JP5923179B2 - Ship propulsion device and ship equipped with the same - Google Patents

Description

  The present invention relates to a marine vessel propulsion apparatus using a screw propeller and a marine vessel equipped with the propulsion device, and more particularly, to provide a fin on a boss cap attached to a boss of a screw propeller to improve the propulsion performance of the screw propeller. The present invention relates to a propulsion device and a ship equipped with the same.

  Many ships use screw propellers as propulsion units, and improving propeller characteristics such as propulsion unit efficiency greatly contributes to an improvement in fuel consumption. For this reason, research on propeller blades such as the number of propeller blades, blade shape, deployment area, pitch angle, and skew angle has been conducted, and various blade shapes have been developed.

  In order to improve the propeller characteristics, for example, as described in Japanese Patent Publication No. 7-121716 of Japanese application, in the vicinity of the propeller boss 2 as shown in FIGS. A boss cap 5 with rectifying fins has been developed that increases propulsion efficiency by reducing hub vortices in the wake.

  In this boss cap 5 with rectifying fins, the number of fins 6 (four in FIG. 9) attached to the boss cap 5 is made equal to the number of propeller blades (propeller blades) 3 (four in FIG. 9). As shown in FIG. 10, the attachment angle α of the fin 6 has a relationship of (−20 ° ≦ α−ε ≦ + 30 °) with respect to the geometric pitch angle ε of the root of the propeller blade 3. doing. With respect to the length direction of the fin 6, the front edge of the fin 6 is equal to the rear edge of the root of the propeller blade 3 and the front-rear direction of the propeller, or is rearward of the rear edge (b ≧ 0). Further, it is provided at the position of the gap between the roots of adjacent propeller blades 3 (a> 0). Further, as shown in FIGS. 11 and 12, the maximum diameter (2r) from the axis of the boss cap 5 main body of the fin 6 is larger than the diameter Dba of the cap mounting end 2a of the propeller boss 2, and the propeller diameter ( 2R) is 33% or less.

  Regarding the operation and effect of the boss cap 5 with the rectifying fin, the rectifying fin 6 does not generate thrust by itself, but acts as a rectifying plate that reduces the generation of the hub vortex in the wake of the boss cap 5. As a result, the hub vortex downstream of the boss cap 5 is diffused and the induced drag due to the vortex on the blade surface of the propeller blade (propeller blade) 3 is reduced. As a result, the propeller characteristics (propulsion unit) are increased without increasing the torque. It is said that there will be a significant improvement in efficiency.

  Further, as described in Japanese Patent No. 3491890, for example, in a ship propeller having a hub vortex eliminator that erases vortices from the propeller hub, such as the rectifying fins, a hub vortex canceling device is provided. In order to increase the total efficiency of the propeller by fully exploiting its functions and to obtain an advantage in terms of strength as well, the pitch or camber of the blade root of the propeller is changed to the pitch or camber of the middle part of the propeller. A propeller for a ship having a hub vortex eliminator that is larger than that of the ship is proposed.

  Also, as described in Japanese Utility Model Publication No. 5-7599 and Japanese Utility Model Publication No. 7-34795, for example, without providing fins on the boss cap, A propeller boss with fins has been proposed in which a plurality of rectifying fins of the same number as the blades are provided on the side peripheral surface of the boss portion excluding the boss cap downstream.

  On the other hand, the present inventors consider that a ship propulsion device using a boss cap with a rectifying fin may further improve propulsion efficiency depending on the shape of the fin, and based on various ideas. A water tank experiment was carried out using a number of devised fin shapes, and a ship propulsion device using a screw propeller that can improve the propeller efficiency and a ship equipped with it were proposed.

  As one of these, in Japanese Patent Application Laid-Open No. 2010-215187, whether the rear end of the propeller boss cap is formed on the end face in order to increase the efficiency of the propeller, improve the workability, and reduce the weight. Or, the shape of the rear end portion is within the range of 20% of the total length of the propeller boss cap from the peripheral portion, and the total length is 0.28 to 0.76 times the diameter of the cap front end portion. It has been proposed that the diameter of the rear end be 0.35 to 0.95 times the diameter of the front edge of the propeller boss cap.

