CN110979613A - Duck-type hydrodynamic layout tandem propeller and design method thereof - Google Patents
Duck-type hydrodynamic layout tandem propeller and design method thereof Download PDFInfo
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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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Abstract
The invention belongs to the technical field of propeller thrusters, and discloses a duck-type hydrodynamic layout tandem propeller thruster and a design method thereof. In the canard hydrodynamic layout tandem propeller, the diameter of the front propeller is smaller than that of the rear propeller, the ratio of the front propeller to the rear propeller ranges from 0.75 to 0.95, and the optimal ratio varies according to different types of the selected blades; the included angle between the generatrix of any one of the front paddles and the generatrix of one of the rear paddles is a specific blade stagger angle, so that favorable interference is formed by the interaction of the front and rear double-paddle wake flows to further increase the thrust and improve the efficiency. The test shows that: after the tandem propeller is distributed by adopting the duck-type hydrodynamic force, the propelling efficiency can be improved by 3-6 percent or even higher, and the cavitation hydrodynamic force performance is improved. The invention has simple structure, convenient installation and high efficiency, and can effectively reduce or even avoid cavitation and reduce the excitation force of the propeller. The invention can be used for the design of surface ships, underwater submarines, underwater robots, ocean platforms and other water and underwater vehicle propellers.
Description
Technical Field
The invention belongs to the technical field of propeller thrusters, and particularly relates to a duck-type hydrodynamic layout tandem propeller thruster and a design method thereof.
Background
Since the advent of marine propellers, the need to improve propulsion efficiency has not changed. Nowadays, under the background that ships are developed in large scale and military naval vessels seek faster sailing speed to improve maneuverability, the diameter of a propeller is limited, so that the load of a blade is increased, and the propeller is easy to generate cavitation bubbles. Propeller cavitation tends to cause structural vibration and noise. Therefore, thrust, efficiency, cavitation, vibration, noise, and the like remain major factors that limit further development of propellers. Currently, propeller thrusters come in a variety of series. However, these propellers have problems in that they have problems, such as a large thrust and a high efficiency propeller having a poor cavitation performance and a high efficiency and a high cavitation performance propeller having a complicated structure. Therefore, the development of the propeller which has the advantages of simple structure, large thrust, high efficiency, capability of effectively reducing and even avoiding blade cavitation and small excitation force has stronger engineering application significance.
Currently, the closest prior art to solve the above problem is to use tandem propeller thrusters. The existing tandem propellers are all designed to be equal in diameter, namely the diameters of the front double propellers and the rear double propellers are equal. Although the equal diameter tandem propeller has many advantages, the following problems still exist, and it is needed to solve the problems: (1) the rear propellers almost work in the complicated wake flow of the front propellers and are influenced by the accelerated rotation wake flow of the front propellers, the thrust generated by the rear propellers is small, the efficiency is low, the efficiency of the tandem propellers is not obviously improved, and sometimes the propulsion efficiency is even reduced; (2) the front propeller in the equal-diameter tandem propeller generates main thrust, the load is large, cavitation is easy to generate, the cavitation falls off, the influence is generated on the structure and hydrodynamic performance of the rear propeller, and in addition, the cavitation phenomenon of the rear propeller is very complicated due to the interaction of the front propeller and the rear propeller; (3) when the equal-diameter tandem propeller thruster is installed, compared with a conventional thruster, the equal-diameter tandem propeller thruster has larger requirement on the space of the stern, and the existing ship tail line type is possibly required to be modified, so that the cost is higher, and therefore, the equal-diameter tandem propeller thruster has certain limitation on engineering application.
In conclusion, the development of the tandem propeller which is simpler in structure, beneficial to installation, higher in efficiency, better in cavitation performance and smaller in excitation force has important theoretical significance and engineering application value.
Disclosure of Invention
The invention discloses a duck-type hydrodynamic layout serial propeller thruster and a design method thereof, aiming at further improving the propeller efficiency, effectively reducing or even avoiding the cavitation of the propeller and reducing the excitation force of the propeller, and the novel duck-type hydrodynamic layout serial propeller thruster has a simple structure and is easy to install a new ship thruster and transform an old ship thruster.
