WO2012053378A1 - 推進装置とそれを使用する船舶 - Google Patents
推進装置とそれを使用する船舶 Download PDFInfo
- Publication number
- WO2012053378A1 WO2012053378A1 PCT/JP2011/073207 JP2011073207W WO2012053378A1 WO 2012053378 A1 WO2012053378 A1 WO 2012053378A1 JP 2011073207 W JP2011073207 W JP 2011073207W WO 2012053378 A1 WO2012053378 A1 WO 2012053378A1
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- WIPO (PCT)
- Prior art keywords
- propeller
- wing
- propulsion device
- ship
- port
- Prior art date
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Classifications
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- 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
- B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
- B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
- B63B1/08—Shape of aft part
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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
- B63H1/18—Propellers with means for diminishing cavitation, e.g. supercavitation
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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
- B63H1/26—Blades
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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
Definitions
- the present invention relates to a ship, and more particularly to a ship propulsion device.
- a marine vessel propulsion device there are known a one-machine one-shaft (one main engine and one propeller) system and a two-machine two-shaft (two main machines and two propellers) system.
- these one-machine one-axis system or two-machine two-axis system are often adopted.
- the ship adopting the former is also called a uniaxial ship, and the ship adopting the latter is called a biaxial ship.
- Examples of arranging two propellers at the stern include an overlapping propeller (OLP) system, an interlock propeller system, and a system in which propellers are arranged side by side.
- OLP overlapping propeller
- the two propellers are arranged so as to be shifted back and forth so that the two propellers overlap when viewed from the stern.
- the propulsion performance can be improved by about 5 to 10% compared to a single-axle ship.
- the blades of the other propeller are placed between the blades of one propeller.
- the propellers are arranged at the same position in the captain direction.
- the position of the propeller is near the hull centerline It is preferable to arrange it in the vicinity of the center of the hull from the relationship with the slow flow and the vertical vortex of the stern such as a bilge vortex.
- a slow flow vertical vortex such as a bilge vortex rotating inwardly symmetrically about the hull center line is generated.
- Propellers are designed to be more efficient in areas with slow flow, so propellers rotate around their vertical vortices to improve the propulsion efficiency by collecting the slow flow and vertical vortices near the hull centerline. Because it can. In the case of the OLP system, an outward rotation is often adopted as the propeller rotation direction so that the vertical vortex near the center of the hull can be efficiently collected to improve the propulsion performance.
- Patent Document 1 (WO 2006/095774) describes a technique for reducing the propeller load and the occurrence of cavitation when an OLP is employed in a uniaxial stern structure.
- tip vortex cavitation generated at the tip of the front propeller hits the rear propeller, and erosion may occur on the rear propeller blade surface.
- an object of the present invention is to prevent erosion of the rear propeller due to the TVC generated in the front propeller in the biaxial ship using the OLP method.
- a marine vessel propulsion device includes a port propeller and a starboard propeller provided so that a part of the wing overlaps the wing of the port propeller at a position in front of or behind the port propeller in the captain direction. It has.
- the front propeller positioned forward has a wing shape that is less likely to generate tip vortex cavitation than the rear propeller positioned rearward.
- the number of blades of the front propeller is larger than the number of blades of the rear propeller.
- the blade area of the front propeller is larger than the blade area of the rear propeller.
- the blade tip pitch of the front propeller is smaller than the blade tip pitch of the rear propeller.
- the blade width in the vicinity of the blade tip of the front propeller is wider than the blade width in the vicinity of the blade tip of the rear propeller.
- the skew of the front propeller is a forward skew
- the skew of the rear propeller is a backward skew
- a winglet or a wing tip plate is provided at the wing tip of the front propeller, and neither a winglet or a wing tip plate is provided at the wing tip of the rear propeller.
- a ship according to the present invention includes the propulsion device.
- a marine vessel propulsion device and a marine vessel in which erosion of the rear propeller by the TVC generated by the front propeller is prevented.
- FIG. 1 is a bottom view of a stern portion of a ship according to a first embodiment of the present invention.
