WO2019194350A1 - Hélice pour navire - Google Patents

Hélice pour navire Download PDF

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Publication number
WO2019194350A1
WO2019194350A1 PCT/KR2018/005374 KR2018005374W WO2019194350A1 WO 2019194350 A1 WO2019194350 A1 WO 2019194350A1 KR 2018005374 W KR2018005374 W KR 2018005374W WO 2019194350 A1 WO2019194350 A1 WO 2019194350A1
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WO
WIPO (PCT)
Prior art keywords
blade
propeller
pin
fluid
edge
Prior art date
Application number
PCT/KR2018/005374
Other languages
English (en)
Korean (ko)
Inventor
이승호
Original Assignee
필드지 주식회사
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 필드지 주식회사 filed Critical 필드지 주식회사
Publication of WO2019194350A1 publication Critical patent/WO2019194350A1/fr

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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
    • 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
    • B63H2001/283—Propeller hub caps with fins having a pitch different from pitch of propeller blades, or a helix hand opposed to the propellers' helix hand

Definitions

  • Embodiments of the present invention relate to propellers used in ships.
  • a ship In general, a ship is provided with a propeller receiving the driving force generated from the engine. When the propeller rotates, the pressure difference generated before and after the blade of the propeller generates the thrust required to propel the ship.
  • One object of the present invention is to provide a ship propeller and a propeller design method for increasing the propeller's sole efficiency while minimizing the increase in resistance caused by the pins connected / attached to the propeller.
  • these problems are exemplary, and the scope of the present invention is not limited thereby.
  • the hub A blade protruding from the hub in a radial direction; And a fin protruding from an edge of the blade.
  • the pin may protrude toward any one of the pressure surface or the suction surface of the blade.
  • the blade may have a sharp point in which a slope is bent in front of the blade, and the pin may extend from the tip of the blade to the sharp point.
  • the pin may extend from the tip of the blade to the point where the blade and the hub meet.
  • the fins are the edges when simulating the flow field of fluid flowing around the blades, assuming that the blades operate at a vessel running at a design speed before the fins are placed on the blades.
  • the region parallel to the central axis of the hub can be arranged in a region where the flow velocity of the fluid is zero (or sufficiently close to zero).
  • a method of designing a propeller for a ship comprising the steps of: i) assuming that the propeller operates on a ship moving at a design speed, firstly simulating a flow field of fluid flowing around a blade; ii) simulated In the flow field, calculating an optimum region in which the x-direction velocity of the fluid at the edge of the blade is zero, iii) placing the fin in the optimal region, and then performing a second simulation to simulate 1 comparing with the results of the simulation.
  • the propeller's sole efficiency in a trade-off relationship between damage by a pin and gain due to an increase in thrust and a resistance by a pin at a given rotation speed, it is possible to increase the propeller's sole efficiency.
  • the optimal position, width and length of the pin can be derived. More specifically, it is possible to increase the propeller's sole efficiency while minimizing the pin's own resistance by attaching / connecting / positioning the pin only in the area where the vortex is generated in the blade.
  • FIG. 1 is a perspective view showing a ship propeller according to an embodiment of the present invention
  • Figure 2 is a cross-sectional view taken along the line II-II 'propeller of FIG.
  • 3 and 4 are front views of propellers including blades each having a different shape.
  • Figure 6 shows the flow rate and streamline in the propeller after the pins are attached to the blades.
  • Figure 7 shows the flow field around the blade before and after attaching the pin to the blade.
  • FIG. 8 is a perspective view showing a ship propeller according to another embodiment of the present invention
  • Figure 9 is a view showing a front view, a top view, a right side view of the propeller of FIG.
  • 10 is a cross-sectional view of the propeller cut into propellers and several planes perpendicular to the x-axis before the pin is attached.
  • FIG. 11 is a diagram simulating the velocity of a fluid in the plane P1 to P5 of FIG. 10.
  • 13 is a simulated streamline around the blade before and after attaching the pin to the blade.
  • the x axis is the axis passing through the ship's bow and stern
  • the y axis is the axis passing through the ship's port and starboard
  • the z axis is the axis passing through the ship's bottom and upper deck.
  • the design speed means a speed that can be achieved at 85% or 90% of the maximum power of the main engine mounted on the ship, and the speed that the shipyard must satisfy as a contract condition in the ship construction contract. .
  • 'simulation' may include computer simulation using computational fluid dynamics (CFD) or model simulation using a model ship.
  • CFD computational fluid dynamics
  • the speed of the fluid and the shape of the stream line derived through the simulation may be different depending on the shape of the propeller and the design speed (or the speed of the fluid passing around the ship).
  • the shape and design speed of the propellers are fixed, the speed of the fluid and the shape of the streamline around the propellers can be clearly defined through simulation.
  • FIG. 1 is a perspective view showing a ship propeller 10 according to an embodiment of the present invention
  • Figure 2 is a cross-sectional view taken along the line II-II 'propeller 10 of FIG.
  • Ship propeller 10 includes a hub 110, a blade 120, a pin 130.
  • the hub 110 is disposed at the center of the propeller 10.
  • the hub 110 may be connected to a drive shaft (not shown) for transmitting kinetic energy of the engine and rotate about the x axis.
  • the plurality of blades 120 may be connected to the hub 110.
  • the blade 120 protrudes from the hub 110 in the radial direction.
  • the blade 120 may also rotate about the x axis.
  • the z-axis vertical cross section of the blade 120 may be streamlined.