The invention is realized by the following steps: an independent canard hydrodynamic layout tandem propeller comprising:
the propeller hub (5) connected with the propeller shaft (4) is provided with a front propeller (1) and a rear propeller (2), and the diameter of the front propeller (1) is smaller than that of the rear propeller (2). The ratio of the diameter of the front paddle (1) to the diameter of the rear paddle (2) is 0.75-0.95. The generatrix of any blade in the front blade (1) and the generatrix of a specific blade in the rear blade (2) form a characteristic blade stagger angle.
Similar to a canard aerodynamic layout of the airplane, in the canard hydrodynamic layout tandem propeller, the diameter of a front propeller (1) is smaller than that of a rear propeller (2), the front propeller (1) is similar to a canard wing of the airplane, and the rear propeller (2) is similar to a main wing of the airplane. After the wake contraction of the front propeller (1) is considered, the influence radius of the wake of the front propeller (1) on the inflow of the rear propeller (2) is smaller. Since the thrust of the propeller is mainly generated by the 0.7R to 0.9R blade portion (R is the propeller radius), the propeller can generate a larger thrust thereafter and maintain a higher efficiency. For the front paddle, the rear paddle has small influence on the inflow of the front paddle, so the front paddle can generate certain thrust and maintain high efficiency. In addition, the front and rear double propellers form a specific blade stagger angle design, so that after the tip vortex (7) of the front propeller falls off, the tip vortex passes through (does not collide with) the vicinity of the suction surface of the rear propeller (2), favorable interference is formed by the interaction of the tip vortex (7) of the front propeller and the boundary layer of the suction surface of the rear propeller (2), and the separation of the boundary layer of the suction surface is delayed, so that the thrust of the propeller is further improved, and the propulsion efficiency is improved (similar to the canard pneumatic layout of an airplane). In addition, the load of the front and rear double paddles is redistributed due to the reduced diameter of the front paddles. The load of the front propeller can be smaller than or equal to that of the rear propeller through design, so that cavitation of the front propeller is effectively controlled and even avoided. Thus, the influence of the cavitation of the front paddle on the structure and the performance of the rear paddle is also avoided.
Another object of the present invention is to provide a method for designing the independent canard hydrodynamic layout tandem propeller, which comprises the following steps:
step (ii) ofFirstly, after the model selection of the ship main engine is completed, the horsepower P of the main engine is obtainedSAnd determining the optimal rotating speed N of the propeller according to the rated rotating speed of the main engine, and obtaining the effective horsepower P of the ship from the master ship data or a pool testECurve line.
Step two, according to the data selected in the step one, inquiring
Mapping to determine maximum propulsive efficiency η0Diameter D of rear paddle2Pitch ratio P of rear propeller2/D2And the fastest possible speed V for the shipmax。
Step three, according to the parameters of the rear paddle obtained in the step two, the diameter D of the front paddle is determined by applying the ratio relation of the geometrical parameters of the front paddle and the rear paddle1Pitch ratio P of front propeller1/D1。
Step four, according to the distance L between the front paddle and the rear paddle and the diameter D of the rear paddle2Determining the distance L between the front paddle and the rear paddle according to the ratio relation; finally, an empirical formula is applied and combined with model experiments to determine the optimal leaf stagger angle theta.
In step three, the mathematical relationship between the front propeller pitch ratio and the rear propeller pitch ratio is as follows: p1/D1-P2/D20.1 or 0.2.
In the fourth step, the distance L between the front paddle and the rear paddle and the diameter D of the rear paddle2The ratio relationship of (A) to (B) is as follows: L/D20.2; the empirical formula for calculating the optimum stagger angle θ is:
α is a parameter determined by model test and is in the range of 5-10 deg.
Another object of the present invention is to provide a surface vessel, an underwater submarine, and an underwater robot equipped with the independent canard hydrodynamic layout tandem propeller.
It is another object of the present invention to provide an ocean platform incorporating the independent canard hydrodynamic layout tandem propeller.