- FIG. 2 is a view of the front propeller and the rear propeller included in the ship according to the first embodiment as seen from the stern.
- FIG. 3 is a view of a front propeller and a rear propeller according to the second embodiment of the present invention as seen from the stern.
- FIG. 4 is a graph comparing the pitch of the front propeller and the pitch of the rear propeller according to the third embodiment of the present invention.
- FIG. 5 is a view of a front propeller and a rear propeller according to the fourth embodiment of the present invention as seen from the stern.
- FIG. 6 is a view of a front propeller and a rear propeller according to the fifth embodiment of the present invention as seen from the stern.
- FIG. 7A is a cross-sectional view showing an example of the shape of the blade tip portion of the front propeller according to the sixth embodiment of the present invention.
- FIG. 7B is a cross-sectional view showing another example of the shape of the blade tip portion of the front propeller according to the sixth embodiment.
- a ship 100 is a biaxial ship using an OLP method.
- the ship 100 includes a propulsion device 101 and a rudder 105.
- the propulsion device 101 includes a starboard main unit 131, a port main unit 132, a starboard propeller shaft 112, a port propeller shaft 122, a port propeller propeller 110, and a starboard propeller (starboard side screw propeller) 120.
- the starboard main engine 131 and the port main engine 132 are arranged in the stern hull 103.
- the starboard propeller 110 includes a plurality of wings 115.
- the port propeller 120 includes a plurality of wings 125.
- the starboard propeller 110 is provided behind the port propeller 120 in the captain direction so that a part of the wing 115 overlaps the wing 125 (OLP method).
- the rudder 105 is provided on the hull center line C behind the starboard propeller 110 and the starboard propeller 120.
- the starboard propeller 110 is connected to the starboard main machine 131 via the starboard propeller shaft 112.
- the port propeller 120 is connected to the port main machine 132 via the port propeller shaft 122.
- the starboard main machine 131 rotates the starboard propeller 110 around the rotation center line S1.
- the port side main machine 132 rotates the port side propeller 120 around the rotation center line S2.
- the rotation center line S1 is located on the right side of the hull center line C, and the rotation center line S2 is located on the left side of the hull center line C.
- the starboard propeller 110 and the port propeller 120 rotate outward in the upper part. That is, starboard propeller 110 rotates clockwise so that wing 115 moves upward when crossing hull centerline C, and starboard propeller 120 moves upward when wing 125 crosses hull centerline C. Rotate counterclockwise.
- the propeller radius R1 of the starboard propeller 110 coincides with the distance between the rotation center line S1 and the blade tip 115a.
- the propeller radius R2 of the port propeller 120 matches the distance between the rotation center ship S2 and the wing tip 125a.
- the propeller radius R1 may be the same as or different from the propeller radius R2.
- the starboard propeller 110 is located behind the port propeller 120
- the front and rear of the starboard propeller 110 and the port propeller 120 may be reversed.
- the starboard propeller 110 is referred to as the rear propeller 110
- the port propeller 120 is referred to as the front propeller 120.
- the front propeller 120 and the rear propeller 110 have different wing shapes, and the front propeller 120 has a wing shape in which tip vortex cavitation (TVC) is less likely to occur than the rear propeller 110.
- the blade shape of the rear propeller 110 is designed with priority on propulsion efficiency.
- the wing shape of the front propeller 120 is designed by changing the wing shape of the rear propeller 110 so that TVC hardly occurs even if the propulsion efficiency is somewhat sacrificed. Therefore, erosion of the rear propeller due to the TVC generated in the front propeller 120 is prevented.
- the wing shapes of the front propeller 120 and the rear propeller 110 will be specifically described.
- the number of blades 125 of the front propeller 120 is larger than the number of blades 115 of the rear propeller 110. Therefore, TVC hardly occurs in the front propeller 120, and erosion of the rear propeller due to the TVC generated in the front propeller 120 is prevented.
- FIG. 2 it is shown that the rotation direction 142 of the front propeller 120 and the rotation direction 141 of the rear propeller 110 are outward.
