WO2019027126A1 - Dispositif de réduction de la consommation d'énergie de navire à traversée étanche - Google Patents

Dispositif de réduction de la consommation d'énergie de navire à traversée étanche Download PDF

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Publication number
WO2019027126A1
WO2019027126A1 PCT/KR2018/005372 KR2018005372W WO2019027126A1 WO 2019027126 A1 WO2019027126 A1 WO 2019027126A1 KR 2018005372 W KR2018005372 W KR 2018005372W WO 2019027126 A1 WO2019027126 A1 WO 2019027126A1
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Prior art keywords
support
duct
ship
propeller
disposed
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PCT/KR2018/005372
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English (en)
Korean (ko)
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이승호
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필드지 주식회사
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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
    • B63H5/16—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
    • 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 duct-type ship energy saving device.
  • the ship is designed to move by using its propulsive force to propeller the propeller to rotate in the fluid.
  • a rudder is attached to the rear of the propeller, and as the rudder rotates to the left and right, the direction of flow of the fluid is changed to change the direction of navigation.
  • ESD Energy Saving Device
  • a duct is typically used to enhance the propulsion efficiency by attaching an additional adduct.
  • Korean Patent No. 10-1453210, Korean Patent No. 10-1453209, and Korean Patent Laid-Open No. 2016-0149877 disclose various types of duct type energy saving devices.
  • a duct-type ship energy saving apparatus includes: a duct disposed in a form surrounding a part of a stern protrusion of a ship; And a support portion connecting the stern protruding portion and the inner surface of the duct, wherein the first end connected to the stern protrusion and the second end connected to the inner surface of the duct are bent in directions opposite to each other, And a first support disposed on a first side of the ship.
  • the inclination of the first end with respect to the propelling shaft may be greater than the inclination of the second end with respect to the propelling shaft.
  • the slope of the first support may decrease from the first end to the second end.
  • the support portion may further include a second support disposed on a second side of the ship, the second support having a positive average slope with respect to the propeller shaft of the ship.
  • the duct-type ship energy saving apparatus may further include a plurality of pins disposed on a second side of the ship and protruding from the inner surface of the duct toward the central axis of the duct have.
  • the pin disposed relatively above the plurality of pins may have an average slope greater than the pin disposed relatively below.
  • the support portion may further include a third support formed symmetrically with respect to a central vertical plane of the ship, the third support being connected to the stern protrusion and the inner surface of the duct.
  • the first support which is disposed on the starboard and bent at opposite ends in opposite directions minimizes the fluid stagnation at the stern protruding portion, The increase of the resistance can be reduced.
  • the propulsion efficiency of the propeller can be improved by changing the flow of the fluid from the ascending flow to the descending flow by the second support disposed at the port and having a positive average slope.
  • the flow of the fluid before passing through the second support is changed from the ascending flow to the descending flow by the pin disposed further on the port side where the flow field can be adversely formed and the size of the resistance acting on the second support is reduced,
  • the propulsion efficiency of the propeller can be improved.
  • Fig. 1 is an illustration showing the ideal flow of the fluid to increase the propeller rotation direction and the efficiency of the propeller, and the actual flow of the fluid in the vessel.
  • FIG. 2 is a right side view showing a stern portion of a ship with a duct-type ship energy saving device according to an embodiment of the present invention.
  • 3 and 4 are a perspective view and a front view, respectively, showing a stern portion of a ship equipped with a duct-type ship energy saving device according to an embodiment of the present invention.
  • FIG. 5 and 6 are enlarged perspective views of the first support and sectional views of the first support taken along lines I-I ', II-II', III-III ', IV-IV' and V-V ', respectively.
  • FIG. 7 is a cross-sectional view taken along the line I-I ', II-II', III-III ', IV-IV' and V-V ' This is a picture that expresses existence.
  • FIG 8 is a graph showing the flow rate and the streamline of the fluid flowing around the stern protrusion S, obtained through computational fluid dynamics (CFD) simulation.
  • 9 and 10 are respectively an enlarged perspective view of the second support and a cross-sectional view of the second support along VI-VI 'and VII-VII', respectively.
  • FIG. 11 is a perspective view showing a stern portion of a ship with a duct-type ship energy saving device further including a pin.
  • FIG. 12 is a perspective view of a ducted ship energy saving device including a pin according to one embodiment.
  • FIG. 13 is a perspective view showing a stern portion of a ship with a duct-type ship energy saving device further including a third support member.