The invention has the advantages and positive effects that: the characteristics of current equal diameter tandem screw and aircraft duck formula aerodynamic configuration structure that has superior aerodynamic performance have been combined, aim at further improve screw efficiency, reduce and even avoid screw cavitation, reduce screw exciting force. Research results show that after the duck-type hydrodynamic layout is adopted, the propelling efficiency can be improved by 3% -6%, and is even higher, and the cavitation performance is improved. The invention has the effects and benefits of further improving the propulsion efficiency of the propeller, effectively reducing or even avoiding the cavitation of the propeller, improving the hydrodynamic performance of the cavitation of the propeller, reducing the exciting force of the propeller and reducing the structural vibration and the radiation noise. The application of the duck-type hydrodynamic layout tandem propeller with high thrust, better cavitation performance and small excitation force can enable the surface ship and the submarine to have higher maneuvering performance and better stealth performance, and can improve the operational capacity of China navy. The invention has simple structure, is easy to install the new ship propeller and transform the old ship propeller, and has stronger practicability and applicability. The invention comprises an independent canard hydrodynamic layout tandem propeller and a propeller formed by modifying the existing conventional propeller. The invention can be used for designing surface ships, underwater submarines, underwater robots, ocean platforms and other water and underwater vehicle propellers.
Drawings
Fig. 1 is a flow chart of a design method of an independent canard hydrodynamic layout tandem propeller.
Fig. 2 is a side view of a canard hydrodynamic layout tandem propeller.
Fig. 3 is a front view of a canard hydrodynamic layout tandem propeller.
Fig. 4 is an isometric view of a canard hydrodynamic layout tandem propeller.
Fig. 5 is a schematic structural view of a duck hydrodynamic layout tandem propeller mounted at the stern of a container.
In the figure: 1-front propeller, 2-rear propeller, 3-hub cap, 4-propeller shaft, 5-hub, 6-front blade tip, 7-front blade tip vortex, 8-propeller inlet fluid, 9-propeller leading edge, 10-propeller trailing edge, 11-blade stagger angle, 12-hull, 13-rudder.
Fig. 6 is a comparison of propulsion efficiency of a canard hydrodynamic layout tandem propeller and an equal diameter tandem propeller at the same forward speed coefficient.
Fig. 7 is a comparison of propulsion efficiency of a canard hydrodynamic layout tandem propeller and an equal diameter tandem propeller at different forward speed coefficients.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1, a method for designing an independent canard hydrodynamic layout tandem propeller according to an embodiment of the present invention includes:
s101, obtaining the horsepower P of the ship main engineSAnd determining the optimal rotating speed N of the propeller according to the rated rotating speed of the main engine, and obtaining the effective horsepower P of the ship from the data or the test of the prototype shipECurve line.
S102, determining the highest propulsion efficiency η according to the data selected in the step S1010Diameter D of rear paddle2Pitch ratio P of rear propeller2/D2And the fastest possible speed V for the shipmax。
S103, determining the diameter D of the front paddle according to the data of the rear paddle obtained in the step S1021Pitch ratio P of front propeller1/D1。
S104, according to the distance L between the front paddle and the rear paddle and the diameter D of the rear paddle2The distance L between the front paddle and the rear paddle can be determined according to the ratio relation; and (4) applying an empirical formula and combining experiments to determine the optimal leaf stagger angle theta.
As shown in fig. 2 to 5, the independent canard hydrodynamic layout tandem propeller provided by the embodiment of the present invention includes a front propeller 1, a rear propeller 2, a hub cap 3, a propeller shaft 4, a hub 5, a hull 12 and a rudder 13. Wherein, a propeller hub 5 connected with the propeller shaft 4 is provided with a front propeller 1 and a rear propeller 2, and the diameter of the front propeller 1 is smaller than that of the rear propeller 2. The diameter of the front paddle 1 and the diameter of the rear paddle 2 are in the range of 0.75-0.95. The generatrix of any blade in the front blade 1 and the generatrix of a certain blade in the rear blade 2 form a specific blade stagger angle 11.
