TW201339052A - Asymmetrical fin device for ship - Google Patents

Abstract

An asymmetrical fin device for ship is disclosed. The ship comprises a propeller rotating around a propeller axis and is defined with a starting line vertically and upwardly extended from the propeller axis. The asymmetrical fin device comprises a starboard fin configured on the starboard of the ship and formed with a first circumferential angle from 70 to 110 degrees together with the starting line; a first larboard fin configured on the larboard of the ship and formed with a second circumferential angle from 225 to 255 degrees together with the starting line; and a second larboard fin configured on the larboard of the ship and formed with a third circumferential angle from 285 to 315 degrees together with the starting line. By employing the starboard fin, the first larboard fin and the second larboard fin, the inlet flow field of the propeller is changed to enhance the propulsion efficiency and the cruising speed.

Description

Ship's asymmetric fin device

The present invention relates to a fin, and more particularly to an asymmetric fin device of a ship.

In recent years, due to the rapid rise of developing countries, the consumption power of developing countries and the demand for materials have been increasing. Relatively, the trade between countries has gradually warmed up. In addition to relying on air cargo to transport goods, large-scale or heavier goods such as cars, machines, etc., still rely on ships for transportation, resulting in an increasing demand for ships.

Referring to Figure 1, the existing vessel 1 includes a hull 11 and a propeller 12 disposed on the hull 11 below the waterline 10. The ship 1 is propelled by the propeller blades in the water to drive forward or backward when the propeller 12 is rotated to drive the vessel 1.

Due to the relationship between the structure of the propeller 12 and the actuating mode, when the propeller 12 generates thrust, it also generates a great turbulence and simultaneously drives the surrounding fluid to rotate and lose energy (called the kinetic energy loss), so that the snail The paddle 12 needs more horsepower input. If the propeller force is increased by increasing the rotation speed of the propeller 12, the turbulence and the kinetic energy loss will be greatly increased, but it will not help to improve the propulsion efficiency and navigation speed of the ship 1.

In order to improve the propulsion efficiency and the speed of navigation, the relevant industry has developed the technology of the "Rock Reaction Fin Plate Device" of the People's Republic of China Announcement No. 1048461C, as shown in Figures 2 and 3, using port and starboard respectively corresponding to the front of the propeller 12. The six fins 13 are used to change the direction of the fluid to improve the propulsion efficiency and speed of the propeller 12.

However, in general, the ship 1 is bulky, and the propeller 12 and the fins 13 are also relatively large. Of course, the more the number of fins 13 provided, the higher the cost, so how to reduce the fins 13 The quantity is reduced to reduce the cost, but it can maintain the effect of improving the efficiency of the propulsion and the speed of navigation, and has become the target of the relevant industry.

Accordingly, it is an object of the present invention to provide an asymmetric fin device for a ship that is simple in construction, low in cost, and capable of improving propulsion efficiency and navigation speed.

Thus, in the asymmetric fin device of the vessel of the present invention, the vessel includes a propeller that rotates about a spindle axis and defines a starting line that extends vertically upward from the spindle axis.

The asymmetric fin device includes a starboard fin disposed on the starboard side of the vessel, a first port fin disposed on a port side of the vessel, and a second port fin disposed on a port side of the vessel.

And from the stern of the ship towards the bow, the starboard fin forms a first circumferential angle with the starting line at an angle between 70° and 110°, and from the bow of the ship towards the ship Viewed from the 艏 direction, the first port fin defines a second circumferential angle with the starting line at an angle between 225° and 255°, and the second port fin is viewed from the bow of the ship toward the bow. The wing forms a third circumferential angle with the starting line at an angle between 285° and 315°, wherein the starboard fin, the first port fin and the second port fin are the spindle axis It is distributed in a Y shape for the center surround setting.

The invention has the beneficial effects that only the asymmetric fin device of the general Y shape is needed to change the inlet flow field of the propeller with an appropriate angle of attack, so that the fluid is in front of the propeller due to the starboard fin, first The port fin and the second port fin show a rotational inflow opposite to the direction in which the propeller is screwed to reduce the rotational kinetic energy loss after the fluid leaves the propeller, and the overall structure is simple, the cost is low, and the propulsion efficiency and the sailing speed can be improved.