  • FIG. 14 is a diagram comparing v-w velocity vector fields of a fluid in a yz section of a duct-type ship energy saving apparatus according to an embodiment of the present invention.
  • 15 is a diagram illustrating a change in the v-w velocity vector field of a fluid at the yz cross section of a propeller when a duct-type ship energy saving device according to an embodiment of the present invention is installed on a ship.
  • the x-axis is the axis passing through the bow and stern of the ship
  • the y-axis is the axis passing through the port of the ship and the starboard
  • the z-axis is the axis passing through the bottom of the ship and the upper deck.
  • the direction in which the ship moves forward is defined as forward / forward and vice versa as rear / back.
  • left and right are defined based on the direction in which the ship is moving forward.
  • the propulsion axis means the axis on which the propeller rotates as the ship moves forward.
  • &quot refers to the side of the ship, and represents either a port or a starboard.
  • the design speed means the speed at which the shipyard must satisfy the contract terms in the shipbuilding contract, at a rate that can be reached at 85% or 90% of the maximum output of the main engine mounted on the ship .
  • a duct disposed in front of the propeller or surrounding the propeller can reduce the energy by improving the performance of the propeller by controlling the flow of the fluid to the propeller. Therefore, when installing the duct, it is necessary to examine the fluid flow (velocity vector field) at the end of the propeller.
  • Figure 1 is an illustration of an ideal flow of fluid to increase the propeller rotation direction and the efficiency of the propeller and the actual flow of fluid in the vessel.
  • the propeller of most ships turns clockwise as shown in (a). It is known that the efficiency of the propeller is further increased when the fluid introduced into the propeller flows into the propeller while rotating in the direction opposite to the direction of rotation of the propeller. Therefore, when the propeller rotates in the clockwise direction as shown in (a), it is preferable that the v-w velocity vector field indicating the velocity in the y and z directions of the fluid passing through the yz plane is rotated counterclockwise as shown in (b).
  • the component when placing the duct, the component should be designed so that the actual velocity vector field approaches the ideal velocity vector field.
  • the existing duct has a problem that the propeller efficiency is low by designing the support without considering the difference between the port side and the starboard side and the difference in the flow of the fluid at the side closer to the central portion and the flow at the far side.
  • FIG. 2 is a right side view showing a stern portion of a ship with a duct-type ship energy saving device according to an embodiment of the present invention.
  • the duct-type ship energy saving device of the present invention may be disposed in front of a propeller (P) which is coupled to a ship's stern protrusion (S) and provides a thrust, or may be disposed so as to surround a propeller (P).
  • the duct-type ship energy saving device is arranged in front of the propeller (P).
  • the duct-type ship energy saving device according to one embodiment can improve the efficiency of the propeller by controlling the flow of the fluid flowing into the propeller (P) behind the duct (10) or the duct (10).
  • a downstream (DS) flows along the center hull of the ship.
  • an upstream flow (US) flows.
  • the first end (Figs. 3 and 21-1) connected to the stern protrusion S and the second end (Figs. 4 and 21-2) connected to the inner surface of the duct 10 are bent
  • the flow of the fluid flowing near the first stage 21-1 and the flow of the fluid flowing near the second stage 21-2 can be adjusted differently through the support 1 (Figs. 3 and 21). That is, the propulsion efficiency of the propeller P can be improved through the structural characteristics of the first support 21, which will be described below.
  • FIGS. 3 and 4 are a perspective view and a front view, respectively, showing a stern portion of a ship equipped with a duct-type ship energy saving device according to an embodiment of the present invention.
  • the first support 21 is illustratively disposed on the starboard of the ship except for the propeller of the ship, but the present invention is not limited thereto.
  • a duct-type ship energy saving apparatus includes a duct (10) and a support portion (20).
  • the duct 10 is arranged to surround at least a part of the stern protrusion S from outside.
  • the duct 10 has a shape in which the front side and the rear side are open, and can have a space therein.
  • the duct 10 may have a complementary shape to the outer surface of the stern protrusion S, and the cross section of the duct 10 may have various structures such as a circle and an ellipse.
  • the duct 10 may have a structure such that the radius of the cross section becomes larger toward the front of the ship, such as a lamp shade.
  • the duct 10 can function as an accelerating duct.
  • the duct 10 may have a structure in which the radius of the cross section increases as the duct 10 moves toward the rear direction of the ship.
