CN113581432A - Underwater sectional type auxiliary propulsion rotor of ship - Google Patents
Underwater sectional type auxiliary propulsion rotor of ship Download PDFInfo
- Publication number
- CN113581432A CN113581432A CN202110920785.4A CN202110920785A CN113581432A CN 113581432 A CN113581432 A CN 113581432A CN 202110920785 A CN202110920785 A CN 202110920785A CN 113581432 A CN113581432 A CN 113581432A
- Authority
- CN
- China
- Prior art keywords
- rotor
- section rotor
- inner tower
- ship
- tower
- Prior art date
- Legal status (The legal status 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 status listed.)
- Pending
Links
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 11
- 230000008878 coupling Effects 0.000 claims description 2
- 238000010168 coupling process Methods 0.000 claims description 2
- 238000005859 coupling reaction Methods 0.000 claims description 2
- 230000000694 effects Effects 0.000 description 7
- 239000012530 fluid Substances 0.000 description 5
- 230000008859 change Effects 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 2
- 241001391944 Commicarpus scandens Species 0.000 description 1
- 230000002596 correlated effect Effects 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H1/00—Propulsive elements directly acting on water
- B63H1/02—Propulsive elements directly acting on water of rotary type
- B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
- B63H1/14—Propellers
-
- 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
- B63H1/04—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H1/00—Propulsive elements directly acting on water
- B63H1/02—Propulsive elements directly acting on water of rotary type
- B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
- B63H1/14—Propellers
- B63H1/26—Blades
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
- B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63J—AUXILIARIES ON VESSELS
- B63J3/00—Driving of auxiliaries
- B63J3/04—Driving of auxiliaries from power plant other than propulsion power plant
- B63J2003/046—Driving of auxiliaries from power plant other than propulsion power plant using wind or water driven turbines or impellers for power generation
Landscapes
- 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
The invention aims to provide an underwater sectional type auxiliary propulsion rotor for a ship, which comprises an inner tower, a first section rotor, a second section rotor, a first driving motor and a second driving motor, wherein the inner tower comprises an upper inner tower and a lower inner tower, the upper inner tower is fixed on a ship, the lower inner tower and the upper inner tower are connected together through a coupler, the first section rotor is positioned outside the upper inner tower, the second section rotor is positioned outside the lower inner tower, the first section rotor and the second section rotor are respectively connected with respective connecting rods through connecting flanges, the respective connecting rods are respectively connected with the upper inner tower and the lower inner tower through inner tower bearings, the first driving motor is positioned in a cabin and connected with the upper inner tower, and the second driving motor is positioned in the second section rotor and connected with the lower inner tower. The invention can adapt to the flooding depth of the rotor and adjust the rotating speed of the rotor. Therefore, the wake flow loss behind the propeller is better absorbed, the energy of the wake flow is converted into thrust, the traditional steering engine can be replaced, two functions are integrated on one device, and the stern arrangement is optimized.
Description
Technical Field
The invention relates to a ship propulsion device, in particular to a ship propulsion rotor.
Background
The magnus effect is a fluid phenomenon based on the bernoulli principle and the coanda effect. Similar to the wing theory, when a rotating cylindrical rotor is subjected to the flow action of a transverse fluid, the velocity field of the fluid surrounding the cylinder will be altered due to the viscous forces of the water flow. According to Bernoulli's principle, the pressure field in the flow field is changed due to the change of the velocity field, the pressure at the end with high velocity is reduced, and the pressure at the end with low velocity is increased. The pressure field changes to form a resultant pressure force P towards the part with the slower flow rate, which is the magnus effect.
At present, most of devices for recovering stern wake energy are high in manufacturing cost, complex in structure, poor in energy-saving effect and limited in ship shape during use. The appearance of boosting rotor under water is cylinder simple structure, can replace the work of rudder, and can produce the boosting, practices thrift marine fuel, but traditional rotor mostly uses the single-section formula as the owner to can not adapt to by the rotor submerge dark pressure differential that produces, and the big or small direction of thrust that the different productions of velocity field that the influence of boats and ships wake leads to all has different problems.
Disclosure of Invention
The invention aims to provide an underwater sectional type auxiliary propulsion rotor for a ship, which can adapt to the submerging depth of a rotor and adjust the rotating speed of the rotor, thereby better absorbing the wake flow loss behind a propeller and converting the energy of the wake flow loss into thrust.
