KR101911100B1 - Propulsion improving apparatus of ship - Google Patents

Propulsion improving apparatus of ship Download PDF

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Publication number
KR101911100B1
KR101911100B1 KR1020130088845A KR20130088845A KR101911100B1 KR 101911100 B1 KR101911100 B1 KR 101911100B1 KR 1020130088845 A KR1020130088845 A KR 1020130088845A KR 20130088845 A KR20130088845 A KR 20130088845A KR 101911100 B1 KR101911100 B1 KR 101911100B1
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KR
South Korea
Prior art keywords
duct
ship
propeller
flow path
propulsion
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Application number
KR1020130088845A
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Korean (ko)
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KR20150014041A (en
Inventor
이창열
이윤식
허의범
이강훈
한명륜
Original Assignee
현대중공업 주식회사
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Priority to KR1020130088845A priority Critical patent/KR101911100B1/en
Publication of KR20150014041A publication Critical patent/KR20150014041A/en
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Publication of KR101911100B1 publication Critical patent/KR101911100B1/en

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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

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

A ship propulsion improvement apparatus having a lightweight structure according to an embodiment of the present invention includes an asymmetrical duct installed in front of a ship propeller to guide a flow of fluid, And has a tapered structure with a narrow width.

Description

[0001] PROPULSION IMPROVING APPARATUS OF SHIP [0002]

[0001] The present invention relates to a ship propulsion improvement apparatus, and more particularly, to a ship propulsion improvement apparatus having a lightweight structure capable of improving a propulsion performance of a ship through a duct having a structure in which the upper chord is narrowed, .

In general, a duct is installed at the stern of the hull to improve propulsion of the ship. The duct has a columnar shape with a hollow portion in the longitudinal direction and has an airfoil cross section having a predetermined angle of attack with respect to the flow from the front toward the duct.

Conventional ducts are formed to have, for example, an airfoil cross section having the same shape in the circumferential direction when formed in a cylindrical shape. In this case, the duct generally has an airfoil section whose pressure surface faces outward and whose suction surface faces inward.

In the case of a duct having such a shape, thrust is generated in the upper region of the duct by the flow introduced into the duct.

However, in the lower region of the duct, excessive detent causes flow separation, resulting in a lower area of the duct as a resistance. This resistance reduces the propulsion efficiency of the ship by damping the thrust generated in the upper region of the duct.

A prior art related to the present invention is Korean Patent Laid-Open Publication No. 10-2012-0065029 (published on June 20, 2012), which discloses a 'circular duct support structure for a ship'.

The present invention provides a ship propulsion improvement apparatus having a lightweight structure capable of improving the propulsion performance of a ship through a duct having a structure in which the upper chord is narrowed asymmetrically.

A ship propulsion improvement apparatus having a lightweight structure according to an embodiment of the present invention includes an asymmetric duct installed in front of a ship propeller to guide a flow of a fluid, And has a tapered structure with a narrow cross section.

The duct includes a first flow path portion having an annular body and provided at a port or a starboard port through the hollow of the duct, a second flow path portion provided on the opposite side of the first flow path portion, 2 < / RTI >

The width of the upper surface of the duct has a ratio of 0.3 to 0.5 with respect to the width of the lower surface of the duct.

The inside of the duct has a twisted cross-sectional structure.

The duct is spaced upward from the central axis of the propeller.

According to the present invention, the ship propulsion improvement apparatus having a lightweight structure can affect the flow of fluid flowing into a propeller through a duct having a left-right asymmetric structure, thereby improving the propulsion performance of the ship.

Further, the present invention has a structure in which the upper chord of the duct is narrowed, and the propulsion performance of the ship can be improved by reducing the thrust reduction part.

FIG. 1 and FIG. 2 are views showing a simplified flow direction of a ship operated using a conventional ship propulsion device and a fluid flowing through the ship.
3 is a side view schematically showing a ship equipped with a ship propulsion improvement apparatus having a lightweight structure according to an embodiment of the present invention;
FIG. 4 is a side view showing a simplified enlarged view of a ship propulsion improvement apparatus having a lightweight structure according to an embodiment of the present invention. FIG.
5 is a front view schematically showing a ship propulsion improvement apparatus having a lightweight structure according to an embodiment of the present invention.
FIG. 6 is a schematic view showing a ship operating with a ship propulsion improvement apparatus having a lightweight structure according to an embodiment of the present invention; FIG.

