Stern rectification fin energy-saving device for ship

Abstract

The invention discloses a stern rectifying fin energy-saving device for a ship. A rectifying fin is arranged in a stern area of the ship and has a certain curvature; the tail ends of the rectification fins are in streamline design, so that disturbance of water flow is reduced, and the stability of the water flow is optimized; the rectifying fins effectively reduce tail vortex and turbulent flow by changing the flow direction and the flow speed of water flow, and the resistance of a ship is reduced. The rectifying fins are adjustable in structural design and can be adjusted according to different navigational speeds and using environments, and the optimal performance is achieved. According to the stern rectifying fin energy-saving device for the ship, the propelling efficiency of a ship propelling system is improved, the resistance of the ship during sailing is reduced, and therefore fuel consumption and operation cost are reduced.

Description

Technical Field

[0001] The invention relates to the technical field of shipbuilding, and in particular to a ship stern fairing fin energy-saving device. Background Art

[0002] At present, in the ship propulsion system, the propeller is an important component of power transmission and one of the key factors affecting the ship's energy consumption. Therefore, how to improve the propulsion efficiency of the propeller and reduce the resistance of the ship during navigation without increasing the power of the ship's main engine has become a hot issue in the current field of ship research.

[0003] The resistance of a ship is mainly divided into two parts: friction resistance and wave-making resistance. Friction resistance can be divided into appendage resistance and wake resistance. Appendage resistance is related to the roughness of the hull surface, while wake resistance is related to the flow field at the stern of the ship. For high-speed ro-ro passenger ships, the appendage resistance is small because its hull lines are relatively smooth and smooth, but there is a large vortex area at the stern, resulting in a large wake resistance. The wake resistance accounts for as much as 30% to 40% of the total resistance, becoming the main obstacle to limiting the propulsion efficiency of ships.

[0004] In the related technology, in order to improve the stern flow field, the following methods are usually used: ① Modify the stern rudder blade, such as changing the rudder blade to a reaction rudder, or installing a guide vane behind the rudder blade; ② Install a deflector at the stern to allow the water flow to leave the stern more smoothly; ③ Install a towed guide pipe at the stern to recover energy and convert it into electrical energy using the principle of hydropower generation. Although these solutions can improve the stern flow field to a certain extent, they do not fundamentally solve the problem of large wake resistance, so the effect is not obvious.

[0005] In addition, most ships in the prior art install a deflector at the stern to improve the stern flow field, but this approach can only play a limited role and cannot fundamentally solve the problem. Moreover, the existing deflectors are fixed and cannot adapt to different sailing conditions and sea conditions, which makes it difficult for them to exert their maximum efficiency. Summary of the invention

[0006] The invention provides a marine stern fairing fin energy-saving device, which solves the technical problem of poor stern flow field in the prior art.

[0007] To solve the above problems, the present invention provides an energy-saving device for a marine stern fairing fin. The fairing fin is arranged in the stern area of the ship and has a certain degree of curvature. The end of the fairing fin presents a streamlined design to reduce the disturbance of water flow and optimize the stability of water flow. The fairing fin effectively reduces the tail vortex and turbulence by changing the water flow direction and velocity, and reduces the resistance of the ship. The structural design of the fairing fin is adjustable and can be adjusted according to different ship speeds and usage environments to achieve the best performance.

[0008] Further, the fairing fin includes a plurality of airfoil plates, and each airfoil plate extends in the vertical direction.

[0009] Further, the fairing fin includes a first part and a second part. Among them, the first part extends in an arc shape, and the second part is located on one side of the first part and is connected to the first part. The second part is used to connect the mounting member.

[0010] Further, at least one through hole is provided on the first part, and the at least one through hole penetrates the thickness direction of the first part.

[0011] Further, the cross-sectional shape of the first part is circular.

[0012] Further, the length of the first part is less than or equal to 1 meter.

[0013] Further, the length of the second part is greater than or equal to 1 meter.

[0014] Further, the width range of the first part is 1 centimeter to 5 centimeters.

[0015] Further, the width range of the second part is 1 centimeter to 5 centimeters.

[0016] The present invention also provides an energy-saving device for a marine stern fairing fin, including a ship body and the above-mentioned marine stern fairing fin, and the marine stern fairing fin is arranged at the rear end of the ship body.