- both the skew of the front propeller 120 and the skew of the rear propeller 110 are backward skew, but both the skew of the front propeller 120 and the skew of the rear propeller 110 may be forward skew.
- both the skew of the front propeller 120 and the skew of the rear propeller 110 are backward skew, but both the skew of the front propeller 120 and the skew of the rear propeller 110 may be forward skew.
- blade shape of the front propeller 120 and the back propeller 110 which concern on the 3rd Embodiment of this invention is demonstrated.
- the horizontal axis indicates the dimensionless distance r / R from the rotation center line of the propeller
- the vertical axis indicates the pitch P of the propeller blades.
- Curve P1 shows the correspondence between the pitch of blade 115 and dimensionless distance r1 / R1
- curve P2 shows the correspondence between the pitch of blade 125 and dimensionless distance r2 / R2.
- the symbol r1 indicates the distance from the rotation center line S1
- the symbol r2 indicates the distance from the rotation center line S2.
- the blade width W2 of the blade 125 near the blade tip 125a of the front propeller 120 is wider than the blade width W1 of the blade 115 near the blade tip 115a of the rear propeller 110.
- both the skew of the front propeller 120 and the skew of the rear propeller 110 are backward skews, but both the skew of the front propeller 120 and the skew of the rear propeller 110 may be forward skews.
- the blade shape of the front propeller 120 and the rear propeller 110 which concern on the 5th Embodiment of this invention is demonstrated.
- the skew of the front propeller 120 is a forward skew
- the skew of the rear propeller 110 is a backward skew. Therefore, TVC hardly occurs in the front propeller 120, and erosion of the rear propeller due to the TVC generated in the front propeller 120 is prevented.
- a winglet 127 is provided at each blade tip 125 a of the front propeller 120.
- the winglet 127 may protrude forward and may protrude backward.
- a blade end plate 128 is provided on each blade tip 125 a of the front propeller 120.
- the winglet 127 or the wing end plate 128 is provided at the wing tip 125a of the front propeller 120, whereas neither the winglet or the wing end plate is provided at the wing tip 115a of the rear propeller 110. . Therefore, TVC hardly occurs in the front propeller 120, and erosion of the rear propeller due to the TVC generated in the front propeller 120 is prevented.
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Physics & Mathematics (AREA)
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Abstract
Description