  • the duct 10 may function as a deceleration duct.
  • the duct 10 can suppress the generation of a vortex generated in the vicinity of the stern protrusion S, and can play a role of equalizing the velocity distribution of the fluid flowing in the propeller P in the x direction.
  • a support portion (20) is disposed inside the duct (10).
  • the support portion 20 connects the stern protrusion S and the inner surface of the duct 10 to fix the position of the duct 10 to the stern protrusion S. Since the support portion 20 is disposed inside the duct 10, it can act as a resistance to obstruct the flow of the fluid flowing into the duct 10. Accordingly, in the present invention, the shape of the support portion 20 can be modified to improve the propelling efficiency of the propeller so as to change the flow of the fluid flowing into the duct 10 and minimize the increase of the resistance.
  • the support portion 20 may include a plurality of supports having different shapes and positions.
  • a first support 21 and a second support 22 are arranged on a starboard and a port, respectively.
  • the first support 21 and the second support 22 have different shapes.
  • the structures of the first support 21 and the second support 22 are different from each other, Describe the effect in turn.
  • the first end 21-1 of the first support 21 connected to the stern protrusion S and the second end 21-2 connected to the inner surface of the duct 10 are connected to each other Bend in the opposite direction. More specifically, the first end 21-1 of the first support 21 is bent forward and the second end 21-2 of the first support 21 is bent forward. That is, the first support base 21 may have a structure in which both sides of the plate are bent and bent in opposite directions. Because of this structural feature, the flow of the fluid in the first hinge side moving in the direction in which the propeller ascends is changed to improve the propelling efficiency of the propeller, which will be described later.
  • FIG. 5 and 6 are enlarged perspective views of the first support and a cross-sectional view of the first support along the lines I-I ', II-II', III-III ', IV-IV' and V-V, respectively.
  • the first support 21 may have a streamlined plate shape.
  • the plate refers to a shape having a longer length in the left-right direction (y) and the back-and-forth direction (x) than the thickness in the up-and-down direction (z).
  • the length of the first support frame 21 in the left-right direction y may be longer than the length of the fore-and-aft direction x.
  • Each longitudinal section of the first support 21 has a streamlined airfoil shape to minimize resistance due to fluid flowing into the interior of the duct 10. At this time, the airfoil can have various shapes.
  • the upper boundary line of the first support frame 21 may be flat, and the lower boundary line may have a convex downward structure.
  • both the upper border and the lower border may have a convex structure
  • the lower border line may have a convex structure. That is, the curvature of the upper surface of the first support 21 may be gentler than that of the lower surface.
  • the velocity of the fluid flowing under the lower surface of the first support 21 having such a structure is fast and the velocity of the fluid flowing on the upper surface is relatively slow. In this case, the velocity component in the upward direction of the fluid passing through the rear end of the first support table 21 becomes large, so that the upward flow becomes strong and the propelling efficiency of the propeller P increases.
  • the slope of the first stage 21-1 with respect to the propulsion shaft PA may be greater than the slope of the second stage 21-2 with respect to the propulsion shaft PA.
  • the inclination of the first stage 21-1 with respect to the propeller shaft PA is determined by the angle of the airfoil section (section cut along the line II ') cut along the boundary between the first support 21 and the stern protrusion S, 0.0 > PA. ≪ / RTI >
  • the inclination of the second stage 21-2 with respect to the propelling shaft is determined such that the end face of the airfoil cut along the boundary between the first support 21 and the inner surface of the duct 10 0.0 > PA. ≪ / RTI >
  • the 'slope of the airfoil section' may be defined as the slope or angle of the chord line of the airfoil section with respect to the propulsion shaft PA.
  • a flat upper boundary line of the cross section of the first support 21 is a protrusion line for convenience. That is, 'slope' in FIG. 6 means an angle formed by the upper boundary of the end surface of the first support 21 with the propeller shaft PA.
  • the slope of the first stage 21-1 with respect to the propeller shaft PA is 0 ° for convenience, but the present invention is not limited thereto. That is, the inclination of the first stage 21-1 with respect to the propeller shaft PA may have a positive or negative value depending on the size, shape, and the like of the ship.
  • Sectional view of the airfoil in the first stage 21-1 the airfoil section in the first stage 21-1 is inclined more upward than the airfoil section in the second stage 21-2.
  • a downward flow from I 'to I occurs in the vicinity of the hull.
