WO2017168549A1 - 船舶の推進装置 - Google Patents
船舶の推進装置 Download PDFInfo
- Publication number
- WO2017168549A1 WO2017168549A1 PCT/JP2016/060054 JP2016060054W WO2017168549A1 WO 2017168549 A1 WO2017168549 A1 WO 2017168549A1 JP 2016060054 W JP2016060054 W JP 2016060054W WO 2017168549 A1 WO2017168549 A1 WO 2017168549A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- propeller
- radius
- pitch
- energy
- propulsion device
- Prior art date
Links
Images
Classifications
-
- 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
-
- 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
- B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens
Definitions
- the present invention relates to a marine vessel propulsion apparatus provided with an energy saving additive in front of a propeller.
- the pitch of the blades of the propeller described in Patent Document 1 is a decreasing pitch that decreases in the radial direction so that it becomes the maximum value at the blade root and the minimum value at the blade tip, as in the conventional propeller. Further, the pitch of the blades of the propeller described in Patent Document 2 is minimized at the same radial position as the radial position of the duct at the rear end of the duct.
- An object of the present invention is to significantly increase propulsion efficiency in a marine vessel propulsion apparatus provided with an energy saving additive in front of a propeller.
- the marine vessel propulsion device of the present invention includes an energy-saving adjunct having a curved surface having a radius smaller than the radius of the propeller in front of the propeller.
- the pitch of the propeller blade has a pitch distribution having a minimum point at which the pitch is minimum at a radial position inside the radius of the energy-saving additive.
- the radius of the energy-saving additive can be 50% or more and 80% or less with respect to the radius of the propeller.
- the minimum point is located at a position that is 50% or more and 100% or less of the radius of the energy-saving additive outward from the axis of the propeller in the radial direction.
- the pitch of the propeller blades at the minimum point is 80% or more and less than 100% of a value obtained by linearly interpolating the pitch between the blade tip and the blade root of the propeller.
- the marine vessel propulsion apparatus of the present invention it is possible to achieve an effect that the propulsion efficiency can be significantly increased.
- FIG. 1 is a side view schematically showing a propulsion device of the present invention provided in a stern part of a ship.
- reference numeral 1 denotes a propeller that is installed overhanging behind the stern portion 2 of the ship, and 3 is a wing attached to a boss 4 of the propeller 1.
- Reference numeral 5 denotes an energy-saving additive installed in the stern part 2 so as to be positioned in front of the propeller 1. The energy-saving additive 5 in FIG.
- the energy-saving additive 5 is intended to obtain an energy-saving effect by generating thrust or improving the flow field around the propeller 1. It does not improve performance. Therefore, the present invention provides a technique for directly improving the efficiency of the propeller 1 behind the energy-saving additive 5.
- FIG. 1 shows the case of the stern duct 6 having a curved surface (circular curved surface) having a radius R smaller than the radius r of the propeller 1.
- the radius R of the rear end of the stern duct 6 is 50% or more and 80% or less with respect to the radius r of the propeller 1.
- FIG. 2 shows a case where the radius R of the stern duct 6 is 60% of the radius r of the propeller 1.
- the energy-saving additive 5 may be the arcuate body which notched the circular curved surface of the stern duct 6.
- the pitch of the wings 3 of the propeller 1 has a pitch distribution having a minimum point S that becomes a minimum at a radial position inside the radius R of the stern duct 6 as indicated by a solid line 7 in FIG.
- the minimum point S of the pitch is located 50% or more and 100% or less of the radius R of the stern duct 6 which is the energy-saving additive 5 outward from the axis O of the propeller 1 in the radial direction. That is, in the example of FIG. 2, the minimum point S of the pitch is a position away from the axis O by 30% to 60% of the radius r of the propeller 1.
- the minimum point S of the pitch provided on the blade 3 of the propeller 1 is in a range of 80% or more and less than 100% of a value obtained by linearly interpolating the pitch between the blade tip 3a and the blade root 3b of the blade 3 of the propeller 1. It is.
- FIG. 2 in addition to the case of the present invention indicated by the solid line 7, a conventional case is shown together for comparison. That is, as in the conventional propeller and the propeller of Patent Document 1, the conventional example having a decreasing pitch that decreases in the radial direction so that the pitch is the maximum value at the blade root portion 3b and the pitch is the minimum value at the blade tip portion 3a. This is indicated by A. Further, as in the propeller of Patent Document 2, the conventional improved example in which the pitch of the blades of the propeller is minimized at the same radius as the radius R of the duct at the rear end of the duct. Is shown.
- FIG. 1 shows the wake of the stern portion 2 of the ship provided with the stern duct 6, and the wake vector indicates the flow velocity in the vicinity of the propeller 1 as seen in the hull fixed coordinates.
- the flow velocity indicated by this vector is the forward speed va of the propeller 1.
- the characteristic of the ship in which the stern duct 6 is installed is that the inner advance speed va1 inside the radius R of the stern duct 6 is a value significantly smaller than the outer advance speed va2 outside the radius R of the stern duct 6. It is to show.