  Furthermore, the present inventors obtained the following knowledge and proposed improvement of the fin. That is, since the fins of the prior art are formed planarly, the angle with respect to the propeller shaft is the same between the root and the tip side. However, as a result of analyzing the flow of the fin surface by CFD (Computational Fluid Dynamics) calculation, the direction of the flow flowing into the fin is different between the root and the tip side of the fin. The knowledge that the outer periphery trailing edge side became resistance was obtained.

  Based on this knowledge, it is considered that the propeller efficiency can be improved by cutting the outer peripheral edge side of the fin, and in Japanese Patent Application Laid-Open No. 2010-234861, Japanese Patent Application Publication No. 2010-234861, In order to increase the weight and reduce the weight, the front end diameter of the propeller boss cap is the reference diameter, the shape of the rear half of the fin is the same as the reference diameter of the fin diameter at the center of the front end and the rear end of the fin root. It is proposed that the diameter is 2.0 times, and the diameter is 1.5 times the reference diameter at the end position of the fin.

  Based on the above, the present inventors further researched and increased the lift on the tip side of the fin more positively by setting the fin shape in consideration of the change in the direction of the flow flowing into the fin. The present invention was convinced that a fin shape capable of further improving the propulsion device efficiency could be obtained.

Japanese Patent Application No. 7-121716 Japanese Patent No. 3491890 published in Japan Japanese Utility Model Publication No. 5-7599 Japanese Utility Model Publication No. 7-34795 Japanese Patent Application Laid-Open No. 2010-215187 Japanese Patent Application Laid-Open No. 2010-234861

  An object of the present invention is to provide a marine vessel propulsion device formed of a screw propeller using a propeller boss cap with fins and a marine vessel using the propeller boss cap with fins in the prior art. It is an object of the present invention to provide a marine vessel propulsion device that can further improve the propulsion device efficiency and a marine vessel equipped with the propulsion device, as compared with the propulsion device and the marine vessel equipped with the propulsion device.

A marine vessel propulsion device for achieving the above object is provided in a marine vessel propulsion device in which fins are provided on a propeller cap attached to the rear side of a propeller lab of a screw propeller, and the fins are arranged behind the propeller blades. The fin is formed by twisting the fin so that the front end of the front end of the fin moves backward and the rear edge moves forward with respect to the root of the fin. .
Alternatively, a marine vessel propulsion device for achieving the above object is provided with a propeller cap attached to a rear side of a propeller lab of a screw propeller, and a fin is provided at a rear portion of the propeller blade of the propeller lab. In the marine vessel propulsion device disposed behind the wings, with respect to the shape of the fin, the front end portion on the tip side of the fin moves to the rear side and the rear edge portion moves to the front side with respect to the root portion of the fin. Further, the fin is formed by twisting.
This is because the fin effect is determined by the positional relationship with the propeller blade, and depending on the positional relationship between the propeller boss and the propeller boss cap, the fin may be provided in the propeller boss instead of the propeller boss cap.

  According to this configuration, in consideration of the direction of the flow flowing into the front end side of the fin, the front edge portion on the front end side of the fin is on the rear side and the rear edge portion is on the front side with respect to the root portion of the fin. Since the fin is provided with a twist, it is possible to prevent the tip side of the fin from becoming resistance and to increase the lift on the tip side of the fin, thereby further improving the propulsion device efficiency. .

In the marine vessel propulsion device described above, if the twist angle on the tip side with respect to the torsion root of the fin is an angle in the range of more than 0 degrees and less than 20 degrees, it is almost on a relatively simple basis. In the marine vessel, it is possible to prevent the tip side of the fin from becoming resistance, and to increase the lift on the tip side of the fin.

  Moreover, the ship for achieving said objective is comprised provided with the propulsion apparatus of said ship. Thereby, the ship which improved the propeller efficiency rather than the ship provided with the propulsion apparatus of the ship using the propeller boss cap with a fin using the fin shape of a prior art can be provided.

  According to the marine vessel propulsion device of the present invention, in the propulsion device formed by a screw propeller using a propeller boss cap with a fin, the change in the direction of the flow flowing into the fin is taken into consideration with respect to the fin root portion. By providing a twist to the fin so that the front edge on the tip side is on the rear side and the rear edge is on the front side, the lift force on the tip side of the fin can be increased, and the propulsion efficiency is improved. Can be improved.