BRIEF DESCRIPTION OF THE DRAWINGS The above and other features and advantages of the present invention will become more apparent by describing in detail exemplary embodiments thereof with reference to the attached drawings in which: It is intended that the invention be described in its entirety by reference to the appended claims and their equivalents.

In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

FIG. 1 and FIG. 2 are schematic views showing a flow direction of a ship and a fluid flowing through the ship using a conventional ship propulsion device.

Referring to FIGS. 1 and 2 together, a ship 1 using a conventional ship propulsion device 10 is operated. In this case, the conventional ship propulsion device 10 shown in FIGS. 1 and 2 has a duct-free structure.

When the ship 1 is traveling along the traveling direction, the fluid flows in the stern direction according to the flow direction of the hull, and flows into the propeller.

At this time, as shown in FIG. 2, the fluid introduced into the rotating propeller does not flow in the linear direction by the propeller but flows in the direction of the twisted curve, so that the propulsion force of the ship 1 can be lowered.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Hereinafter, a ship propulsion improvement apparatus having a lightweight structure according to an embodiment of the present invention will be described with reference to the accompanying drawings.

3 and 4 are side views schematically showing a ship equipped with a ship propulsion improvement apparatus having a lightweight structure according to an embodiment of the present invention.

3 and 4, a ship propulsion improvement apparatus 100 having a lightweight structure according to an embodiment of the present invention includes a duct 110. In FIG.

The duct 110 is installed in front of the ship propeller 101 to guide the flow of the fluid and has an asymmetrical shape.

At this time, the front of the duct 110 has a tapered structure in which the sectional widths d1 and d2 become narrower from the lower part to the upper part.

As shown in FIG. 4, the duct 110 is spaced upward from the central axis 102 of the propeller 101. That is, the center axis 111 of the duct 110 is located at a position spaced upward from the center axis 102 of the propeller 101.

At this time, the duct 110 is provided only at the upper part of the center shaft 102 of the propeller 101, thereby improving the thrust of the ship.

This is because, when the duct 101 is provided below the center shaft 102 of the propeller 101, the flow separation or fluid resistance may be excessively generated, which may lower propulsion of the ship.

The width d1 of the upper surface of the duct 110 is 0.3 to 0.5 as compared with the width d2 of the lower surface of the duct 110.

That is, assuming that the width d2 of the lower surface of the duct 110 is 1, the width d1 of the upper surface of the duct 110 has a ratio of 0.3 to 0.5.

If the ratio of the width d1 of the upper surface of the duct 110 is less than 0.3, there is a possibility that intensive friction occurs on the upper surface of the duct 110 due to frictional resistance of the fluid, thereby easily damaging the duct 110 .

On the contrary, when the ratio of the width d1 of the upper surface of the duct 110 exceeds 0.5, the lightening ratio of the duct 110 is reduced, and it may be difficult to expect an improvement in propulsion power of the ship due to the lightweight construction.

The width d1 of the upper surface of the duct 110 is preferably 0.3 to 0.5 as compared with the width d2 of the lower surface of the duct 110. [

5 is a front view schematically showing a ship propulsion improvement apparatus having a lightweight structure according to an embodiment of the present invention.

Referring to FIG. 5, the duct 110 has an annular body for guiding the flow of the fluid, and has an asymmetrical shape.

The duct 110 includes a first flow path portion 112 and a second flow path portion 113.

The first flow path portion 112 is provided on the port side or the starboard side through the hollow of the duct 110.

The second flow path portion 113 is provided on the opposite side of the first flow path portion 112. The second flow path portion 113 has a small flow area by the first flow path portion 112.

That is, as shown in the drawing, the first flow path portion 112 has an angle with respect to the duct central axis 111, and the second flow path portion 113 has an angle of? With respect to the duct central axis 111, And has a beta angle on the opposite side of the flow path portion 112.