The purpose of the invention is realized as follows:
the invention relates to an underwater sectional type auxiliary propulsion rotor of a ship, which is characterized in that: including interior tower, first section rotor, the second section rotor, first driving motor, second driving motor, interior tower includes interior tower and lower interior tower, it is fixed in on the ship to go up interior tower, it is in the same place through the shaft coupling connection with last interior tower to go up interior tower down, first section rotor is located the tower outside in, the second section rotor is located the tower outside in down, first section rotor and second section rotor are respectively through flange joint respective connecting rod, respective connecting rod is respectively through interior tower bearing connection interior tower and lower interior tower, first driving motor is located the cabin and connects the interior tower in the connection, second driving motor is located the second section rotor and connects lower interior tower.
The present invention may further comprise:
1. the first section rotor and the second section rotor are positioned behind the propeller, the distance between the first section rotor and the propeller is 0.6-0.8 times of the diameter of the propeller, and the first section rotor and the second section rotor are positioned below the water surface.
2. For a single-paddle ship, the first section rotor and the second section rotor are arranged on two sides of the vertical diameter of the propeller, and for a double-paddle ship, the first section rotor and the second section rotor are arranged in the middle of the vertical diameter of the double-paddle ship.
The invention has the advantages that: the invention can adapt to the flooding depth of the rotor and adjust the rotating speed of the rotor. Therefore, the wake flow loss behind the propeller is better absorbed, the energy of the wake flow is converted into thrust, the traditional steering engine can be replaced, two functions are integrated on one device, and the stern arrangement is optimized.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic view of the operation of a twin-oar vessel rotor;
fig. 3 is a schematic view of the operation of a single-oar ship rotor.
Detailed Description
The invention will now be described in more detail by way of example with reference to the accompanying drawings in which:
with reference to fig. 1-3, the invention arranges a multi-section rotor at the tail of a ship, the rotor is fixed with an inner tower 2 through a fixing rod 5, the inner tower 2 is static and different and is fixed with a ship body, the rotor is directly driven by a motor, a first driving motor 11 drives the upper half rotor in a gear connection mode, a second driving motor 10 directly drives the lower half rotor, the two sets of motors have independent control systems and sensors, and the multi-section rotor is arranged behind a propeller. For a single-paddle ship, double rotors are arranged on two sides of the vertical diameter of the propeller, and for a double-paddle ship, the double rotors are arranged in the middle of the vertical diameter of the double paddles.
The two sections of rotors of the invention share one inner tower 2, and the rotors are divided into two sections and are respectively fixed on the inner tower 2 through a connecting rod 5, an inner tower bearing 4 and a connecting flange 8. The double-section rotor and the motor are used for adjusting the rotating speed of the rotor according to different water flow speeds and pressures. The speed field of the surrounding fluid is changed through the rotor, and certain boosting force is generated on the rotor. The sum of the thrust forces generated by the plurality of rotors is transmitted to the hull through the inner tower 2.
The rotor and the inner tower bearing 4 are arranged outside the inner tower 2, the inner tower 2 is fixed, the rotor rotates relative to the inner tower, and the first driving motor 11 is arranged in the cabin and drives the rotor through a gear structure. The second driving motor 10 and the lower part of the inner tower 2 are fixed to drive the rotors to rotate, the rotors rotate to drive the pressure field of surrounding water flow to change, pressure is generated to act on the two sections of rotors, resultant force exerted on the two rotors is transmitted to the inner tower 2 through the connecting rod 5, and is transmitted to a ship body through the inner tower 2 and the inner tower base 1.
The rotor is arranged behind the propeller, the distance between the rotor and the propeller is 0.6-0.8 times of the diameter of the propeller, the axis of the rotor is distributed on two sides of the vertical diameter of the propeller or in the middle of the vertical diameter of the double helix, and the rotor can not float out of the water.
The real-time rotating speeds and powers of the first driving motor 11 and the second driving motor 10 are different, and the first driving motor and the second driving motor have two sets of independent control systems and sensors. The real-time rotating speed and power are determined by the control system according to the water depth and the navigation speed at different positions.
According to the Magnus effect, the rotor rotates to change the surrounding flow field according to different incoming flow directions, so that the boosting can be carried out during navigation, and the ship steering can also be assisted.
As shown in the figure, when the ship advances, the propeller generates wake flow, and in order to absorb energy in the wake flow of the propeller and generate additional thrust for the ship, a segmented boosting rotor shown in the figure 1 is additionally arranged. With reference to fig. 1 to 3, the present invention comprises a pair of sectional rotor structures, wherein two sets of independently controlled driving motors comprise a second driving motor 10, a first driving motor 11, transmission gears 3 and 12, a connecting rod 5, and a rotor housing 6 capable of freely rotating, wherein the rotor housing is connected with the connecting rod 5 through a connecting flange 8, the other end of the connecting rod is connected to a bearing 4 fixed on an inner tower, the inner tower bearing needs to have a waterproof sealing design, the length of the rotor does not exceed the draught of a ship and can not be exposed out of the water, and the diameter of the rotor is 0.5 to 0.8 times of the diameter of a propeller. The rotor structure is characterized in that two rotors of a single-oar ship are positioned on two sides of a propeller, and a double rotor is positioned in the middle of the two propellers of a multi-oar ship, the first driving motor 11 and the second driving motor 10 can respectively and independently control the rotating speed of the upper rotor and the lower rotor so as to adapt to the water flow speed and the pressure of different depths, and the driving device can provide enough torque and rotating speed for the rotors.