- the conventional propeller is not at an optimum pitch in the wake inside the radius R of the stern duct 6, This is thought to reduce efficiency.
- FIG. 3 shows the inflow velocity flowing into the blade cross section of the blade 3 having the radius r of the propeller 1.
- the geometric inflow angle ⁇ is determined by the ratio of the forward speed va and the rotational speed 2 ⁇ nr (n is the rotational speed).
- the geometric angle of attack is adjusted to be optimal depending on the pitch of the blade 3, but if the forward speed va assumed at the time of design is larger than the actual speed, it will be optimized based on the excessive geometric inflow angle ⁇ .
- the geometric pitch angle of the blade 3 is designed to be larger than the true optimum value.
- a portion having a smaller blade pitch than the conventional propeller is provided at a radial position corresponding to the portion of the inner forward speed va1 in which the forward speed va becomes particularly small by the stern duct 6. Therefore, the propeller efficiency in the wake of the ship provided with the stern duct 6 is improved by approaching the true optimum geometric angle of attack.
- FIG. 4 shows a model ship 8 of a VLCC tanker (large tanker) equipped with the configuration of the present invention, and this model ship 8 was installed in a hull test water tank (not shown) and an effect confirmation test was performed.
- the same components as those shown in FIG. In FIG. 4, 9 is a rudder.
- FIG. 5 is a graph showing the relationship between the ship speed and the propeller torque measured by the effect confirmation test of the model ship 8 of FIG.
- the ship speed shown on the horizontal axis of FIG. 5 is a dimensionless fluid number regarding the flow of a fluid having a free surface, where L is the typical length of an object in the flow, U is the velocity, and g is the gravitational acceleration. F It showed in.
- ⁇ Q ⁇ (propeller torque of the present invention) ⁇ (conventional propeller torque) ⁇ / (conventional propeller torque).
- the propeller torque is greatly reduced when the Froude number F is in the range of 0.13 to 0.14 where the boat speed is slow compared to the ship speed of 0.15.
- the pitch of the blades 3 of the propeller 1 is minimized at the radial position inside the radius R of the energy saving additive 5.
- the propulsion efficiency of the ship can be significantly increased.
- the marine vessel propulsion device of the present invention can be effectively applied to a marine vessel that is required to increase propulsion efficiency.
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
- Excavating Of Shafts Or Tunnels (AREA)
- Mixers Of The Rotary Stirring Type (AREA)
Abstract
Description
前記プロペラの翼のピッチが、前記省エネ付加物の半径よりも内側の半径方向位置で最小となる極小点をもつピッチ分布を有する。
3 翼
3a 翼端部
3b 翼根部
5 省エネ付加物
6 船尾ダクト(省エネ付加物)
7 実線(ピッチ分布)
O 軸心
r プロペラの半径
R 船尾ダクトの半径
S 極小点
Claims (5)
- プロペラの前方に、該プロペラの半径よりも小さい半径の曲面を有する省エネ付加物を備え、
前記プロペラの翼のピッチが、前記省エネ付加物の半径よりも内側の半径方向位置で最小となる極小点をもつピッチ分布を有する船舶の推進装置。 - 前記省エネ付加物の半径は、前記プロペラの半径に対して50%以上80%以下である、請求項1に記載の船舶の推進装置。
- 前記極小点は、前記プロペラの軸心から半径方向外側へ前記省エネ付加物の半径の50%以上100%以下離れた位置にある、請求項1に記載の船舶の推進装置。
- 前記極小点は、前記プロペラの軸心から半径方向外側へ前記省エネ付加物の半径の50%以上100%以下離れた位置にある、請求項2に記載の船舶の推進装置。
- 前記極小点における前記プロペラの翼のピッチは、該プロペラの翼の翼端と翼根のピッチを直線補間して求められる値の80%以上100%未満である、請求項1~4のいずれか一項に記載の船舶の推進装置。
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2018507869A JP6827034B2 (ja) | 2016-03-29 | 2016-03-29 | 船舶の推進装置 |
CN201680084267.0A CN109070982A (zh) | 2016-03-29 | 2016-03-29 | 船舶的推进装置 |
SG11201806287WA SG11201806287WA (en) | 2016-03-29 | 2016-03-29 | Ship propulsion device |
PCT/JP2016/060054 WO2017168549A1 (ja) | 2016-03-29 | 2016-03-29 | 船舶の推進装置 |
KR1020187030872A KR20180128947A (ko) | 2016-03-29 | 2016-03-29 | 선박의 추진 장치 |
PH12018501768A PH12018501768A1 (en) | 2016-03-29 | 2018-08-17 | Ship propulsion device |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2016/060054 WO2017168549A1 (ja) | 2016-03-29 | 2016-03-29 | 船舶の推進装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2017168549A1 true WO2017168549A1 (ja) | 2017-10-05 |