  • an upstream flow from V 'to V is generated in a region farther from the central portion of the stern projection S, that is, in the vicinity of the duct 10. Accordingly, in the present invention, by increasing the inclination? IS of the first stage 21-1 to minimize the resistance due to the downward flow and reducing the inclination? OS of the second stage 21-2, Minimize the resistance.
  • the difference? IS between the slope S IS of the first stage 21-1 and the mean slope S M of the first support 21 can be 0 to 20 °
  • the difference? OS between the slope S OS of the second stage 21-2 and the average slope S M of the first support stage 21 may be -20 to 0 °.
  • the difference in slope is expressed by an angle.
  • the angle in the counterclockwise direction has a positive angle
  • the angle in the clockwise direction has a negative angle
  • the 'average slope' means the average of several airfoil section slopes cut parallel to the propeller shaft (PA). That is, from the first end 21-1 to the second end 21-2 of the first support 21, the average value of the slope of the cross section of the airfoil depending on the position is the Becomes the average slope ( SM ).
  • the average slope S M is determined by 'a first support 21 in the form of a flat plate' ). ≪ / RTI >
  • the average slope S M of the first support 21 may mean the extent to which the first support 21 is wholly rotated in the reference state.
  • the average slope of the first support 21 is represented by a line S M
  • the slope of the III-III 'airfoil section is illustrated as an average slope (S M ).
  • the difference? IS between the slope S IS of the first stage 21-1 and the mean slope S M of the first support 21 is smaller than the flatness? (21-1) is bent.
  • the difference? OS 'between the slope S OS of the second stage 21-2 and the mean slope S M of the first support 21 is such that the second stage 21-2 is''Is a measure of how much it is bent when compared to the state of'
  • the angle ⁇ IS between the slope S IS of the first stage 21-1 and the mean slope S M may be about 0-20 °. If the first stage 21-1 is bent excessively, the fluid may 'bump' the first support 21, rather the resistance may increase.
  • the optimal value of the angle? IS depends on the shape, size, and shape of the ship, and therefore can be determined using computer simulation using computational fluid dynamics (CFD) or model simulation using a model ship.
  • the angle between the slope (S OS) with the average slope (S M) if the VV ', see the sectional view, a second end (21-2) ( ⁇ OS) may be between about -20 ⁇ 0 °. If the second stage 21-2 is excessively curved, the fluid may 'strike' the first support 21, but the resistance may increase.
  • the optimum value of the angle? OS depends on the shape, size, and shape of the ship, and therefore can be determined using a computer simulation using computational fluid dynamics (CFD) or a model simulation using a model ship.
  • CFD computational fluid dynamics
  • the slope of the first support 21 may decrease from the first end 21-1 to the second end 21-2.
  • the 'slope of the first support 21' means the slope of the cross section of the airfoil depending on the position. 6 shows the mean slope line S M and the slope line S IS of the airfoil from the first end 21-1 to the second end 21-2 of the first support 21, ( ⁇ IS , ⁇ 2 , ⁇ 3 , ⁇ 4 , ⁇ OS ) formed by the S II , S III , S IV and S OS can be made smaller.
  • the slopes (? IS ,? 2 ,? 3 ,? 4 ,? OS ) of the airfoil section of the first support 21 can be continuously changed.
  • the surface of the first support 21 can have a smooth curved surface without a sudden breaking portion. In this case, the resistance can be minimized without the area where the fluid stagnates.
  • FIG. 7 is a cross-sectional view of the first support 21 of FIG. 5 taken along lines I-I ', II-II', III-III ', IV-IV' It is a picture that it is inclined downward.
  • the first support 21 may have a negative average slope &thetas; 21 with respect to the propulsion shaft PA.
  • the average slope ( ⁇ 21) of the first support 21 may be -20 ⁇ 0 °. That is, the first support 21 can be inclined such that the leading edge is directed downward as a whole.
  • a relatively upward flow US flows near the inner surface of the duct 10, and a downward flow DS relatively flows in a region near the stern protruding portion S. That is, toward the second end 21-2 of the first support, that is, in FIG. 7, an upward flow flows toward the VV 'sectional view direction. Therefore, when the front end of the first support 21 is tilted downward, the angle of the first support 21 is reduced with respect to the flow of the upward flow. That is, when the average slope? 21 of the first support is maintained at a negative angle, the resistance by the fluid can be reduced.
  • the fluid may 'bump' the first support 21, rather the resistance may increase.