When the double rotors rotate oppositely at the angular speed omega, under the action of the propeller wake flow speed V0, the boosting forces F1 and F2 can be generated through the Magnus effect, and therefore the energy utilization rate of the ship in sailing is improved. The lateral force generated when the double rotors rotate in the same direction can also assist the steering of the ship, so that the maneuverability of the ship is increased, and the turning radius of the ship can be obviously reduced.
Due to the viscosity of water, the ship drives surrounding fluid to move to form wake flow when moving, the speed in the surrounding flow field is in gradient distribution, and the pressure is also in uneven distribution due to deep submerging.
Γ＝-π2d2f (1)
F＝-ρΓV (2)
The auxiliary propelling rotor is boosted by changing the rotating speed of the two sides of the rotor to generate pressure difference through rotation, when the speed field and the pressure field of the rotor are uneven, the rotor is uneven in stress, easy to break and the like, and the propelling efficiency is influenced. And the boosting force of the rotor is positively correlated with the flow field speed and the radius according to the Kutta-joukowski theorem, so that the lower half part has a relatively fast rotating speed and the upper half part has a relatively slow rotating speed and a large diameter. The double-section rotor uses different motors to control the rotating speed of the double-section rotor, so that better balance can be generated between the output energy of the motors and the boosting force generated by the rotors, and the boosting efficiency of the rotors is improved.
According to the rotor principle, the larger the number of stages of the multi-stage boosting rotor, the higher the boosting efficiency and the longer the service life, but the excessive number of stages of the rotor leads to the increase of the arrangement of the transmission equipment and the manufacturing cost of the rotor. Therefore, when the diameter of the propeller is below 6m, the double-section rotor can be used comprehensively.
In summary, the invention discloses an underwater sectional type auxiliary propulsion rotor for a ship, which comprises a pair of sectional type rotor structures, two sets of first driving motors 11 and second driving motors 10 which are independently controlled, a connecting rod 5 and a rotor shell 6 which can rotate freely, wherein for a single-propeller ship, two rotors are symmetrically arranged at two sides of a distributed propeller, and for a double-propeller ship, two rotors are symmetrically arranged between the two propellers. According to different working conditions of the ship, the rotating speed of the rotor is adjusted through the driving device, and the purpose of boosting is achieved by steering. The principle is the same as the magnus effect.
Claims (3)
1. An underwater sectional type auxiliary propulsion rotor of a ship is characterized in that: including interior tower, first section rotor, the second section rotor, first driving motor, second driving motor, interior tower includes interior tower and lower interior tower, it is fixed in on the ship to go up interior tower, it is in the same place through the shaft coupling connection with last interior tower to go up interior tower down, first section rotor is located the tower outside in, the second section rotor is located the tower outside in down, first section rotor and second section rotor are respectively through flange joint respective connecting rod, respective connecting rod is respectively through interior tower bearing connection interior tower and lower interior tower, first driving motor is located the cabin and connects the interior tower in the connection, second driving motor is located the second section rotor and connects lower interior tower.
2. An underwater segmented auxiliary propulsion rotor for a marine vessel as claimed in claim 1, wherein: the first section rotor and the second section rotor are positioned behind the propeller, the distance between the first section rotor and the propeller is 0.6-0.8 times of the diameter of the propeller, and the first section rotor and the second section rotor are positioned below the water surface.