  • the blade 120 may be divided into a pressure surface 120PS and a suction surface 120SS with a thinly formed edge.
  • the edge of the blade 120 may be divided into a leading edge 120LE and a trailing edge 120TE with the tip 120T farthest from the hub 110. Due to the pressure difference between the fluid passing through the pressure surface 120PS of the blade 120 and the fluid passing through the suction surface 120SS, the blade 120 faces the suction surface 120SS from the pressure surface 120PS. force in the -x direction).
  • the ship propeller 10 includes a pin 130 protruding from the edge of the blade (120).
  • the pin 130 may protrude toward either the pressure surface 120PS or the suction surface 120SS of the blade 120, but in the following, the pin 130 may face the pressure surface 120PS of the blade 120.
  • the protrusion will be described mainly.
  • the cross section of the fin 130 may be a triangle, but the present invention is not limited thereto.
  • an angle formed between the edge of the pin 130 and the blade 120 may be 90 degrees or more.
  • the fin 130 serves to reduce vortex occurring near the edge of the blade 120. Accordingly, the propeller 10 is able to produce a higher thrust.
  • the pin 130 acts as a resistance by itself, and if the size and length are excessively increased or the wrong position is selected, the pin 130 increases resistance and torque to reduce the efficiency of the propeller 10. Therefore, in order to increase the efficiency of the propeller 10, it is important to properly attach and design the position and length rather than attaching the pin 130 to the entire edge of the blade 120.
  • 3 and 4 are front views of propellers 10 including blades 120 having different shapes, respectively.
  • the pin 130 may be disposed in front of the blade 120 (120LE).
  • the blade 120 has a sharp point (120SP) in which the inclination is bent at the leading edge (120LE), the pin 130 is extended from the tip (120T) of the blade 120 to the point (120SP) Can be.
  • the tip 120T refers to the point farthest from the hub 110 in the blade 120.
  • the pin 130 is the tip 120T. ) May extend from the point to 120SP.
  • the pin 130 may extend from the tip 120T to the point where the blade 120 and the hub 110 meet.
  • the blade 120 may have a smooth shape without a sharp bending point.
  • the pin 130 may extend from the tip 120T to the outer surface of the hub 110.
  • the inventors have found that when the fin 130 is positioned as described above at the end of a number of experiments, the efficiency of various types of high speed propeller 10 used at 1000 rpm or more can be increased on average. Furthermore, the present inventors have found a method of determining the position of the pin 130 to achieve optimum efficiency for each of the high speed rotation propellers 10 having different shapes and sizes, which will be described below.
  • the location of the fin 130 can be designed / determined after simulating the flow field around the blade 120 before the fin 130 is attached / connected to the blade 120.
  • the fin 130 simulates the flow field of the fluid flowing around the blade 120 assuming that the propeller 10 operates on a ship moving at a design speed without the fin 130.
  • the flow rate of the fluid in the direction parallel to the central axis of the hub 110 at the edge of the blade 120 may be disposed along the point of zero.
  • FIG. 5 is a diagram illustrating the velocity distribution and the streamline on the surface of the propeller 10 'before attaching the fin 130 to the blade 120.
  • FIG. In the following figures, where the concentration is indicated (center and back front of the blade) is a reference where the relative velocity of the fluid is one.
  • the bright area (white area) near the front of the propeller indicates an area where the axial velocity is close to zero. In other words, the speed component in the axial direction is changed to the speed component in the rotation direction.
  • the fin 130 after simulating the flow field around the propeller 10 ′ in the absence of the fin 130, the fin 130 in the region where the velocity of the fluid in the x direction is zero at the edge of the blade 120. ). That is, in the propeller 10 ′ of FIG. 5, the fin 130 may be disposed perpendicularly to the pressure surface 120PS at a position corresponding to the front front of the blade 120.
  • the region in which the velocity in the x direction of the fluid is zero does not mean a region in which the velocity is completely zero, but is preferably understood to be a region sufficiently close to zero.
  • the region in which the velocity of the fluid in the x direction is 0 may refer to a region having a velocity of about 0 to 10% based on the velocity in the reference region in which the relative velocity of the fluid is 1.
  • FIG. 6 shows the flow rate and streamline in the propeller 10 after the fin 130 is attached to the blade 120.
  • the bright region (white region) is widened so that the low velocity region is increased, but the region having zero flow velocity is almost disappeared.
  • the streamline at the front row 120LE is simplified after attaching the pin 130 as compared with the right picture of FIG. 5.
  • FIG. 7 shows the flow field around the blades 120 before and after attaching the fins 130 to the blades 120.
  • the figure located in column (a) of FIG. 7 shows the flow rates in several cross sections perpendicular to the x-axis before the pin 130 is attached to the blade 120.
  • a region having a high concentration of zero flow velocity is formed in the vicinity of each of the cross section perpendicular to the axis and the blade 120.
  • the point where the velocity of the fluid in the x-axis direction is zero at the point where the blade 120 meets the cross section perpendicular to the x-axis is calculated. Subsequently, while changing the position of the cross section perpendicular to the x-axis, the 'section' in which the velocity of the fluid in the x-axis direction is zero at the edge of the blade 120 is calculated. The 'section' is then determined as the region where the pin 130 is to be located.
  • the figure located in column (b) of FIG. 7 shows the flow rates in several cross sections perpendicular to the x-axis after the pin 130 is attached to the blade 120. Referring to the box area of each figure, it can be seen that the size of the region with the deep concentration formed near the point where each cross section and the blade 120 meet is smaller than the column (a). The attachment of the fin 130 prevents the movement of the fluid from the high pressure to the low pressure, thereby reducing the occurrence of the rotational flow generated thereby increasing the axial velocity component.