The above and other technical contents, features and advantages of the present invention will be apparent from the following detailed description of the preferred embodiments of the invention.

Referring to Figures 4 and 5, in a preferred embodiment of the asymmetric fin device 2 of the ship of the present invention, the ship 200 includes a propeller 201 pivoted about a propeller axis L, located at the axis of the propeller shaft. A starboard side 202 and a port side 203 on the opposite side of L, and a bow 204 and a bow 205, and defining a starting line S extending vertically upward from the spindle axis L.

Viewed from the stern 204 toward the stern 205, the asymmetric fin device 2 is disposed in front of the propeller 201 and includes a starboard fin 21 disposed on the starboard 202 of the vessel 200. a first port fin 15 of the port 203 of the vessel 200, and a second port fin 23 disposed on the port 203 of the vessel 200, wherein the starboard fin 21, the first port fin 22 and the second port The fins 23 are circumferentially disposed around the propeller shaft line L. And the starboard fins 21, the first port fins 22 and the second port fins 23 are spaced apart from the propeller 201 by a distance T of a diameter D of the propeller 201 spaced 0.2 to 2 times.

The starboard fin 14 has a first connecting end 211 connected to the starboard 202 of the vessel 200, and a first outer end extending radially outward from the first axial end of the propeller shaft line L. 212. The first port fin 14 has a second connecting end 221 connected to the port 203 of the vessel 200, and a second connecting end 221 extends radially outward of the propeller shaft line L. a second outer end 222; the second port fin 14 has a third connecting end 231 connected to the port 203 of the vessel 200, and a radial direction of the propeller shaft line L from the third connecting end 231 A third outer end 232 that extends outward.

Viewed by the stern 204 toward the stern 205, and the starting line S is 0 degrees, the starboard fins 21 form an angle of 70° to 110° clockwise with the starting line S. The first circumferential angle θ1, the first port fin 14 forms a second circumferential angle θ2 with the starting line S clockwise at an angle between 225° and 255°, and the second port fin 14 is The starting line S is formed in a clockwise direction by a third circumferential angle θ3 having an angle between 285° and 315°.

Furthermore, the linear distance H1 between the first outer end 212 of the starboard fin 14 and the propeller axis L1, the second outer end 222 of the first port fin 22 and the line of the propeller axis L The distance H2, and the linear distance H3 of the third outer end 232 of the second port fin 14 from the propeller shaft line L is between 1 and 1.2 times the radius R of the propeller 201.

In this embodiment, the starboard fin fins 21, the first port fin fins 22, and the second port fin fins 23 are generally trapezoidal as shown in FIG. 6. Of course, in practical applications, the starboard fins 21, first The port fins 22 and the second port fins 23 may also be substantially elliptical as shown in FIG. 7, or may be triangular as shown in FIG. 8, or even a rectangular shape as shown in FIG. It is not limited by this embodiment.

Referring to FIGS. 5 and 10, the first outer end 212 is viewed toward the first connecting end 211, and the starboard fin 14 is inclined downwardly from the bow 204 toward the bow 205, and The propeller shaft line L forms a first angle of attack α1 having an angle between 9° and 15°.

Referring to FIGS. 5 and 11, the second outer end 222 is viewed from the second connecting end 221, and the first port fin 14 is inclined downwardly from the bow 204 toward the bow 205, and A second angle of attack α2 is formed with the propeller shaft line L at an angle between 4° and 10°.

Referring to FIGS. 5 and 12, viewed from the third outer end 232 toward the third connecting end 231, the second port fin 14 is inclined downwardly from the bow 204 toward the bow 205, and A third angle of attack α3 is formed with the propeller shaft line L at an angle between 2° and 8°.

In order to verify the effect of the above-mentioned asymmetric fin device 2 of the ship, the inventor conducted a simulation test in the Hamburg Ship Model Sink (HSVA) in Hamburg by the example of the 1,800 TEU container wheel of the Taiwan International Shipbuilding Co., Ltd., and the results are as follows. 13 and Tables 1 and 2, wherein the control group is the experimental result without the asymmetric fin device 2 installed, and the experimental group is the experimental result of installing the asymmetric fin device 2.