  • the optimum value of the mean slope of the first support 21 may depend on the shape, size, and shape of the ship, and may thus be determined using computer simulation using computational fluid dynamics (CFD) or model simulation using a model ship have.
  • CFD computational fluid dynamics
  • a downward flow relatively occurs at the central portion of the duct 10, that is, near the stern projection S. Accordingly, the first end 21-1 of the first support member bends the leading edge relatively upward to reduce the angle of attack with the downward flow. That is, the first support 21 is tilted downward as a whole, and only the first end 21-1 is tilted upward, whereby the resistance by the fluid can be reduced for each position.
  • the slope S IS of the first stage 21-1 is parallel to the propeller shaft PA for convenience.
  • the present invention is not limited thereto.
  • FIG. 8 is a graph showing the flow rate and the stream line of the fluid flowing around the stern protrusion S, obtained through computational fluid dynamics (CFD) simulation.
  • the region with a high concentration is a reference region having a relative speed of 1.
  • Each line separated by concentration is a kerosene line followed by a point at which it decreases by 10% at the reference speed.
  • the area with a low concentration means a place where the relative velocity is zero and the fluid stagnates.
  • the design speed of the simulated ship was 14 knots and the velocity of the fluid was 1.273 m / s to match the froude number on computer simulation.
  • FIG. 8 (a) shows a bare hull state without a duct and a supporting portion. As described above, a descending flow flows in a region closer to the stern projection S and an upward flow flows in a region far from the stern projection S.
  • Fig. 8C shows a case in which the star support 21 " is rotated by 20 DEG in the downward direction.
  • the reason why the support is rotated and disposed is to reduce the angle of attack of the starboard current with respect to the ascending current to reduce the resistance, as described above.
  • the velocity of the ascending current increases near the second stage 21-2, but the stream line also becomes more complicated in the vicinity of the inner boundary of the supporter and the stern protrusion S.
  • FIG. 8 (d) shows a case where a duct-type ship energy saving device according to an embodiment of the present invention is installed.
  • the first support 21 is disposed such that the average inclination (average angle) of the first support 21 is -20 ⁇ and the first end 21-1 and the second end 21 -2) was twisted so that the slopes were 20 and -20 degrees, respectively, with respect to the average slope. That is, the first support 21 of (d) has such a structure as to grasp both ends of the support 21 '' of (c). At this time, it can be seen that the phenomenon of congestion of the fluid near the first stage 21-1 is reduced, and the twisting of the stream line is alleviated.
  • the structure of the first support 21 of the present invention that is, the first end 21-1 connected to the stern protrusion S and the second end 21-2 connected to the inner surface of the duct 10, Due to the fin structure, it is possible to minimize an increase in resistance caused by stagnation of the fluid near the hull where a downward flow is generated.
  • the resistance reduction effect described above can be applied regardless of whether the first support member 21 is located at the port or starboard side.
  • the position where the first support table 21 is disposed is selected as either the port or the starboard depending on the direction of rotation of the propeller. Specifically, when the propeller of the ship rotates in the clockwise direction when viewed from the stern side, the first support base 21 is disposed on the starboard. Conversely, when the propeller rotates in the counterclockwise direction, the first support 21 is disposed at a port.
  • the reason why the first support 21 is selectively disposed in the port or starboard according to the rotation direction of the propeller is to obtain the effect of reducing the resistance as well as the effect of regulating the flow of the fluid to increase the propelling efficiency of the propeller .
  • the propeller rotates in the clockwise direction
  • the fluid flowing into the propeller must be rotated in the counterclockwise direction to increase the propelling efficiency of the propeller (see FIG. 1).
  • the propeller rotates from top to bottom, so that it is preferable that the fluid passing through the starboard side of the duct 10 is directed upward from below, that is, . Therefore, it is effective that, in the starboard side, the upward flow near the inner surface of the duct 10 is left as it is, and the downward flow near the stern protruding portion S is changed. In the present invention, this effect is achieved through the first support 21.
  • the propeller rotates from the bottom to the top in the port side, it is preferable that the fluid passing through the port side of the duct 10 is directed downward, that is, (See Fig. 1).
  • the propulsion efficiency is improved by controlling the flow of the fluid in the second side through the second support 22, which will be described below.
  • 9 and 10 are respectively an enlarged perspective view of the second support and a cross-sectional view of the second support along VI-VI 'and VII-VII', respectively.