3. An underwater segmented auxiliary propulsion rotor for a marine vessel as claimed in claim 1, wherein: for a single-paddle ship, the first section rotor and the second section rotor are arranged on two sides of the vertical diameter of the propeller, and for a double-paddle ship, the first section rotor and the second section rotor are arranged in the middle of the vertical diameter of the double-paddle ship.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110920785.4A CN113581432A (en) | 2021-08-11 | 2021-08-11 | Underwater sectional type auxiliary propulsion rotor of ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110920785.4A CN113581432A (en) | 2021-08-11 | 2021-08-11 | Underwater sectional type auxiliary propulsion rotor of ship |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113581432A true CN113581432A (en) | 2021-11-02 |
Family
ID=78257263
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110920785.4A Pending CN113581432A (en) | 2021-08-11 | 2021-08-11 | Underwater sectional type auxiliary propulsion rotor of ship |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113581432A (en) |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4576581A (en) * | 1981-11-30 | 1986-03-18 | Borg John L | Reversible Magnus propeller |
| JPS61247594A (en) * | 1985-04-25 | 1986-11-04 | Mitsubishi Heavy Ind Ltd | Reaction rudder device with rotor |
| JPH01269696A (en) * | 1988-04-20 | 1989-10-27 | Ishikawajima Harima Heavy Ind Co Ltd | Ship |
| CN1539704A (en) * | 2003-04-21 | 2004-10-27 | 张环蚀 | Propeller of gyroscopic effect of rotor |
| US20120083172A1 (en) * | 2010-10-05 | 2012-04-05 | Al Babtain Ahmed Abdulrahman A | Auxiliary marine vessel propulsion system |
| KR20140070070A (en) * | 2012-11-30 | 2014-06-10 | 삼성중공업 주식회사 | Vessel having auxiliary propulsion apparatus |
| CN106915425A (en) * | 2017-03-21 | 2017-07-04 | 哈尔滨工程大学 | A kind of longitudinal Drum-type ship auxiliary pull apparatus |
| CN110254677A (en) * | 2019-06-25 | 2019-09-20 | 哈尔滨工程大学 | A kind of novel ice-breaking rudder based on Magnus effect |
-
2021
- 2021-08-11 CN CN202110920785.4A patent/CN113581432A/en active Pending
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4576581A (en) * | 1981-11-30 | 1986-03-18 | Borg John L | Reversible Magnus propeller |
| JPS61247594A (en) * | 1985-04-25 | 1986-11-04 | Mitsubishi Heavy Ind Ltd | Reaction rudder device with rotor |
| JPH01269696A (en) * | 1988-04-20 | 1989-10-27 | Ishikawajima Harima Heavy Ind Co Ltd | Ship |
| CN1539704A (en) * | 2003-04-21 | 2004-10-27 | 张环蚀 | Propeller of gyroscopic effect of rotor |
| US20120083172A1 (en) * | 2010-10-05 | 2012-04-05 | Al Babtain Ahmed Abdulrahman A | Auxiliary marine vessel propulsion system |
| KR20140070070A (en) * | 2012-11-30 | 2014-06-10 | 삼성중공업 주식회사 | Vessel having auxiliary propulsion apparatus |
| CN106915425A (en) * | 2017-03-21 | 2017-07-04 | 哈尔滨工程大学 | A kind of longitudinal Drum-type ship auxiliary pull apparatus |
| CN110254677A (en) * | 2019-06-25 | 2019-09-20 | 哈尔滨工程大学 | A kind of novel ice-breaking rudder based on Magnus effect |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| ES2213352T3 (en) | PROPULSION SYSTEM. | |
| CN102001434B (en) | Differential marine cycloidal propelling device | |
| CN102069902A (en) | Small oil-filled full-scale deflection vector propeller thruster | |
| CN100348458C (en) | Fish shape simulating nacelle propeller | |
| CN109625222A (en) | A kind of scientific investigation ship with podded propulsion system | |
| KR100388140B1 (en) | Watercraft drive with a rudder propeller | |
| CN201211925Y (en) | Liftable pod propulsion driven by permanent-magnetic electric machine | |
| CN109178268B (en) | External drive type marine propulsion system | |
| CN202046433U (en) | Small-sized oil-filled full-deflection vector propeller | |
| CN110539866B (en) | Combined propeller | |
| CN112124546A (en) | Contra-rotating pod propeller with propellers on same side | |
| CN112441209A (en) | Double-guide-vane bidirectional-inflow shaftless side-pushing device | |
| CN113581432A (en) | Underwater sectional type auxiliary propulsion rotor of ship | |
| CN103963949A (en) | Ship wind thruster | |
| CN114044118A (en) | Ship shaftless propulsion system combined with stabilizer fin | |
| CN211076299U (en) | High-thrust spiral propeller for ship | |
| CN213566416U (en) | Contra-rotating pod propeller with propellers on same side | |
| CN210618431U (en) | Permanent magnet motor co-rotating pod propeller | |
| RU2670341C1 (en) | Engine-propulsion module of ring structure | |
| CN107632612B (en) | Inside and outside combined type attitude control underwater vehicle | |
| US20070014669A1 (en) | Centrifugal engine | |
| CN110562422A (en) | Superstrong spiral propeller for ship | |
| CN114524072B (en) | Full-rotation propeller based on coanda effect | |
| CN212267811U (en) | Underwater tandem type co-rotating propeller equipment | |
| CN219277770U (en) | Tandem rudder propeller |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20211102 |