In the experimental group, the distance T between the starboard fins 21, the first port fins 22, and the second port fins 23 and the propeller 201 is 0.2 times the diameter D of the propeller 201. The first circumferential angle θ1 between the starboard fin 14 and the starting line S shape is 90°, and the second circumferential angle θ2 between the first port fin 14 and the starting line S shape is 230°. The second circumferential angle θ3 between the second port fin 14 and the starting line S shape is 300°, and the first angle of attack α1 between the starboard fin 21 and the propeller axis L is 13°, and the first The second angle of attack α2 and the third angle of attack α3 between the port fin fins 22 and the second port fins 23 and the propeller shaft line L are both 4°. And the linear distance H1 between the first outer end 212 of the starboard fin 14 and the propeller axis L1, and the linear distance H2 between the second outer end 222 of the first port fin 22 and the propeller axis L And the linear distance H3 of the third outer end 232 of the second port fin 14 from the propeller shaft line L is 1.05 times the radius R of the propeller 201.

It should be particularly noted that in the preferred embodiment, the linear distances H1, H2, and H3 are equal in length, but in practical applications, the linear distances H1, H2, and H3 may not be completely equal. As long as it is between 1 and 1.2 times the radius R of the propeller 201, the same effect can be achieved.

As can be seen from Tables 1, 2 and 13, in the case of the same horsepower, the speed of the experimental group in which the asymmetric fin device 2 is mounted is indeed higher than the ship speed in the control group in which the asymmetric fin device 2 is not installed; In the case of the same ship speed, the horsepower required for the experimental group equipped with the asymmetric fin device 2 is about 5% less than the horsepower of the control group without the asymmetric fin device 2, and the experimental group The first-stage propeller blade has a lower starting force than the control group. Therefore, the installation of the asymmetric fin device 2 can reduce the exciting force and cavitation performance of the propeller 201.

Referring to Figures 14 and 15, a second preferred embodiment of the asymmetric fin device 2 of the present invention is substantially similar to the first preferred embodiment, except that the asymmetric fin device 2 further comprises The first outer end 212 of the starboard fin 14 is disposed, the second outer end 222 of the first port fin 14 and the appendage 24 of the third outer end 232 of the second port fin 23, respectively.

Since the preferred embodiment is substantially similar to the first preferred embodiment, the appendage 24 can be used to attenuate the pressure surface and the suction force, in addition to the same effects as the first preferred embodiment. Tip vortex vacuoles resulting from surface pressure differences.

It should be particularly noted that the appendage 24 can be an outer body of an elliptical flow line as shown in FIGS. 14 and 15 , or can be a plate body as shown in FIGS. 16 and 17 or as shown in FIG. 18 . 19, which is a curved curved plate body, can still achieve the same effect, and is not limited by this embodiment.

In summary, the asymmetric fin device 2 of the ship of the present invention can only change the snail by using the starboard fins 21, the first port fins 22 and the second port fins 23 in a generally Y-arrangement. The inlet flow field of the paddle 201 causes the fluid to have an additional relative rotational inflow effect due to the starboard fin fins 21, the first port fin fins 22 and the second port fin fins 23 before entering the propeller 201, such that the fluid exits the propeller 201 The post-rotation kinetic energy loss is reduced, the overall structure is simple, the cost is low, and the propulsion efficiency and the navigation speed can be improved, and the propeller excitation force and the cavitation performance are reduced, so that the object of the present invention can be achieved.

The above is only the preferred embodiment of the present invention, and the scope of the invention is not limited thereto, that is, the simple equivalent changes and modifications made by the scope of the invention and the description of the invention are All remain within the scope of the invention patent.

2. . . Asymmetrical fin device

twenty one. . . Starboard fin

211. . . First connection

212. . . First outer end

twenty two. . . First port fin

221. . . Second connection

222. . . Second outer end

twenty three. . . Second port fin

231. . . Third connection

232. . . Third outer end

twenty four. . . Appendage

Θ1. . . First circumferential angle

Θ2. . . Second circumferential angle

Θ3. . . Third circumferential angle

11. . . First angle of attack

22. . . Second angle of attack

33. . . Third angle of attack

200. . . Ship

201. . . Propeller

202. . . Starboard

203. . . Port side

204. . . Ship

205. . . Ship

L. . . Propeller shaft line

S. . . Starting line

D. . . diameter

R. . . radius

T. . . spacing

H1~H3. . . Straight line distance

Figure 1 is a partial side elevational view showing the relationship between a conventional ship and a propeller;