At this time, the alpha angle is 90 ㅀ, and the β angle can be an acute angle. The flow area angles? And? Of the first and second flow paths 112 and 113 minimize the frictional resistance of the fluid and can easily introduce the fluid into the propeller.

The inside of the duct 110 has a twisted cross-sectional structure. At this time, the inside of the duct 110 has a shape corresponding to the pitch angle of the propeller, and when the fluid flowing into the duct 110 flows into the propeller, the flow of the fluid can be rectified.

Accordingly, the internal structure of the duct 110 can contribute to the propulsion of the ship.

FIG. 6 is a schematic view illustrating a ship operated using a ship propulsion improvement apparatus having a lightweight structure according to an embodiment of the present invention.

Referring to FIG. 6, it can be seen that the ship 1 is operated by a ship propulsion improvement apparatus 110 having a light weight structure according to an embodiment of the present invention.

At this time, the ship propulsion improving apparatus 110 having a lightweight structure includes a duct 110 installed in front of the propeller 101 and having an annular body.

As shown in the figure, when the ship 1 is traveling along the traveling direction, the fluid flows in the stern direction along the flow direction of the hull, and flows into the propeller 101.

At this time, the duct 110 introduces the fluid from the front of the forepeller 101 and then guides the propeller 101.

In this way, the fluid introduced into the propeller 101 is rectified to the rear, and the propulsion performance of the ship 1 can be improved.

As described above, the ship propulsion improvement apparatus having the lightweight structure of the present invention can improve the propulsion performance of the ship by influencing the flow of the fluid flowing into the propeller through the duct having the asymmetric structure.

Further, the present invention has a structure in which the upper chord of the duct is narrowed, and the propulsion performance of the ship can be improved by reducing the thrust reduction part.

As described above, a ship propulsion improvement apparatus having a lightweight structure according to an embodiment of the present invention has been described.

It is to be understood that the terminology or words used in the foregoing detailed description and in the following claims should not be construed as limited to ordinary or dictionary meanings and the inventor shall not be construed to limit the concept of the term to the best of his / Should be construed in accordance with the meaning and concept consistent with the technical idea of the present invention based on the principle that it can be properly defined.

It is to be understood that both the foregoing general description and the following detailed description of the present invention are exemplary and explanatory only and are not restrictive of the invention, It should be understood that water and variations may be present.

1: Ships
100: Ship propulsion improvement device
101: Propeller
102: Propeller center axis
110: duct
111: Duct center axis
112:
113:

Claims (5)

And an asymmetric duct installed in front of the ship propeller for guiding the flow of the fluid,
The front of the duct has a tapered structure with a narrower section from the lower part to the upper part,
In the duct,
And the arc portion is fixed to the hull by the port supporting portion and the star supporting portion,
Wherein the port support portion or the starboard support portion has a lightweight structure having a torsional sectional structure.
The method according to claim 1,
In the duct,
Having an annular body,
A first flow path portion provided at a port or a starboard port through the hollow of the duct,
And a second flow path portion provided on the opposite side of the first flow path portion and having a smaller flow area than the first flow path portion.
The method according to claim 1,
The width of the upper surface of the duct,
And a lightweight structure having a ratio of 0.3 to 0.5 with respect to a width of the lower surface of the duct.
delete The method according to claim 1,
In the duct,
And a light weighted structure provided upwardly away from a central axis of the propeller.
KR1020130088845A 2013-07-26 2013-07-26 Propulsion improving apparatus of ship KR101911100B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020130088845A KR101911100B1 (en) 2013-07-26 2013-07-26 Propulsion improving apparatus of ship

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Application Number Priority Date Filing Date Title
KR1020130088845A KR101911100B1 (en) 2013-07-26 2013-07-26 Propulsion improving apparatus of ship

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KR20150014041A KR20150014041A (en) 2015-02-06
KR101911100B1 true KR101911100B1 (en) 2018-10-24

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Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008239060A (en) * 2007-03-28 2008-10-09 Mitsui Eng & Shipbuild Co Ltd Stern oblong duct and vessel

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008239060A (en) * 2007-03-28 2008-10-09 Mitsui Eng & Shipbuild Co Ltd Stern oblong duct and vessel

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