  Moreover, according to the ship provided with the ship propulsion apparatus of the present invention, since the ship propulsion apparatus having high propulsion efficiency is used, the propulsion efficiency can be improved. If this propulsion efficiency can be improved as much as possible, it will save a very large amount of fuel in a ship that operates for more than a dozen years and consumes a large amount of fuel.

FIG. 1 is a view from the rear of a ship showing the configuration of the ship propulsion device in the embodiment of the present invention. FIG. 2 is a side view of the marine vessel propulsion apparatus of FIG. FIG. 3 is a side view of the propeller boss cap showing the twisted state and twisting angle of the fin. FIG. 4 is a partial perspective view of the propeller boss cap showing the twisted state and twisting angle of the fin. FIG. 5 is a cross-sectional view taken along the line AA of FIG. 3 as seen from the rear showing the rake angle of the fin. FIG. 6 is a partial perspective view of the propeller boss cap showing the fin when the twist angle is 10 degrees. FIG. 7 is a partial perspective view of the propeller boss cap showing the fin when the twist angle is 0 degree. FIG. 8 is a partial perspective view of the propeller boss cap showing the fin when the twist angle is −10 degrees. FIG. 9: is the figure seen from the back which shows the structure of the propulsion apparatus of the ship in a prior art. FIG. 10 is a side view of the marine vessel propulsion device of FIG. FIG. 11 is a side view showing the shape of a propeller boss cap in the prior art. FIG. 12 is a side view showing the positional relationship between the propeller blades and the fins in the prior art.

  Hereinafter, embodiments of a ship propulsion device according to the present invention and a ship including the same will be described with reference to the drawings. Here, the example in which the fin disposed behind the propeller blade is disposed in the propeller boss cap has been described, but the present invention can also be applied to the case where the fin is provided in the rear portion of the propeller blade of the propeller blade. 1 to 5 and FIGS. 6 to 12 are shown with different shapes and dimensions of propeller bosses, propeller blades, propeller boss caps, fins, etc. for easy understanding. It ’s different. Further, in FIG. 3, FIG. 5, FIG. 10, and FIG. 12, the propeller blades and fins that are visible and natural are omitted for the sake of clarity and for convenience of drawing and explanation.

  As shown in FIGS. 1 to 5, a marine vessel propulsion apparatus 1 according to an embodiment of the present invention includes a propeller boss (propeller hub) 2, a propeller blade 3 attached to the propeller labs 2, and a propeller labs 2. The screw propeller includes a propeller boss cap (propeller hub cap) 5 connected to the end and a fin 6 provided on the propeller boss cap 5.

  The propeller boss cap 5 is formed of a rotating body having the propeller rotation axis Pc as a rotation axis, and the rear end portion 5a of the propeller boss cap 5 is formed by an end face. The rotating body is formed in a shape that tapers toward the rear while forming a rotation generating line with a smooth curve or straight line.

  Here, as shown in FIG. 3, the front end diameter Dcf of the propeller boss cap 5 is set as a reference diameter Ds, and the total length Lc of the propeller boss cap 5 is preferably 0.28 to 0 times the reference diameter Ds. The diameter Dca of the rear end 5a of the propeller boss cap 5 is preferably 0.35 to 0.95 times the reference diameter Ds. The diameter Dcf of the front end portion 5f corresponds to the flange diameter of the propeller boss cap 5.

  Further, as shown in FIG. 3, when the generatrix of the rotating body forming the outer peripheral surface 5b of the propeller boss cap 5 is a straight line, the shape of the propeller boss cap 5 is a truncated cone, which is very easy to manufacture. Although not shown, even when the bus is a smooth curve, the shape of the rear end portion 5a of the propeller boss cap 5 is preferably perpendicular to the propeller rotation axis Pc. In a simple cross section, the deviation from the shape of the truncated cone is set to be within 20% of the total length Lc of the propeller boss cap 5.

  Further, the end surface of the front end portion 5 f of the propeller boss cap 5 is formed in a planar shape from the relationship of joining to the rear end surface 2 a of the propeller boss 2. On the other hand, as shown in FIG. 3, the end surface of the rear end portion 5a of the propeller boss cap 5 is preferably formed as a plane from the viewpoint of work, but may be formed as a cone or a rotating body close to the plane. Good. Even in this case, the shape of the rear end portion 5 a is configured so that the distance in the front-rear direction between the peripheral edge portion and the center portion is within a range of 20% of the total length Lc of the propeller boss cap 5.

