line of the leading edge 110a of the duct 110 has a single curvature R on the developed view, the circular rod is bent to have a single curvature. In this case, the workability is greatly improved as compared with the case where the circular rod is bent to have two or more curvatures.

Referring to FIG. 7, the first outer current fixing vane 131 has a shape in which the length of the cord decreases from the root 131c to the tip 131d. The second outer current fixing vane 132 has a shape in which the length of the cord decreases from the root 132c to the tip 132d.

FIG. 8 is a perspective view of the propulsion efficiency enhancing device according to another embodiment of the present invention as viewed from the left rear side, FIG. 9 is a perspective view with the propeller removed in FIG. 8, FIG. 11 is a left side view of the propulsion efficiency improving apparatus according to another embodiment of the present invention, and FIG. 12 is a front view of the propulsion efficiency improving apparatus according to another embodiment of the present invention, As a perspective view, a sectional shape is added to a duct and a current fixing blade. 8 to 12, + X means forward, and + Y means the left direction.

8 to 12, the propulsion efficiency improving apparatus 100 'according to the present embodiment includes a duct 110, current fixing vanes 131, 132, 133 and 134, a first connecting portion 150, 2 connection portion 160. [0033] FIG. The propulsion efficiency improvement apparatus 100 'according to the present embodiment is different from the propulsion efficiency improvement apparatus 100 according to the previous embodiment in that it further includes a first connection unit 150 and a second connection unit 160.

The first connection part 150 is connected to the first end part in the rotating direction of the propeller 30 of the duct 110 and the end part of the plurality of current fixing wings 131, 132, 133, 134 in the rotating direction of the propeller 30 And the first outer current fixing vanes 131 positioned therebetween are interconnected.

The first connection part 150 is formed separately from the duct 110 and the first external current fixing vane 131. The opposite ends of the first connection part 150 are connected to the first external current fixing vane 131 and the duct 110, Respectively.

The second connection part 160 is connected to the second end part of the duct 110 in the direction opposite to the rotation direction of the propeller 30 and the second end part of the current fixing vanes 131, 132, 133, And the second external current fixing vanes 132 located at the end in the opposite direction of the first external current fixing vanes 132 are connected to each other.

The second connection part 160 is manufactured separately from the duct 110 and the second external current fixing vane 132. The opposite ends of the second connection part 160 are connected to the second external current fixing vane 132 and the duct 110, Respectively. As shown in Fig.

In this embodiment, the duct 110 and the first outer current fixing vane 131 are different in camber shape.

5, the duct 110 has a camber protruding toward the stern boss 20, and the first external current fixing vane 131 has a convex camber in the rotational direction of the propeller 30 I have.

In other words, the duct 110 has a camber shape having a convex shape toward the inside of the space surrounded by the duct 110, the first outside current fixing vane 131 and the second outside current fixing vane 132, The current fixing vane 131 has a camber shaped in a convex shape toward the outside of the space surrounded by the duct 110, the first outside current fixing vane 131 and the second outside current fixing vane 132.

The first connecting part 150 according to the present embodiment has a shape that continuously connects the first end of the duct 110 and the first outside current fixing vane 131 having different camber shapes as described above.

For example, as shown in FIG. 5, the first connection unit 150 includes a first region 151 having a camber shaped in a convex shape in the same direction as the camber of the duct 110, and a first region 151 having a camber of the first external current- And a second region 152 having a camber shape having a convex shape in the direction of the arrow. The cambers of the first area 151 and the second area 152 gradually disappear while approaching the boundary between the first area 151 and the second area 152, respectively.

In this embodiment, the duct 110 and the second outer current holding vane 132 are the same in camber shape.

5, the duct 110 has a camber protruding toward the stern boss 20 and the second external current fixing vane 132 has a camber of a convex shape in the rotational direction of the propeller 30 I have.

In other words, the duct 110 and the second external current fixing vane 132 both have a space surrounded by the duct 110, the first external current fixing vane 131 and the second external current fixing vane 132 And has a camber of a convex shape toward the center.

The second connecting portion 160 according to the present embodiment has a shape that continuously connects the second end portion of the duct 110 having the same camber shape and the second outside current fixing vane 132 as described above.

For example, as shown in FIG. 5, the second connection portion 160 has a camber shaped in a convex shape toward the inside of the space surrounded by the duct 110, the first outside current fixing vane 131 and the second outside current fixing vane 160 .

FIG. 13 is a developed view of an outer surface of an assembly of a duct, a first outer current fixing vane, and a second outer current fixing vane according to another embodiment of the present invention.

Referring to FIG. 13, the trailing edge 110b of the duct 110 has a straight shape on the developed view, and the leading edge 110a of the duct 110 has a convex curved shape.

In this case, the most convex peak portion in the developed view of the duct 110 approaches the hull 10, making it easier to fix the duct 110 to the hull 10.

Referring to FIG. 13, the curve formed by the leading edge 110a of the duct 110 on the developed view may have a single curvature. In this case, the duct 110 has a shape in which the length of the cord increases from the first end 110c to the second end 110d, and then decreases.

Referring to FIG. 13, the first outer current fixing vane 131 has a shape in which the length of the cord decreases from the root 131c to the tip 131d. The second outer current fixing vane 132 has a shape in which the length of the cord decreases from the root 132c to the tip 132d.