  • Table 1 below shows the difference in thrust, torque and efficiency of the propeller 10 according to an embodiment before and after the pin 130 is attached.
  • the rpm of the propeller 10 on the simulation was 3000 and the speed of the fluid to set the Froude number was 10 m / s.
  • the diameter of the propeller 80 was 0.38 m.
  • FIG. 8 is a perspective view showing a ship propeller 80 according to another embodiment of the present invention
  • Figure 9 is a view showing a front view, a top view, a right side view of the propeller 80 of FIG.
  • the blade 820 may have a relatively flat area between the front edge 820LE and the rear edge 820TE. Fins 830 may be disposed in all or part of these flat areas.
  • the inventors have found that, after numerous experiments, placing the pin 830 as described above can increase the average efficiency of the various low speed propellers 80 used at 1000 rpm or less. Furthermore, the inventors have found a method of determining the position of the pin 830 for optimum efficiency for each low speed rotation propeller 80 having different shapes and sizes, which will be described below.
  • the location of the pin 830 can be designed / determined after simulating the flow field around the blade 820 before the pin 830 is attached / connected to the blade 820.
  • the fin 830 simulates the flow field of fluid flowing around the blade 820 assuming that the propeller 80 operates at a vessel maneuvering at a design speed without the pin 830. At this time, the flow rate of the fluid in a direction parallel to the central axis of the hub 810 at the edge of the blade 820 may be disposed along the zero point.
  • FIG 10 is a cross-sectional view of the propeller 80 and the propeller 80 cut into several planes perpendicular to the x-axis before the pin 830 is attached.
  • each plane P1 to P5 perpendicular to the x axis is shown in the virtual duct D surrounding the propeller 80, and each plane P1 to P5 is formed of the blade 820.
  • the points that meet the edge are marked 820P1 ⁇ 820P5, respectively.
  • FIG. 11 is a diagram simulating the velocity of a fluid in the plane P1 to P5 of FIG. 10.
  • an area where the x-axis velocity is zero is not observed near the intersection 820P1 of the blade 820 and the P1 plane and the intersection 820P2 of the blade 820 and the P2 plane.
  • a region with a high concentration of zero flow velocity begins to be observed in the square box region near the intersection 820P3 of the blade 820 and the P3 plane.
  • a region with a high concentration of zero flow velocity is clearly seen in the box area near the intersections 820P4 and 820P5 of the blade 820 and the P4 and P5 planes.
  • the points 820P1 and 820P2 do not start to generate vortices because the velocity of the fluid is not zero, and the points 820P3, 820P4 and 820P5 begin to generate vortices because the velocity of the fluid is zero. That is, in the blade 820 having the shape of FIG. 10, it can be seen that the section from the point 820P3 to the point 820P5 is an area in which the vortex is generated as the section in which the x-axis flow velocity is zero.
  • the cross section is illustrated as five above, when the number of cross sections is increased by making the gap between the cross sections small enough, it is possible to accurately grasp the range of the region where the flow velocity is 0 at the boundary of the blade 820.
  • the pin 830 is disposed only at the point where the x-axis flow rate is zero among the points where the plane and the edge of the blade 820 meet. That is, the pin 830 may not be attached to the entire edge of the blade 820, but may be attached to a portion of the edge of the blade 820, in particular, a section having an x-axis flow rate of zero based on a simulation result.
  • FIG. 13 is a simulated streamline around blade 820 before and after attaching pin 830 to blade 820.
  • Figure 13 (a) shows the streamline near the tip 820T of the blade 820 before attaching the pin 830 to the blade 820, and the illustration in column (b) shows the pin ( 830 is attached to blade 820 and shows a streamline near tip 820T of blade 820. Comparing (a) and (b), the size of the region where the axial velocity component is zero is reduced by the pin 830. This results in almost no rotational flow.
  • [Table 2] below shows the difference between the thrust, torque and efficiency before and after the pin 830 attached to the propeller 80 according to an embodiment of the present invention.
  • the rpm of the propeller 80 on the simulation was 500 and the speed of the fluid for setting the Froude number was 2 m / s.
  • the diameter of the propeller 80 was 0.26 m.
  • the pin is designed to be unnecessarily long and large, the thrust is increased but the torque is also increased to lower the propeller alone efficiency.
  • the above-described method of optimal positioning of the pin can be used when attaching the pin to the already manufactured propeller to improve efficiency or design a new propeller.
  • a method of designing a propeller for a ship includes: i) a first simulation of a flow field of a fluid flowing around a blade, assuming that the propeller operates in a ship moving at a design speed, ii) in a simulated flow field, Calculating an optimal region in which the x-direction velocity of the fluid at the edge of the blade is zero, iii) placing the fin in the optimal region, and secondly simulating the flow field of the fluid flowing around the blade to which the fin is attached. Comparing with results.
  • the pin-off can increase the propeller's sole efficiency in a trade-off relationship between the resistance caused by the pin and the damage caused by the increase in torque and the gain due to the increase in thrust.
  • the optimal position and length can be derived. More specifically, according to the present invention, by attaching / connecting / arranging pins only to areas where vortices are generated in the blades, it is possible to increase propeller alone efficiency while minimizing pin self-resistance.
  • one pin is disposed on the blade, but the present invention is not limited thereto.
  • a plurality of pins may also be arranged.