図1を参照して、本発明の第1の実施形態に係る船舶100は、OLP方式を用いた二軸船である。船舶100は、推進装置101と、舵105とを備える。推進装置101は、右舷主機131と、左舷主機132と、右舷プロペラ軸112と、左舷プロペラ軸122と、左舷プロペラ(port side screw propeller)110と、右舷プロペラ(starboard side screw propeller)120とを備える。右舷主機131及び左舷主機132は船尾船体103内に配置されている。右舷プロペラ110は複数の翼115を備える。左舷プロペラ120は複数の翼125を備える。右舷プロペラ110は、船長方向における左舷プロペラ120の後方の位置で、翼115の一部が翼125とオーバーラップするように設けられている(OLP方式)。舵105は、右舷プロペラ110及び左舷プロペラ120の後方、船体中心線C上に設けられている。右舷プロペラ110は右舷プロペラ軸112を介して右舷主機131に接続される。左舷プロペラ120は左舷プロペラ軸122を介して左舷主機132に接続される。右舷主機131は右舷プロペラ110を回転中心線S1まわりに回転させる。左舷主機132は左舷プロペラ120を回転中心線S2まわりに回転させる。回転中心線S1は船体中心線Cより右側に位置し、回転中心線S2は船体中心線Cより左側に位置する。右舷プロペラ110及び左舷プロペラ120は,上部において、外回りに回転する。すなわち、右舷プロペラ110は、翼115が船体中心線Cを横切るときに上向きに移動するように時計方向に回転し、左舷プロペラ120は、翼125が船体中心線Cを横切るときに上向きに移動するように反時計方向に回転する。右舷プロペラ110のプロペラ半径R1は、回転中心線S1と翼端115aとの距離に一致する。左舷プロペラ120のプロペラ半径R2は、回転中心船S2と翼端125aとの距離に一致する。プロペラ半径R1はプロペラ半径R2と同じでもよく、異なっていてもよい。
図3を参照して、本発明の第2の実施形態に係る前方プロペラ120及び後方プロペラ110の翼形状を説明する。前方プロペラ120の翼125一枚の面積は後方プロペラ110の翼115一枚の面積よりも大きい。したがって、前方プロペラ120ではTVCが発生しにくく、前方プロペラ120で発生するTVCによる後方プロペラのエロージョンが防止される。
図4を参照して、本発明の第3の実施形態に係る前方プロペラ120及び後方プロペラ110の翼形状を説明する。図4のグラフにおいて、横軸はプロペラの回転中心線からの無次元距離r/Rを示し、縦軸はプロペラ翼のピッチPを示す。曲線P1は翼115のピッチと無次元距離r1/R1との対応関係を示し、曲線P2は翼125のピッチと無次元距離r2/R2との対応関係を示す。ここで、記号r1は回転中心線S1からの距離を示し、記号r2は回転中心線S2からの距離を示す。翼端125a(r2/R2=1)におけるピッチは翼端115a(r1/R1=1)におけるピッチより小さい。したがって、前方プロペラ120ではTVCが発生しにくく、前方プロペラ120で発生するTVCによる後方プロペラのエロージョンが防止される。尚、翼端125aにおけるピッチが翼端115aにおけるピッチより小さければ、曲線P1及び曲線P2は図4に示す形状に限定されない。
図5を参照して、本発明の第4の実施形態に係る前方プロペラ120及び後方プロペラ110の翼形状を説明する。前方プロペラ120の翼端125a近傍における翼125の翼幅W2は、後方プロペラ110の翼端115a近傍における翼115の翼幅W1より広い。例えば、回転中心線S2からの距離をr2で表し、回転中心線S1からの距離をr1で表したとき、翼幅W2はr2/R2=0.95の位置における翼125の翼幅であり、翼幅W1はr1/R1=0.95の位置における翼115の翼幅である。したがって、前方プロペラ120ではTVCが発生しにくく、前方プロペラ120で発生するTVCによる後方プロペラのエロージョンが防止される。
図6を参照して、本発明の第5の実施形態に係る前方プロペラ120及び後方プロペラ110の翼形状を説明する。前方プロペラ120のスキューはフォワードスキューであり、後方プロペラ110のスキューはバックワードスキューである。したがって、前方プロペラ120ではTVCが発生しにくく、前方プロペラ120で発生するTVCによる後方プロペラのエロージョンが防止される。
図7Aを参照して、本発明の第6の実施形態に係る前方プロペラ120の各翼端部分の形状の一例を説明する。前方プロペラ120の各翼端125aにウィングレット127が設けられている。ウィングレット127は、前方に向かって突き出していてもよく、後方に向かって突き出していてもよい。
Claims (8)
- 左舷プロペラと、
船長方向における前記左舷プロペラの前方又は後方の位置で、翼の一部が前記左舷プロペラの翼とオーバーラップするように設けられた右舷プロペラとを具備し、
前記左舷プロペラと前記右舷プロペラのうち、前方に位置するものは、前方プロペラであり、他方は、後方プロペラであり、
前記前方プロペラは、前記後方プロペラに比べて、前記前方プロペラによりチップボルテックスキャビテーション(TVC)が生成され難い翼形状を有する
船舶の推進装置。 - 前記前方プロペラの翼数は前記後方プロペラの翼数より多い
請求項1に記載の船舶の推進装置。 - 前記前方プロペラの各翼面積は前記後方プロペラの各翼面積より大きい
請求項1に記載の船舶の推進装置。 - 前記前方プロペラのスキューはフォワードスキューであり、
前記後方プロペラのスキューはバックワードスキューである
請求項1乃至3のいずれかに記載の船舶の推進装置。 - 前記前方プロペラの各翼端ピッチは前記後方プロペラの核翼端ピッチより小さい
請求項1乃至3のいずれかに記載の船舶の推進装置。 - 前記前方プロペラの各翼端近傍における翼幅は前記後方プロペラの各翼端近傍における翼幅より広い
請求項1乃至3のいずれかに記載の船舶の推進装置。 - 前記前方プロペラの各翼端にウィングレット又は翼端板が設けられ、
前記後方プロペラの各翼端にウィングレット又は翼端板のいずれも設けられない
請求項1乃至3のいずれかに記載の船舶の推進装置。 - 請求項1乃至7のいずれかに記載の船舶の推進装置を備える船舶。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
