CN214690113U - Tail vortex recovery device behind marine propeller - Google Patents
Tail vortex recovery device behind marine propeller Download PDFInfo
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- CN214690113U CN214690113U CN202120832385.3U CN202120832385U CN214690113U CN 214690113 U CN214690113 U CN 214690113U CN 202120832385 U CN202120832385 U CN 202120832385U CN 214690113 U CN214690113 U CN 214690113U
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Abstract
The utility model discloses a stern vortex recovery device of a ship propeller, which is arranged at the tail part of a ship body, wherein the tail part of the ship body is provided with a propeller and a rudder horn, and the rudder horn is positioned behind the propeller; the rudder horn is provided with a free impeller which can passively rotate when the propeller rotates, and the free impeller is positioned between the rudder horn and the propeller; the free impeller comprises a free impeller hub part and free impeller blades fixedly arranged on the free impeller hub part; the free-blade hub portion and the propeller hub are not in contact; the rotational axis of the free-blade hub portion and the rotational axis of the propeller hub coincide; the diameter of the free impeller is not less than the diameter of the propeller. The utility model discloses set up free impeller on hanging the rudder arm, this free impeller need not power device and drives, only leans on the partial screw wake drive of retrieving in the oar dish face, has realized better energy-conserving effect.
Description
Technical Field
The utility model relates to a boats and ships technical field, in particular to stern whirlpool recovery unit behind oar for boats and ships.
Background
In all the civil operation ships, the propeller is the most widely applied propulsion form. Conventional propeller propulsion system as shown in fig. 1, a hull 90 is provided aft with a propeller 91 and a rudder horn 92. When the propeller 91 rotates to push the ship to advance, the rotating wake condition caused by the propeller operation is shown in fig. 1. The helix 93 behind the propeller in fig. 1 represents the rotating wake caused by the operation of the propeller, and the boundary line 94 represents the boundary of the rotating wake. According to the principle that the propeller pushes the ship body to advance, the water flow pushed horizontally backwards is the part of the propeller which effectively does work, and the rotation of the wake flow is the part which wastes energy.
In the prior art, a device for recovering the rotation energy of the propeller wake vortex is mainly divided into two attached forms.
The first kind of attached body is hub cap fin, and the energy-saving attached body is fixed at the tail end of a propeller shaft, rotates along with the propeller, and disturbs water flow through blades on the energy-saving attached body to achieve the purpose of saving energy. The power of the propeller is driven by a shaft, namely the power is provided by a ship main engine to drive, and meanwhile, the weight and the stress of the propeller are transmitted to a propeller main shaft in a rigid body connection mode. Due to the special installation position, although the gravity borne by the appendage is limited, the force arm is long, and the existence of the force arm is a significant limiting factor for the strength and stress characteristics of the paddle shaft, the bearing and other related connecting structures. Meanwhile, according to the test measurement result, the energy-saving effect of the energy-saving appendage is usually about 2 percent and is not considerable.
The second is an appendage structure attached to the rudder, such as a rudder ball, a rudder attached thrust fin, a twisted rudder, etc. The structure is a fixed structure and does not need to rotate, so that power driving is not needed, the main principle of energy saving is that the additional thrust borne by the appendage when the appendage rotates in the wake of the propeller is larger than the resistance caused by the appendage, or the resistance borne by the rudder is reduced due to the appendage, but the appendage is added or the shape is changed to adapt to the rotating wake of the propeller. However, such attachments are usually limited to a local area to avoid excessive drag increase, and most of the energy in the rotor wake is not recovered, so the energy saving effect is limited. According to statistics, the energy-saving effect is usually at the level of 0.5% -1.5%. In addition, because the structure of the rudder is the characteristic of the external skin of the internal skeleton and the rigid connection form of the rudder, the structural design form which is compatible with the strength also becomes one of the limiting factors.
SUMMERY OF THE UTILITY MODEL
The to-be-solved technical problem of the utility model is to provide a tail vortex recovery unit behind oar for boats and ships in order to overcome the above-mentioned defect that prior art exists.
The utility model discloses an above-mentioned technical problem is solved through following technical scheme:
a stern vortex recovery device for a ship propeller is arranged at the tail of a ship body, a propeller and a rudder horn are arranged at the tail of the ship body, and the rudder horn is positioned behind the propeller; the rudder horn is provided with a free impeller which can passively rotate when the propeller rotates, and the free impeller is positioned between the rudder horn and the propeller; the free impeller comprises a free impeller hub part and free impeller blades fixedly arranged on the free impeller hub part; the free-blade hub portion and the propeller hub are not in contact; the rotational axis of the free-blade hub portion and the rotational axis of the propeller hub coincide; the diameter of the free impeller is not less than the diameter of the propeller.
The rudder horn is provided with a shafting system, and the free impeller hub part is connected with the shafting system in a shaft mode.
The free-blade hub part and the shafting system are in watertight connection.