  As shown in FIGS. 1 to 4, the fin 6 is provided in a propeller boss cap 5 attached to the rear side of the propeller boss 2 of the screw propeller 1, and the fin 6 is disposed at the rear between the propeller blades 3. . That is, when viewed from the front direction of the propeller shaft Pc to the rear direction, the front end 6bf of the root portion (6bf to 6ba) of the fin 6 is disposed between the rear ends of the root portions of the propeller blades 3. When viewed from the side, the front end 6bf of the root portion (6bf to 6ba) of the fin 6 is disposed behind the rear end of the root portion of the propeller blade 3. The fins 6 may be formed with positive and negative cambers, but a flat plate shape is suitable from the viewpoint of simplicity in manufacturing and reduction of manufacturing costs. The fins 6 may be attached with positive and negative rake angles.

  Regarding the length of the fin 6, the front end 6 bf and the rear end 6 ba of the root portion (6 bf to 6 ba) of the fin 6 need to be disposed on the propeller boss cap 5. Due to the relationship with the mounting angle α in FIG. For example, the front edge 6bf of the root portion (6bf to 6ba) of the fin 6 is equal to or behind the rear edge of the root portion of the propeller blade 3 with respect to the front-rear direction of the propeller boss 2.

  As for the angle α of attachment of the fins 6, as shown in FIG. 10, with respect to the geometric pitch angle ε of the root of the propeller blade 3 (−20 ° ≦ α−ε ≦ + 30 °). Further, it is provided at the position of the gap between the roots of adjacent propeller blades 3. As the attachment angle α of the fins 6, a rake angle γ as shown in FIG. 5 may be attached as in the case of the propeller boss cap 5 with fins of the prior art. FIG. 5 shows a case where the rake angle γ of the fin 6 is attached at 0 and a case where the fin 6 is attached at a positive angle (+ γ) or a negative rake angle (−γ).

  Further, regarding the thickness direction of the fin 6, it is easier to work with a flat plate with a uniform thickness. However, if a slight improvement in performance is desired, a blade shape is used. In addition, a camber can be provided by bending a flat plate, or a camber can be provided in the shape of a wing. When this camber is provided, in consideration of the relationship with the shape of the propeller boss cap 5, It is preferable to provide a camber in a direction different from the camber of the propeller blade 3 so that the torque Qf generated in the opposite direction to the torque Qp generated by the propeller blade 3 is generated.

And in this invention, as shown in FIG.3 and FIG.4, the fin 6 considers the direction of the flow which flows into the root | root part (6bf-6ba) and the front end side (6tf-6ta) of the fin 6, and the fin 6 The twist angle δ of the fin 6 is set so that the front edge 6tf on the front end side (6tf-6ta) of the fin 6 is on the rear side and the rear edge 6ta is on the front side with respect to the root part (6bf-6ba) of the fin 6. It is formed by providing a twist. Further, although it depends on the stern flow and the propeller, the twist angle δ of the fin 6 may be set to an angle in the range of more than 0 degree and not more than 20 degrees in many cases. preferable. If the angle is 0 ° or less, the effect of increasing the lift by twisting is small, and if it is greater than 20 °, the resistance increases. The sign of the twist angle δ is opposite to the sign of the attachment angle α.

  According to this configuration, it is possible to prevent the tip 6 side of the fin 6 (6tf to 6ta), in particular, the vicinity of the rear edge 6ta of the tip side (6tf to 6ta) from becoming resistance, and the tip side of the fin 6 (6tf to 6ta). 6ta) lift can be increased.

  Note that, compared to an example of the trailing edge cut type fin described in Japanese Patent Application Laid-Open No. 2010-234861, which is a prior art, a fin without twisting (twisting angle δ = 0 degrees) and the screw of the present invention. A series of comparisons of fins with twist (torsion angle δ = 10 degrees) were made while changing the fin height (horizontal axis), but twisting was compared to fins without twisting. The result that the propeller efficiency (eta) improved more with the put fin is obtained.

  For reference, FIG. 6 shows a partial perspective view with a twist angle δ = 10 degrees, FIG. 7 shows a partial perspective view with a twist angle δ = 0 degrees, and FIG. 8 shows a twist angle α = −. A partial perspective view of 10 degrees is shown. As can be seen from the range of the twist angle δ, the configuration of the fins in FIGS. 7 and 8 is a reference, and is a configuration of the fins outside the scope of the present invention.