The propeller inflow 8 flows around the ship body, firstly flows through the propeller shaft 4, then sequentially flows through the front propeller 1, the propeller hub 5, the rear propeller 2 and the hub cap 3, and the front propeller tip vortex 7 comes from the front propeller blade tip 6; the blade tip 6 is located at the tip of the front paddle 1; when the incoming flow bypasses the propeller, it first passes the propeller blade leading edge 9, the blade body and finally leaves from the propeller blade trailing edge 10. An independent canard hydrodynamic layout tandem propeller is located between the hull 12 and the rudder 13.
The invention is further described with reference to specific examples.
Examples
In the GV embodiment of the present invention, a container ship is supposed to adopt a canard hydrodynamic layout tandem propeller for propulsion, and the detailed process for designing the propeller is as follows:
the method comprises the following steps: a preparation stage for obtaining the effective horsepower P of the ship from the prototype ship data or developing model testsEWith speed VSVarying profile for determining engine horsepower P based on selected engine modelSAnd determining the optimal rotating speed N of the propeller according to the rated rotating speed of the main machine.
Step two, determining the highest propulsion efficiency η according to the data selected in step one0Diameter D of rear paddle2Pitch ratio P of rear propeller2/D2And the fastest possible speed V for the shipmax。
Step three: applying the diameter D of the front propeller according to the data of the rear propeller obtained in the second step1Diameter D of rear propeller2The ratio relation of (A) can calculate the diameter D of the front paddle1Using the pitch ratio P of the front propeller1/D1And the pitch ratio P of the rear propeller2/D2The mathematical relationship of (A) can calculate the pitch ratio P of the front propeller1/D1。
Step four, according to the distance L between the front paddle and the rear paddle and the diameter D of the rear paddle2The distance L between the front paddle and the rear paddle can be determined according to the ratio relation; determining the best leaf by applying empirical formula and combining experimentsThe exact value of the stagger angle theta.
So far, the geometric parameters of the canard hydrodynamic layout tandem propeller are completely determined.
In the second step, the specific method is as follows: 1) selecting parameters such as a blade form (such as MAU or AU type), blade number Z (3 leaves or 4 leaves), disk surface ratio and the like; 2) according to the effective horsepower P of the shipECurve, preliminary selection of several speeds VSThe method is used for drawing an actual horsepower curve of the propeller after calculation, and the intersection point of the curve and the effective horsepower curve of the ship is a final result; 3) according to the horsepower P of the main engineSCalculating the horsepower P experienced by the propeller at different speedsD(ii) a 4) Calculating the advancing speed V of the propeller according to the selected ship speed and by combining the wake flow fraction of the ship and the likeA(ii) a 5) Calculating the horsepower coefficient (power coefficient) B received by the propeller at different speedsP(ii) a 6) Querying the blade type
The propulsion efficiency η of the duck-type hydrodynamic layout tandem propeller corresponding to different navigational speeds can be obtained by a map (obtained by performing model tests)0And diameter, pitch ratio, etc. of the rear propeller 7) η based on the propulsion efficiency of the propeller0And received horsepower PDCalculating the actual horsepower P of the propellerTE. 8) Drawing a curve according to the actual horsepower of the propeller at different sailing speeds, wherein the abscissa of the intersection point of the curve and the effective horsepower curve of the ship is the fastest sailing speed V which can be achieved by the shipmaxFrom this speed, the final efficiency η of the propeller can be determined0Diameter D of rear paddle2Pitch ratio P of rear propeller2/D2。
In the third step, the diameter D of the front propeller1Diameter D of rear propeller2The ratio of (A) to (B) is in the range of 0.75-0.95, the optimum value of the embodiment is about 0.8, and 0.8 is temporarily selected. The mathematical relationship between the front and rear pitch ratios is as follows: p1/D1-P2/D2＝0.1。
In the fourth step, the distance L between the front paddle and the rear paddle and the diameter D of the rear paddle2The ratio relationship of (A) to (B) is as follows: L/D20.2; calculating the best leafThe empirical formula for the stagger angle θ is:
α is a parameter determined by model experiments, and this example is 5 °.