The front end part of the shafting system is circular, and the diameter of the rear end part of the hub part of the free blade is not smaller than that of the front end part of the shafting system.
The diameter of the front end of the hub portion of the free blade is not greater than the diameter of the rear end of the propeller hub.
The distance between the front end of the rudder horn and the blade of the free impeller is not less than 10 mm.
The diameter of the free impeller is 1.1-1.7 times of the diameter of the propeller.
The number of the free impeller blades is 3-13.
The number of propeller blades is 3-7.
The bottom of the rudder horn is located below the axis of rotation of the propeller hub.
The beneficial effects of the utility model reside in that: the utility model discloses set up free impeller on hanging the rudder arm, this free impeller need not power device and drives, only leans on the partial screw wake drive of retrieving in the oar dish face, has realized good energy-conserving effect.
Drawings
Fig. 1 is a diagram illustrating a state of a rotating wake flow of a conventional propeller during operation.
Fig. 2 is a schematic structural diagram of a preferred embodiment of the present invention.
Fig. 3 is a diagram illustrating the rotating wake state of the propeller according to the preferred embodiment of the present invention.
Detailed Description
The present invention will be more clearly and completely described below with reference to the accompanying drawings.
As shown in fig. 2 and 3, the device for recovering the wake vortex after the ship oar is arranged at the tail part of a ship body 10, the tail part of the ship body 10 is provided with a propeller 20 and a rudder horn 40, and the rudder horn 40 is positioned behind the propeller 20; the rudder horn 40 is provided with a free blade wheel 30 which can be passively rotated when the propeller is rotated, and the free blade wheel 30 is positioned between the rudder horn 40 and the propeller 20.
The free impeller 30 includes a free impeller hub portion 31 and a free impeller blade 32 fixed to the free impeller hub portion.
The free-blade hub portion 31 and the propeller hub 21 do not contact. The diameter of the front end of the free-blade hub portion 31 is not greater than the diameter of the rear end of the propeller hub 21.
The rotational axis 33 of the free-blade hub portion 31 and the rotational axis 23 of the propeller hub 21 coincide.
The diameter of the free impeller 30 is not smaller than the diameter of the propeller 20. Preferably, the diameter of the free impeller 30 is 1.1 to 1.7 times of the diameter of the propeller 20.
In the preferred scheme, the number of the free impeller blades 32 is 3-13; the number of the propeller blades 22 is 3 to 7.
The rudder horn 40 is provided with a shafting system 41, and the free blade hub portion 31 is coupled to the shafting system 41. The free-blade hub portion 31 and the shafting system 41 are watertight connections.
The front end of the shafting system 41 is circular, and the diameter of the rear end of the free-blade hub portion 31 is not smaller than the diameter of the front end of the shafting system 41.
The distance between the front end 42 of the rudder hanging arm and the blade of the free impeller is not less than 10 mm. The free impeller blade can not touch the rudder horn when rotating, and the interference of the rudder horn on the rotation of the free impeller blade can be avoided.
The bottom of the rudder horn 40 is located below the rotational axis 23 of the propeller hub.
The utility model discloses a rear-mounted free impeller economizer who acts on boats and ships propulsion system. The state of the propeller rotating wake during operation of the utility model is shown in figure 3.
To clearly illustrate the energy saving principle, the free impeller blade 32 is virtually divided into a free impeller blade inner region 321 and a free impeller blade outer region 322. The free impeller blade inner region 321 and the free impeller blade outer region 322 are bounded by the intersection of the radial boundary 81 of the propeller rotation wake and the free impeller blades.
It should be noted that the free impeller blade inner area 321 and the free impeller blade outer area 322 are only used for describing the energy saving principle, and the free impeller blade 32 is not distinguished from each other in the real object, and the free impeller blade 32 is also a whole in the real object.
After the rotating wake of the propeller has flowed through the free-impeller-blade inner region 321, the rotating wake drives the free impeller blades 32 to rotate about the rotational axis 33 of the free-impeller hub in the same direction as the propeller blades 22.
The free impeller passively rotates and simultaneously blocks the rotating wake flow caused by the stirring of the propeller, so that the axial component of the wake flow is kept and the circumferential component of the wake flow is reduced, and thus, the unstable hydrodynamic torque around the rudder shaft 51, which is acted on the rudder blade 50 by the rotating wake flow of the propeller, tends to be stable.
As shown in fig. 3, the pitch of the propeller wake spiral line 80 after the free impeller is applied is greatly increased, and thus the circumferential energy waste caused by the propeller induction is largely recovered.
The free impeller blade inner area 321 is acted by the propeller wake and rigidly drives the free impeller blade outer area 322 and the free impeller hub 31 to rotate at the same speed. Wherein the free impeller blade outer area 322 is designed similarly to the propeller blades 22, and can push water flow to the stern in a rotating mode so as to generate thrust to push the ship to advance. Thus, the rotational energy recovered from the propeller wake achieves the goal of energy conservation by propelling the water stream to do useful work. The utility model discloses a device can reach the energy-conserving effect more than 5%.