Figure 2 is a side view showing the invention patent of the "Rock Reaction Fin Plate Device" of the People's Republic of China Announcement No. 1048461C;

Figure 3 is a rear view, which assists in explaining Figure 2;

Figure 4 is a partial side elevational view showing a first preferred embodiment of the asymmetric fin device of the ship of the present invention;

Figure 5 is a rear elevational view showing the first preferred embodiment of the ship viewed from the bow;

6 to 9 are partial bottom views illustrating the aspect of the starboard fin, the first port fin and the second port fin in the first preferred embodiment;

10 to 12 are partial side views showing the first, second and third angles of attack in the first preferred embodiment;

Figure 13 is a comparison diagram showing that the first preferred embodiment can reduce the propulsive force of the propeller;

14 to 19 are views showing the second preferred embodiment of the asymmetric fin device of the ship of the present invention as viewed from the bow to the bow.

2. . . Asymmetrical fin device

twenty one. . . Starboard fin

twenty two. . . First port fin

twenty three. . . Second port fin

200. . . Ship

201. . . Propeller

202. . . Starboard

204. . . Ship

205. . . Ship

L. . . Propeller shaft line

D. . . diameter

R. . . radius

T. . . spacing

Claims (8)

An asymmetric fin device for a ship, the ship comprising a propeller that rotates with a spindle axis and defining a starting line extending vertically upward from the axis of the propeller, the asymmetric fin device comprising: a starboard fin, disposed on the starboard side of the ship, and forming a first circumferential angle of an angle between 70° and 110° from the bow of the ship toward the bow in the direction of the bow; a port fin fin disposed on the port side of the ship and forming a second circumferential angle between the 225° and 255° from the bow of the ship as viewed from the bow of the ship; and a second a port fin, disposed on a port side of the ship, and forming a third circumferential angle from the stern of the ship toward the bow toward the bow line at an angle between 285° and 315°, wherein the starboard fin The wing, the first port fin and the second port fin are arranged in a Y-shape around the axis of the propeller shaft. The asymmetric fin device of the ship according to claim 1, wherein the starboard fin has a first connecting end connected to the starboard side of the ship, and a first connecting end is the propeller shaft a first outer end extending radially outwardly of the core line, viewed from the first outer end toward the first connecting end, the starboard fin extending from the ship to the ship Tilting downward and forming a first angle of attack with the axis of the propeller shaft at an angle between 9° and 15°. The asymmetric fin device of the ship according to claim 2, wherein the first port fin has a second connecting end connected to the port side of the ship, and a second connecting end is used for the screw a second outer end of the paddle shaft extending radially outwardly, viewed from the second outer end toward the second connecting end, the first port fin is from the ship to the ship The bow angle is downwardly inclined and forms a second angle of attack with the propeller shaft line at an angle between 4° and 10°. The asymmetric fin device of the ship according to claim 3, wherein the second port fin has a third connecting end connected to the port side of the ship, and a third connecting end is used for the screw a third outer end of the paddle shaft extending radially outwardly, viewed from the third outer end toward the third connecting end, the second port fin extending from the ship to the ship The bow angle is downwardly inclined and forms a third angle of attack with the propeller shaft line at an angle between 2° and 8°. The asymmetric fin device of the ship according to claim 4, wherein a linear distance between the first outer end of the starboard fin and the spindle axis, and a second outer end of the first port fin The linear distance from the spindle axis and the linear distance between the third outer end of the second port fin and the spindle axis are between 1 and 1.2 times the radius of the propeller. The asymmetric fin device of the ship according to claim 5, further comprising a plurality of first outer ends respectively disposed on the starboard fins, a second outer end of the first port fins, and the second An appendage to the third outer end of the port fin. The asymmetric fin device of the ship according to claim 6, wherein the starboard fin, the first port fin and the second port fin are trapezoidal, rectangular, triangular or elliptical. The asymmetric fin device of the ship according to any one of claims 1 to 7, wherein the starboard fin, the first port fin and the second port fin are formed with the propeller A spacing of 0.2 to 2 times the diameter of the propeller.