  • the support 20 includes a second support 22 disposed on a second side of the vessel, i.e., a port, and having a positive average slope &thetas; 22 with respect to the propulsion axis PA of the vessel .
  • the second support 22 is disposed on the second hinge side.
  • the second support base 22 also connects the stern protrusion S and the duct 10 like the first support base 21 so that the position of the duct 10 can be relatively fixed.
  • the second support 22 may have a streamlined plate shape.
  • Each longitudinal section of the second support 22 may have the form of a streamlined airfoil.
  • the average inclination? 22 of the second support 22 is positive, and the upward flow introduced from the port is guided to be deflected by the second support 22 to be a downward flow. Since the second support rods 22 are arranged to change the fluid flow direction, the overall energy efficiency of the ship can be improved by increasing the resistance but forming the flow field in a direction favorable to the propeller efficiency.
  • the descending flow in the vicinity of the stern protrusion S in the port side is a "favorable" flow in the resistance surface acting on the second support table 22 inclined in the positive direction. Therefore, unlike the first support 21, the inner end of the second support 22 (the end connected to the aft protrusion S) may not be bent. That is, the inclination of the cross section of the second support table 22 can be constant depending on the position without warping.
  • the shape of the cross-section of the airfoil according to the position of the second support 22 may be constant.
  • the angle formed between the propulsion shaft PA and the airfoil section, that is, the average inclination? 22 may be 0 to 20 °.
  • Second optimal value of the average slope ( ⁇ 22) of the support (22) is simulated, so the left and right shape of the vessel, the size, the shape of the wire (streamline) or the like, using a computer simulation or model ships using computational fluid dynamics (CFD) model . ≪ / RTI >
  • a second support 22 of may vary depending on the location.
  • the lower boundary of the longitudinal section of the second support 22 may be flat, and the upper boundary may have a convex structure.
  • both the upper boundary and the lower boundary may have a convex structure, and the upper boundary line may have a more convex structure than the lower boundary. That is, the curvature of the lower surface of the second support table 22 may be gentler than the curvature of the upper surface.
  • the velocity of the fluid flowing on the upper surface of the second support 22 having such a structure is fast and the velocity of the fluid flowing below the lower surface is relatively slow. In this case, the velocity of the fluid passing through the rear end of the second support table 22 is changed in the downward direction to form a downward flow, thereby contributing to an improvement in the propulsion efficiency of the propeller P.
  • the average inclination ( ⁇ 22) that due to the structure that is maintained in an amount, at a second side resistance is changed a little increase of the fluid flow through the one propeller propulsion efficiency of the propeller of the second brace 22 is .
  • the overall energy efficiency of the ship is improved.
  • FIG. 11 is a perspective view showing a stern part of a ship equipped with a duct-type ship energy saving device further including a fin.
  • the duct-type ship energy saving device according to one embodiment is disposed on the second side of the ship, And a plurality of fins 30 protruding from the inner surface of the duct 10 toward the center axis of the duct 10.
  • a pin 30 is additionally installed on the second side where the second support base 22 is disposed to improve the propelling efficiency of the propeller by controlling the flow of the fluid passing through the duct 10.
  • the fins 30 may protrude from the inner surface of the duct 10 at regular intervals and have a shape capable of rotating the fluid flowing inside the duct 10. At this time, rotating the fluid may mean that the v-w velocity vector field in the yz cross section of the propeller has a shape of rotation as shown in FIG. 1 (b).
  • the pin 30 may have a streamlined plate shape. I.e. each longitudinal section of the fins 30 may have the form of a streamlined airfoil. The shape of the cross section of the airfoil according to the position of the pin 30 may be constant.
  • the lower surface of the pin 30 may be flat and the upper surface may have a convex structure.
  • both the upper boundary and the lower boundary may have a convex structure, and the upper boundary line may have a more convex structure than the lower boundary. That is, the curvature of the lower surface of the pin 30 may be gentle as compared with the curvature of the upper surface. In this case, the downward speed component of the fluid passing through the rear end of the pin 30 becomes large, so that the downward flow becomes strong and the propelling efficiency of the propeller P becomes high.
  • FIG. 12 is a perspective view of a ducted ship energy saving device including a pin according to one embodiment.
  • the pins disposed relatively above one of the plurality of pins may have an average slope greater than the pins disposed on the relatively lower side. That is, the more the pin 30 is disposed above the ship, the larger the average slope can be.