The length of the cord increases as the distance from the tip 131d of the first external current fixing vane 131 to the first end 110c of the duct 110 decreases. The length of the cord may decrease as the distance from the tip 132d of the second external current fixing vane 132 to the second end 110d of the duct 110 increases.

FIG. 14 is a left side view of a propulsion efficiency enhancing device according to another embodiment of the present invention, and FIG. 15 is a diagram in which a duct is omitted in FIG.

Referring to FIGS. 14 and 15, the propulsion efficiency improving apparatus 100 '' according to the present embodiment includes a duct 110, a plurality of current fixing vanes 131, 132, 133 and 134, And a second connection part 160. [

The propulsion efficiency enhancing device 100 "according to the present embodiment is characterized in that the propulsion efficiency enhancing device 100 'according to the preceding embodiment is provided with a plurality of electric current stabilizing vanes 131, 132, 133, Do.

In this embodiment, the inner current fixing vanes 133 and 134 are located forward of the first outside current fixing vane 131 and the second outside current fixing vane 132. [

The front end of the tip of the inner current fixing vanes 133 and 134 is positioned behind the leading edge of the duct 110 and the rear end of the tip of the inner current fixing vanes 133 and 134 is positioned at the rear of the trailing edge of the duct 110 It is located forward of the edge.

The forward and backward distances L of the inner current fixing vanes 133 and 134 and the first outside current fixing vane 131 and the second outside current fixing vane 132 in the present embodiment are equal to the distance between the inside current fixing vanes 133 and 134 May be 0.05 times or more and 0.15 times or less than the code length of the route of the first outside current fixing vane 131 or the second outside current fixing vane 132. [ In this embodiment, the code lengths of the inner current fixing vanes 133 and 134 and the roots of the first outside current fixing vane 131 and the second outside current fixing vane 132 are all the same.

When the inner current fixing vanes 133 and 134 are positioned ahead of the first outer current fixing vane 131 and the second outer current fixing vane 132 in this way, the current fixing vanes 131, 132, 133, 134 are all located at the same position in the lengthwise direction of the hull 10, the resistance acting on the hull 10 is reduced.

This is because the inner current fixing vanes 133 and 134 are located a predetermined distance L away from the first outside current fixing vane 131 and the second outside current fixing vane 132, 133, and 134, the first outside current fixing vane 131 and the second outside current fixing vane 132 is weakened, and the resistance to the hull 10 is reduced.

When the forward and backward distances of the inner current fixing vanes 133 and 134 and the first outer current fixing vane 131 and the second outer current fixing vane 132 exceed the above range, the inner current fixing vanes 133 and 134 and The distance between the propellers (not shown) is increased, and the flow induced by the inner current fixing vanes 133 and 134 may not sufficiently flow into the propeller (not shown), which may decrease the propulsion efficiency.

The distance between the inner current fixing vanes 133 and 134 and the first outside current fixing vane 131 and the second outside current fixing vane 132 is smaller than the above range, The resistance to the hull 10 may increase due to the venturi effect generated between the one outer current fixing vane 131 and the second outer current fixing vane 132.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, many modifications and changes may be made by those skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims. The present invention can be variously modified and changed by those skilled in the art, and it is also within the scope of the present invention.

10: Hull
20: stern boss part
30: Propeller
100: Propulsion efficiency improvement device
110: duct
131: first outer current fixing blade
132: second outer current fixing blade
133, 134: Inner current fixing blade
150: first connection part
160: second connection portion

Claims (8)

A duct disposed in front of the propeller and having an arc shape and generating thrust; And
And a plurality of current stabilizing blades supporting the duct on the stern boss and generating a swirling flow in a direction opposite to the rotating direction of the propeller. The method according to claim 1,
Wherein the duct has a camber having a convex shape in a direction toward the stern boss portion,
Wherein the plurality of current stabilizing vanes have cambers of a convex shape in the rotational direction of the propeller. 3. The method of claim 2,
A first connection part interconnecting a first end part of the duct in the direction of rotation of the propeller and a first external fixed blade located at the end of the plurality of current fixing wings in the direction of rotation of the propeller; And
A second connecting portion connecting the second end portion of the duct in the direction opposite to the propeller rotating direction and the second outside current fixing wing located last in the direction opposite to the propeller rotation direction among the plurality of current fixing wings, Further included,
Wherein the first connecting portion has a shape that continuously connects the first end portion of the duct having the different camber shape and the first outside current fixing vane,
Wherein the second connection portion has a shape that continuously connects the second end portion of the duct having the same camber shape and the second external current fixing vane. The method according to claim 1,
Wherein the duct has an arc shape extending from a left lower region to a right upper region with respect to a center line of a circular arc formed by the duct,
Wherein the plurality of current fixing vanes are spaced apart from each other in a left lower region and a right upper region with respect to a center line of an arc formed by the duct. The method according to claim 1,
The propeller rotates clockwise when viewed from the rear,
Wherein the number of the current fixing vanes located on the left side of the hull of the plurality of current fixing vanes is greater than the number of the current fixing vanes located on the starboard side. The method according to claim 1,
Wherein a center line of an arc formed by the duct is located above a rotation axis of the propeller. The method according to claim 1,
Wherein a distance between a center line of a circular arc formed by the duct and a rotation axis of the propeller is 0.1 to 0.4 times the radius of the propeller. The method according to claim 1,
Wherein the duct is located within a rotational region of the propeller.

Images