  According to the above-described marine vessel propulsion device 1, the shape of the fin 6 is determined with respect to the root portion (6bf to 6ba) of the fin 6 in consideration of the direction of the flow flowing into the tip side (6tf to 6ta) of the fin 6. The fin 6 is twisted so that the front edge 6tf on the front end side (6tf to 6ta) of the fin 6 is on the rear side and the rear edge 6ta is on the front side, and the front end side (6tf to 6ta) of the fin 6 is provided. As a result, the propulsion efficiency of the marine vessel propulsion device 1 can be further improved.

  The present invention can also be applied to the case where the fin 6 is provided in the rear portion of the propeller blade 3 of the propeller boss 5. When provided in the rear part of the propeller blade 3, the reference diameter is the diameter of the root of the rear end of the propeller blade 3 in the propeller boss. When attaching the fin 6 to the boss cap 5, the front edge of the fin 6 is equal to the rear edge of the root of the propeller blade 3 and the front and rear direction of the propeller because of the physical limitation that the boss cap 5 is installed behind the propeller blade 3. Alternatively, the rear edge is set behind (b ≧ 0). However, when the fin 6 is provided behind the propeller blade 3 of the propeller boss 2, the front end of the fin 6 may be disposed between the propeller blades. In this case, b may be negative, preferably −0.5 × Dcf <b <0. By doing in this way, the length of the propeller boss 5 can be shortened as much as possible to reduce the weight.

  The ship provided with the ship propulsion apparatus of the present invention is configured to include the ship propulsion apparatus 1 described above. According to this ship, the propulsion efficiency can be improved because the ship propulsion device 1 is used.

  The propulsion device for a ship according to the present invention is a propulsion device formed by a screw propeller using a propeller boss cap with fins, considering the change of the direction of the flow flowing into the fins, and the tip of the fin with respect to the fin root Further improvement of propulsion efficiency is achieved by increasing the lift on the tip side of the fin by twisting the fin so that the front edge on the side is on the rear side and the rear edge is on the front side It can be used as a ship propulsion device.

  Further, the ship equipped with the ship propulsion device of the present invention can improve the propulsion efficiency and save fuel consumption, and the weight of the propulsion shaft and the propulsion shaft support structure can be reduced by reducing the weight of the propulsion device. It can be used as a large number of ships.

DESCRIPTION OF SYMBOLS 1, 1X ship propulsion device 2 propeller boss 2a propeller boss rear end surface 3 propeller wing 5 propeller boss cap 5a propeller boss cap rear end portion 5b propeller boss cap outer surface 5f propeller boss cap front end 6 fin 6ba Root rear end 6bf Fin root front end 6ta Fin front end rear end 6tf Fin front end front end a Rotational distance between the front end of the fin propeller blade b Propeller blade rear end and fin front end propeller longitudinal direction Dca Diameter of the rear end of the propeller boss cap Dcf Diameter of the front end of the propeller boss cap Ds Reference diameter Lc Length of the propeller boss cap Pc Propeller rotation axis α Fin installation angle ε Geometric pitch angle of the propeller blade root γ Fin Mounting rake angle of δ Fin Torsion angle

Claims (4)

  In a propulsion device for a ship in which a fin is provided on a propeller cap attached to the rear side of the propeller boss of the screw propeller and the fin is disposed behind the propeller blades, the shape of the fin is relative to the root of the fin. A marine vessel propulsion device, characterized in that the fin is twisted so that the front end portion on the front end side of the fin moves to the rear side and the rear edge portion moves to the front side. A propeller cap is attached to the rear side of a propeller boss of a screw propeller, a fin is provided in a rear part of the propeller wing of the propeller boss, and the fin is disposed behind the propeller wing. With respect to the shape of the fin, the fin is formed by twisting so that the front end portion on the front end side of the fin moves to the rear side and the rear edge portion moves to the front side with respect to the root portion of the fin. A ship propulsion device. The propulsion of a ship according to claim 1 or 2, wherein a twist angle on a tip side of the fin with respect to a root portion of the torsion is an angle in a range of more than 0 degree and not more than 20 degrees. apparatus.   A ship provided with the ship propulsion device according to claim 1, 2 or 3.

Images