  • FIG. 12 there is illustrated a duct-type ship energy saving device with six pins 31, 32, 33, 34, 35, 36 attached to the inner surface of the duct 10.
  • the average slope of the airfoil section of each fin is similar to the average slope of the airfoil section S31, S32, S33, S34, S35, and S35, similar to the definition of the average slope of the first support 21 and the second support 22. [ S36) and the propulsion shaft of the ship (? 31 ,? 32 ,? 33 ,? 34 ,? 35 ,? 36 ).
  • the angle between the pin and the propeller shaft becomes larger toward the upper side, that is, toward the positive z direction. That is, in the embodiment of FIG. 12, for example, the average slope? 31 - of the pin 31 disposed at the uppermost position is larger than the mean slope? 32 of the pin 32 disposed immediately below, The average slope? 36- of the pin 36 is smaller than the average slope? 35 of the pin 35 disposed immediately thereabove .
  • the average slope of the propulsion shaft PA and each of the fins 30 may be 0 to 20 degrees.
  • the plurality of fins 30 may also have a structure in which the average slope (? 31 ,? 32 ,? 33 ,? 34 ,? 35 ,? 36 ) is maintained in a positive manner similar to the second support 22. As a result, the resistance of the second side increases slightly, but the flow of the fluid through the propeller is changed to improve the propulsion efficiency of the propeller. Thus, the overall energy efficiency of the ship is improved.
  • the fins 30 can be arranged at the same interval from the 7 o'clock direction to the 11 o'clock position when the stern protrusions S are viewed from the stern side.
  • the number and shape of the pins 30, the average slope of each pin, and the like can be optimized using a computer simulation using computational fluid dynamics (CFD) or a model simulation using a model ship.
  • CFD computational fluid dynamics
  • FIG. 13 is a perspective view showing a stern part of a ship to which a duct-type ship energy saving device further including a third support 23 is attached.
  • the support portion 20 may further include a third support 23 formed symmetrically with respect to a central longitudinal profile of the ship and connected to the inner surface of the stern protrusion S and the duct 10.
  • the third support 23 can extend from the stern protrusion S in the lower (6 o'clock direction) or upward (12 o'clock direction) of the ship.
  • the third support bar 23 also connects the stern protrusion S and the duct 10 in the same manner as the first support bar 21 and the second support bar 22 so that the position of the duct 10 can be relatively fixed.
  • the duct 10 and the stern protrusion S are connected using the first support 21, the second support 22 and the third support 23, the duct 10 can be supported more stably have.
  • the third support 23 since the third support 23 is disposed inside the duct 10, it can act as a resistance to obstruct the flow of the fluid flowing into the duct 10.
  • the third support 23 may have a streamlined plate shape. That is to say each longitudinal section of the second support 22 may have the form of a streamlined airfoil. With this configuration, it is possible to minimize an increase in resistance due to the third support 23.
  • FIG. 14 is a diagram comparing v-w velocity vector fields of a fluid in a yz section of a duct-type ship energy saving apparatus according to an embodiment of the present invention.
  • Fig. 14 (b) shows a state in which the supporter is attached at 0
  • Fig. 14 (c) shows a state in which the supports of the port / starboard are rotated so as to have an angle in the opposite direction (D) shows an embodiment of the present invention. It can be seen that the shape of the flow field passing through the duct changes according to each state.
  • FIG. 15 is a diagram illustrating a change in the v-w velocity vector field of a fluid at the yz cross section of a propeller when a duct-type ship energy saving device according to an embodiment of the present invention is installed on a ship.
  • Fig. 15 (a) is a bare hull state
  • Fig. 15 (b) is a state in which a duct-type ship energy saving device according to an embodiment of the present invention is installed on a ship.
  • the flow of the fluid passing through the propeller is formed disadvantageously at the port side, similarly to (c) of FIG. (b), similar to FIG. 1 (b), it can be seen that the flow of fluid passing through the propeller is changed to rotate counterclockwise as a whole and becomes closer to the ideal shape.
  • the propulsion efficiency of the propeller is improved by rotating the fluid in the direction opposite to the propeller rotation.
  • the present inventor has found that the average inclination of the first support 21 and the second support 22 in the state where both the third support 23 and the pin 30 are in contact with the Korean Marine Science and Technology Laboratory's vessel and marine plant laboratory (KRISO) And the model experiment was carried out. At this time, the slopes of the first stage 21-1 and the second stage 21-2 of the first support 21 have an angle of 10 ° and -10 ° with the average slope of the first support.