In the embodiment, two kinds of canard hydrodynamic layout tandem propellers are designed by respectively selecting an AU type blade and a B type blade.
The invention is further described below in connection with numerical testing of the propeller model.
Fig. 6 is a comparison of the efficiency of the canard hydrodynamic layout tandem propeller and the equal diameter tandem propeller at the same forward speed coefficient.
Fig. 7 is a comparison of the efficiency of the canard hydrodynamic layout tandem propeller and the equal diameter tandem propeller at different forward speed coefficients.
As can be proved from fig. 6 and 7, after the tandem propeller is propelled by adopting the duck-type hydrodynamic layout, the propulsion efficiency is improved to different degrees at different propulsion speed coefficients.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (9)
1. An independent canard hydrodynamic layout tandem propeller, comprising:
a front paddle and a rear paddle are mounted on a paddle hub connected with the propeller shaft, and the diameter of the front paddle is smaller than that of the rear paddle; the ratio of the diameter of the front paddle to the diameter of the rear paddle ranges from 0.75 to 0.95.
2. The standalone canard hydrodynamic layout tandem propeller of claim 2, wherein the optimal ratio of the diameter of the front paddle to the diameter of the rear paddle varies with the type of propeller selected.
3. The independent canard hydrodynamic layout tandem propeller of claim 1, wherein an included angle between a generatrix of any one of the front paddles and a generatrix of one of the rear paddles is a specific stagger angle.
4. The standalone canard hydrodynamic layout tandem propeller of claim 1, wherein other energy saving devices can be installed on the tandem propeller, said energy saving devices including a front stator, spinner fins, ducts.
5. A design method of the independent canard hydrodynamic layout tandem propeller as claimed in any one of claims 1 to 4, wherein the design method comprises the following steps:
step one, obtaining the horsepower P of a ship main engineSOptimum speed N of propeller, effective horsepower P of shipEA curve;
step two, according to the data selected in the step one, the application
Mapping to determine maximum propulsive efficiency η0Diameter D of rear paddle2Pitch ratio P of rear propeller2/D2；
Step three, determining the diameter D of the front propeller by applying a relation of geometrical parameters of the front propeller and the rear propeller according to the data of the rear propeller obtained in the step two1Pitch ratio P of front propeller1/D1；
Step four, according to the distance L between the front paddle and the rear paddle and the diameter D of the rear paddle2The ratio relationship determines the distance L of the front and rear paddles and determines the optimum stagger angle θ.
6. The design method according to claim 5, wherein in the first step, the optimal speed N of the propeller is determined according to the rated speed of the main engine, and the effective horsepower P of the ship is obtained from the prototype ship data or testEA curve;
in the second step, the method is further carried outDetermining the fastest possible speed V for a shipmax。
7. The design method of claim 6, wherein in step three, the mathematical relationship between the forward pitch ratio and the aft pitch ratio is as follows: p1/D1-P2/D20.1 or 0.2.
8. The design method of claim 6, wherein in step four, the distance L between the front paddle and the rear paddle and the diameter D of the rear paddle in step four2The ratio relationship of (A) to (B) is as follows: L/D20.2; the empirical formula for calculating the optimum stagger angle θ is:
α is a parameter determined by model test and is in the range of 5-10 deg.
9. A surface vessel, an underwater submarine, an underwater robot or an ocean platform provided with the independent canard hydrodynamic layout tandem propeller thruster as claimed in any one of claims 1 to 6.
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Cited By (2)
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| CN112061361A (en) * | 2020-10-10 | 2020-12-11 | 宁波海伯集团有限公司 | Marine propeller |
| EP4309995A1 (en) * | 2022-07-21 | 2024-01-24 | Solas Science & Engineering Co., Ltd. | Marine accelerating propeller |
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| EP4309995A1 (en) * | 2022-07-21 | 2024-01-24 | Solas Science & Engineering Co., Ltd. | Marine accelerating propeller |
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