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  • 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)

Abstract

Une hélice pour un navire selon un mode de réalisation de la présente invention comprend : un moyeu; une lame faisant saillie dans une direction radiale à partir du moyeu; et une ailette faisant saillie à partir du bord de la lame.
PCT/KR2018/005374 2018-04-03 2018-05-10 Hélice pour navire WO2019194350A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR10-2018-0038743 2018-04-03
KR1020180038743A KR102150102B1 (ko) 2018-04-03 2018-04-03 선박용 프로펠러

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WO2019194350A1 true WO2019194350A1 (fr) 2019-10-10

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PCT/KR2018/005374 WO2019194350A1 (fr) 2018-04-03 2018-05-10 Hélice pour navire

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WO (1) WO2019194350A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113716004A (zh) * 2021-09-10 2021-11-30 哈尔滨工程大学 一种新型仿生螺旋桨

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58194689A (ja) * 1982-05-08 1983-11-12 Mitsui Eng & Shipbuild Co Ltd 船舶用プロペラの製造方法
KR20100003903U (ko) * 2008-10-06 2010-04-15 임주상 스크루프로펠러 구조
KR101225177B1 (ko) * 2010-07-16 2013-01-22 삼성중공업 주식회사 프로펠러 및 이를 포함하는 선박
US20130202451A1 (en) * 2006-10-02 2013-08-08 Colin David Chamberlain Safety propeller
KR20160135522A (ko) * 2015-05-18 2016-11-28 필드지 주식회사 선박용 프로펠러

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20120105228A (ko) * 2011-03-15 2012-09-25 현대중공업 주식회사 핀을 구비한 프로펠러 보스캡
KR101259704B1 (ko) * 2011-03-28 2013-05-06 현대중공업 주식회사 선박용 프로펠러 블레이드
KR102400063B1 (ko) * 2015-08-19 2022-05-23 대우조선해양 주식회사 공동현상으로 인한 침식 방지용 선박용 프로펠러 형상

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58194689A (ja) * 1982-05-08 1983-11-12 Mitsui Eng & Shipbuild Co Ltd 船舶用プロペラの製造方法
US20130202451A1 (en) * 2006-10-02 2013-08-08 Colin David Chamberlain Safety propeller
KR20100003903U (ko) * 2008-10-06 2010-04-15 임주상 스크루프로펠러 구조
KR101225177B1 (ko) * 2010-07-16 2013-01-22 삼성중공업 주식회사 프로펠러 및 이를 포함하는 선박
KR20160135522A (ko) * 2015-05-18 2016-11-28 필드지 주식회사 선박용 프로펠러

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KR102150102B1 (ko) 2020-08-31
KR20190115719A (ko) 2019-10-14

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