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KR1020147026904A KR20140121897A (ko) | 2010-10-19 | 2011-10-07 | 추진 장치와 그것을 사용하는 선박 |
US13/805,736 US9021970B2 (en) | 2010-10-19 | 2011-10-07 | Propulsion device and ship using the same |
KR1020127033031A KR20130021411A (ko) | 2010-10-19 | 2011-10-07 | 추진 장치와 그것을 사용하는 선박 |
EP11834218.7A EP2631168A4 (en) | 2010-10-19 | 2011-10-07 | Propulsion device and ship using same |
CN201180030474.5A CN102958800B (zh) | 2010-10-19 | 2011-10-07 | 推进装置及使用该推进装置的船舶 |
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JP2010234853A JP5675264B2 (ja) | 2010-10-19 | 2010-10-19 | 船舶及び推進装置 |
JP2010-234853 | 2010-10-19 |
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EP (1) | EP2631168A4 (ja) |
JP (1) | JP5675264B2 (ja) |
KR (2) | KR20140121897A (ja) |
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Cited By (2)
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US20140363298A1 (en) * | 2013-06-07 | 2014-12-11 | National Taiwan Ocean University | Diffuser-type endplate propeller |
US10155575B2 (en) | 2013-06-07 | 2018-12-18 | National Taiwan Ocean University | Diffuser-type endplate propeller |
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KR101879515B1 (ko) * | 2016-12-19 | 2018-07-18 | 한국해양과학기술원 | 쌍축선의 실시간 진동 정보와 프로펠러 회전각 조절을 통한 변동압력 저감 방법 |
KR101884534B1 (ko) * | 2016-12-19 | 2018-08-01 | 한국해양과학기술원 | 쌍축선의 프로펠러 회전각 조절을 통한 선체 변동압력 저감 방법 |
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- 2011-10-07 EP EP11834218.7A patent/EP2631168A4/en not_active Withdrawn
- 2011-10-07 CN CN201180030474.5A patent/CN102958800B/zh not_active Expired - Fee Related
- 2011-10-07 US US13/805,736 patent/US9021970B2/en active Active
- 2011-10-07 KR KR1020147026904A patent/KR20140121897A/ko active Search and Examination
- 2011-10-07 WO PCT/JP2011/073207 patent/WO2012053378A1/ja active Application Filing
- 2011-10-07 KR KR1020127033031A patent/KR20130021411A/ko active Application Filing
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Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20140363298A1 (en) * | 2013-06-07 | 2014-12-11 | National Taiwan Ocean University | Diffuser-type endplate propeller |
US10155575B2 (en) | 2013-06-07 | 2018-12-18 | National Taiwan Ocean University | Diffuser-type endplate propeller |
Also Published As
Publication number | Publication date |
---|---|
JP2012086667A (ja) | 2012-05-10 |
CN102958800A (zh) | 2013-03-06 |
US9021970B2 (en) | 2015-05-05 |
CN102958800B (zh) | 2015-12-16 |
US20130102209A1 (en) | 2013-04-25 |
KR20130021411A (ko) | 2013-03-05 |
EP2631168A1 (en) | 2013-08-28 |
JP5675264B2 (ja) | 2015-02-25 |
KR20140121897A (ko) | 2014-10-16 |
EP2631168A4 (en) | 2017-09-20 |
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