  • KRISO Korean Marine Science and Technology Laboratory's vessel and marine plant laboratory
  • Table 1 shows the relationship between the average inclination (angle) of the starboard first supporting frame 21 and the average inclination (angle) of the second supporting frame 22 on the port side in relation to the bare hull state Represents the amount of reduction of the horsepower (DHP-delivery horse power).
  • the average tilt change (angle change) of the first support table 21 and the second support table 22 is about 3.3% , And a maximum horsepower reduction of about 3.7%.
  • the stagnation phenomenon of the fluid at the stern protruding portion (S) side by the first support base (21) disposed on the starboard and bent at opposite ends in opposite directions Can be minimized and the increase in the excessive resistance acting on the ship can be reduced.
  • the propulsion efficiency of the propeller can be improved by changing the flow of the fluid from the ascending flow to the descending flow by the second support disposed at the port and having a positive average slope.
  • the flow of the fluid before passing through the second support is changed from the ascending flow to the descending flow by the pin disposed further on the port side where the flow field can be adversely formed and the size of the resistance acting on the second support is reduced,
  • the propulsion efficiency of the propeller can be improved.
  • the propeller rotates in the clockwise direction
  • the first side on which the first support is disposed is assumed to be the starboard.
  • the principle of the present invention can be applied to the case where the propeller is rotated in the counterclockwise direction and the above description is symmetrical.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Abstract

La présente invention concerne, selon un mode de réalisation, un dispositif de réduction de la consommation d'énergie d'un navire à traversée étanche comprenant : une traversée étanche disposée de façon à entourer une partie de la partie saillante arrière d'un navire ; et une partie support destinée à relier la partie saillante arrière à la surface interne de la traversée étanche pour maintenir la position de la traversée étanche par rapport à la partie saillante arrière. La partie support comprend un premier support disposé sur un premier côté du navire et ayant une première extrémité reliée à la partie saillante arrière et une seconde extrémité reliée à la surface interne de la traversée étanche, les extrémités étant respectivement incurvées dans des directions opposées. La partie support peut en outre comprendre un second support disposé sur un second côté du navire et ayant une pente moyenne positive par rapport à un arbre de propulsion du navire.
PCT/KR2018/005372 2017-08-04 2018-05-10 Dispositif de réduction de la consommation d'énergie de navire à traversée étanche WO2019027126A1 (fr)

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KR10-2017-0099090 2017-08-04
KR1020170099090A KR20190014935A (ko) 2017-08-04 2017-08-04 덕트형 선박 에너지 절감 장치

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112027017A (zh) * 2020-08-17 2020-12-04 西北工业大学 一种内外双流道被动螺旋桨及设计方法
CN112319727A (zh) * 2020-11-12 2021-02-05 江苏新时代造船有限公司 一种船用节能导流装置的定位方法

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58139396U (ja) * 1982-03-17 1983-09-19 三菱重工業株式会社 リアクシヨンフインの整流タイプストラツト
JPS6238800U (fr) * 1985-08-28 1987-03-07
JPS6252598U (fr) * 1985-09-24 1987-04-01
KR20120058632A (ko) * 2010-07-26 2012-06-08 대우조선해양 주식회사 덕트를 구비한 전류고정날개 및 덕트의 고정방법
KR20160017763A (ko) * 2014-08-04 2016-02-17 현대중공업 주식회사 선박용 추진장치

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58139396U (ja) * 1982-03-17 1983-09-19 三菱重工業株式会社 リアクシヨンフインの整流タイプストラツト
JPS6238800U (fr) * 1985-08-28 1987-03-07
JPS6252598U (fr) * 1985-09-24 1987-04-01
KR20120058632A (ko) * 2010-07-26 2012-06-08 대우조선해양 주식회사 덕트를 구비한 전류고정날개 및 덕트의 고정방법
KR20160017763A (ko) * 2014-08-04 2016-02-17 현대중공업 주식회사 선박용 추진장치

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112027017A (zh) * 2020-08-17 2020-12-04 西北工业大学 一种内外双流道被动螺旋桨及设计方法
CN112319727A (zh) * 2020-11-12 2021-02-05 江苏新时代造船有限公司 一种船用节能导流装置的定位方法
CN112319727B (zh) * 2020-11-12 2021-12-14 江苏新时代造船有限公司 一种船用节能导流装置的定位方法

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