Family
ID=59963614
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2016/060054 WO2017168549A1 (ja) | 2016-03-29 | 2016-03-29 | 船舶の推進装置 |
Country Status (6)
Country | Link |
---|---|
JP (1) | JP6827034B2 (ja) |
KR (1) | KR20180128947A (ja) |
CN (1) | CN109070982A (ja) |
PH (1) | PH12018501768A1 (ja) |
SG (1) | SG11201806287WA (ja) |
WO (1) | WO2017168549A1 (ja) |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS57144188A (en) * | 1981-02-27 | 1982-09-06 | Nippon Kokan Kk <Nkk> | Manufacturing method of propeller for ship |
JPH0317996U (ja) * | 1989-02-27 | 1991-02-21 | ||
JPH10264890A (ja) * | 1997-03-28 | 1998-10-06 | Hitachi Zosen Corp | 船舶における推進装置 |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR101917408B1 (ko) * | 2011-07-26 | 2018-11-09 | 고쿠리츠겐큐카이하츠호진 가이죠·고완·고쿠기쥬츠겐큐죠 | 소형 덕트가 달린 프로펠러 및 선박 |
CN202670083U (zh) * | 2012-06-18 | 2013-01-16 | 无锡市同创玻璃钢船艇厂 | 一种高效导管螺旋桨 |
CN204056274U (zh) * | 2014-06-24 | 2014-12-31 | 上海船舶运输科学研究所 | 船舶桨前节能附体结构 |
-
2016
- 2016-03-29 WO PCT/JP2016/060054 patent/WO2017168549A1/ja active Application Filing
- 2016-03-29 KR KR1020187030872A patent/KR20180128947A/ko not_active Application Discontinuation
- 2016-03-29 SG SG11201806287WA patent/SG11201806287WA/en unknown
- 2016-03-29 CN CN201680084267.0A patent/CN109070982A/zh active Pending
- 2016-03-29 JP JP2018507869A patent/JP6827034B2/ja active Active
-
2018
- 2018-08-17 PH PH12018501768A patent/PH12018501768A1/en unknown
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS57144188A (en) * | 1981-02-27 | 1982-09-06 | Nippon Kokan Kk <Nkk> | Manufacturing method of propeller for ship |
JPH0317996U (ja) * | 1989-02-27 | 1991-02-21 | ||
JPH10264890A (ja) * | 1997-03-28 | 1998-10-06 | Hitachi Zosen Corp | 船舶における推進装置 |
Also Published As
Publication number | Publication date |
---|---|
JP6827034B2 (ja) | 2021-02-10 |
CN109070982A (zh) | 2018-12-21 |
SG11201806287WA (en) | 2018-10-30 |
PH12018501768A1 (en) | 2019-05-15 |
KR20180128947A (ko) | 2018-12-04 |
JPWO2017168549A1 (ja) | 2019-02-07 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5276670B2 (ja) | ツイン・スケグ船 | |
JP6490595B2 (ja) | 船舶の推進装置 | |
KR101453210B1 (ko) | 익형 단면을 가지는 선미 장착 덕트 | |
JPWO2013014938A1 (ja) | 小型ダクト付きプロペラ及び船舶 | |
KR20160032475A (ko) | 선박용 덕트 | |
Mewis | A novel power-saving device for full-form vessels | |
WO2011102103A1 (ja) | ダクト付きスラスタ及びそれを備えた船舶 | |
JP2009056989A (ja) | 舶用推進効率改善装置およびその施工方法 | |
WO2015098665A1 (ja) | ダクト装置 | |
KR20110027236A (ko) | 정체류 감소 및 전진력 발생 기능을 가지는 날개형 유동개선 장치 | |
US20140057506A1 (en) | Marine tunnel thruster | |
WO2017168549A1 (ja) | 船舶の推進装置 | |
KR102531811B1 (ko) | 선미 덕트를 가진 선미 형상 및 선박 | |
KR20150076705A (ko) | 선박용 덕트 | |
JP2011025734A (ja) | 舶用複合型省エネ推進装置及び一軸二舵船舶 | |
KR101523920B1 (ko) | 선박의 추진장치 | |
KR20130108142A (ko) | 추력 상승 장치를 구비한 해상 선박 | |
KR101589124B1 (ko) | 선박의 추진장치 | |
KR100625849B1 (ko) | 리블렛 표면을 적용한 선박용 프로펠러 | |
US8042483B2 (en) | Apparatus for control of stator wakes | |
JPWO2014115567A1 (ja) | 小型ダクト付き船舶及び船舶への小型ダクト適用判断方法 | |
KR102117384B1 (ko) | 선박용 덕트의 지지구조 | |
WO2013115658A1 (en) | Propeller | |
KR20150030420A (ko) | 링형 캡 핀 및 그 캡 핀을 구비하는 프로펠러 | |
JP2008062660A (ja) | 船舶用推進器 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
ENP | Entry into the national phase |
Ref document number: 2018507869 Country of ref document: JP Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 11201806287W Country of ref document: SG |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
ENP | Entry into the national phase |
Ref document number: 20187030872 Country of ref document: KR Kind code of ref document: A |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 16896769 Country of ref document: EP Kind code of ref document: A1 |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 16896769 Country of ref document: EP Kind code of ref document: A1 |