From the angle that the screw wake vortex was retrieved, the utility model discloses well free impeller covers full oar quotation region to can retrieve more energy loss. This solves the limited disadvantage of energy recovery in the prior art. But at the same time, the energy recovery degree also depends on the relationship between the resistance received by the free impeller and the additional thrust generated by the free impeller, and when the thrust is greater than the resistance, the energy conservation can be realized.
The free impeller is connected in a mode that the free impeller is arranged on the rudder horn and is close to the rudder horn, and the arrangement mode can shorten the force arm caused by the existence of the free impeller as much as possible, so that the shafting burden is reduced. The arrangement form effectively solves the problem that the hub cap fins in the prior art cause shafting burden due to the arrangement position, and is a more reasonable arrangement form.
The utility model discloses well free impeller does not need power drive, therefore the boats and ships host computer need not divide power to drive its rotation, and is corresponding, and its power mainly comes from the rotatory energy in the screw wake. This also avoids the prior art form of spinner fin rotation requiring the main machine to draw power to drive, thereby avoiding energy losses at the power output.
The utility model discloses a free impeller structure is the casting, and this provides lower requirement to energy saving device behind the oar among the production technology and the structural strength among the prior art, only need the assembly can.
The utility model discloses well free impeller can effectively compensate among the prior art arm of force overlength, consumption host computer power, structural style are strict and four limited drawbacks of energy-conserving effect, is more perfect reasonable energy-conserving accessory form.
The utility model discloses set up free impeller on hanging the rudder arm, this free impeller need not power device and drives, only leans on the partial screw wake drive of retrieving in the oar dish face, has realized better energy-conserving effect.
Although specific embodiments of the present invention have been described above, it will be understood by those skilled in the art that this is by way of example only and that the scope of the invention is defined by the appended claims. Various changes and modifications to these embodiments may be made by those skilled in the art without departing from the spirit and the principles of the present invention, and these changes and modifications are all within the scope of the present invention.
Claims (10)
1. A stern vortex recovery device for a ship propeller is arranged at the tail of a ship body, a propeller and a rudder horn are arranged at the tail of the ship body, and the rudder horn is positioned behind the propeller; the propeller rudder horn is characterized in that a free impeller which can passively rotate when the propeller rotates is arranged on the rudder horn, and the free impeller is positioned between the rudder horn and the propeller; the free impeller comprises a free impeller hub part and free impeller blades fixedly arranged on the free impeller hub part; the free-blade hub portion and the propeller hub are not in contact; the rotational axis of the free-blade hub portion and the rotational axis of the propeller hub coincide; the diameter of the free impeller is not less than the diameter of the propeller.
2. The device for recovering wake vortexes after oar of claim 1, wherein the rudder horn is provided with a shafting system, and the hub of the free impeller is connected with the shafting system.
3. The stern vortex recovery apparatus of claim 2, wherein the free-blade hub portion and the shafting system are in watertight connection.
4. The device for recovering wake vortex after oar for ship of claim 2, wherein the front end of the shafting system is circular, and the diameter of the rear end of the hub part of the free blade is not smaller than that of the front end of the shafting system.
5. The stern vortex recovery apparatus for a marine propeller as claimed in claim 1, wherein the diameter of the front end portion of the hub portion of the free blade is not larger than the diameter of the rear end of the hub of the propeller.
6. The device for recovering wake vortex after oar of claim 1, wherein the distance between the front end of the rudder horn and the blade of the free impeller is not less than 10 mm.
7. The device for recovering wake vortexes after the ship propeller according to claim 1, wherein a diameter of the free impeller is 1.1 to 1.7 times a diameter of the propeller.
8. The device for recovering wake vortexes after oar for ships according to claim 1, wherein the number of the free impeller blades is 3 to 13.
9. The device for recovering the aft wake vortex of the marine propeller as claimed in claim 1, wherein the number of the propeller blades is 3 to 7.
10. The aft wake vortex recovery apparatus for a marine blade of claim 1 wherein the bottom of the rudder horn is located below the axis of rotation of the propeller hub.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120832385.3U CN214690113U (en) | 2021-04-22 | 2021-04-22 | Tail vortex recovery device behind marine propeller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120832385.3U CN214690113U (en) | 2021-04-22 | 2021-04-22 | Tail vortex recovery device behind marine propeller |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214690113U true CN214690113U (en) | 2021-11-12 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202120832385.3U Active CN214690113U (en) | 2021-04-22 | 2021-04-22 | Tail vortex recovery device behind marine propeller |
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| Country | Link |
|---|---|
| CN (1) | CN214690113U (en) |
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2021
- 2021-04-22 CN CN202120832385.3U patent/CN214690113U/en active Active
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