[0017] For the energy-saving device for a marine stern fairing fin provided by the present invention, the fairing fin is arranged in the stern area of the ship and has a certain degree of curvature. The end of the fairing fin presents a streamlined design to reduce the disturbance of water flow and optimize the stability of water flow. The fairing fin effectively reduces the tail vortex and turbulence by changing the water flow direction and velocity, and reduces the resistance of the ship. The structural design of the fairing fin is adjustable and can be adjusted according to different ship speeds and usage environments to achieve the best performance. This embodiment improves the propulsion efficiency of the ship propulsion system, reduces the resistance during ship navigation, thereby saving fuel consumption and operating costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings described herein are used to provide a further understanding of the present invention and form a part of this application. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation to the present invention. In the drawings: Figure 1 is a schematic structural diagram of a marine stern fairing fin according to an embodiment of the present invention (schematic structural diagram and design concept of an energy-saving device for a marine stern fairing fin according to an embodiment of the present invention); Figure 2 is a top view of a marine stern fairing fin according to an embodiment of the present invention (top view and design concept of a marine stern fairing fin according to an embodiment of the present invention); Figure 3 is a front view of a marine stern fairing fin according to an embodiment of the present invention (front view and design concept of a marine stern fairing fin according to an embodiment of the present invention); Figure 4 is a sectional view of a marine stern fairing fin according to an embodiment of the present invention (sectional view and design concept of a marine stern fairing fin according to an embodiment of the present invention). Figure 5 is a structural sketch, Figure 6 is a top view, Figure 7 is a front view, Figure 8 is a comparison view, Figure 9 is a sectional view. Detailed implementation manners

[0019] The following Figures 1 to 4 further elaborates on the technical solution provided by the present invention.

[0020] Referring to Figure 1 as shown, the present invention provides an energy-saving device for a marine stern fairing fin. The fairing fin is disposed in the stern area of a ship and has a certain degree of curvature; the end of the fairing fin presents a streamlined design to reduce the disturbance of water flow and optimize the stability of water flow; the fairing fin effectively reduces the tail vortex and turbulence by changing the water flow direction and velocity, and reduces the resistance of the ship; the structural design of the fairing fin is adjustable and can be adjusted according to different ship speeds and usage environments to achieve the best performance.

[0021] The energy-saving device for a marine stern fairing fin provided by the present invention, the fairing fin is disposed in the stern area of a ship and has a certain degree of curvature; the end of the fairing fin presents a streamlined design to reduce the disturbance of water flow and optimize the stability of water flow; the fairing fin effectively reduces the tail vortex and turbulence by changing the water flow direction and velocity, and reduces the resistance of the ship; the structural design of the fairing fin is adjustable and can be adjusted according to different ship speeds and usage environments to achieve the best performance. This implementation manner improves the propulsion efficiency of the ship propulsion system, reduces the resistance during ship navigation, thereby saving fuel consumption and operating costs.

[0022] As a preferred embodiment, the fairing fin includes a plurality of airfoil plates, and each airfoil plate extends in the vertical direction.

[0023] Specifically, referring to Figure 1 As shown, the fairing fin includes a plurality of airfoil plates, and each airfoil plate extends in the vertical direction. It can be understood that when the ship is in a running state, the fairing fin can effectively guide the water flow to flow along its curved surface, so as to avoid the water flow directly impacting the hull surface and generating a large resistance.

[0024] It should be noted that the number of the fairing fins can be flexibly configured according to the actual situation. For example, in some application scenarios, only one fairing fin needs to be set to meet the requirements; while in other cases, two or more fairing fins may need to be set to obtain better effects.

[0025] In addition, the size of the fairing fin should also be selected according to the actual application situation. Generally speaking, if the ship speed is relatively fast (for example, exceeding 15 knots), then a larger-sized fairing fin needs to be selected to obtain better effects; on the contrary, a smaller-sized fairing fin can be selected.

[0026] Of course, in addition to the above-mentioned factors, there are many other factors that will also affect the design and application of the fairing fin. For example, the type of the ship, the displacement, the draft depth, etc. will all have different degrees of influence on it. Therefore, these factors must be fully considered during the actual application process, and corresponding adjustments and improvements should be made accordingly.

[0027] As a preferred embodiment, the fairing fin includes a first part 1 and a second part 2. Among them, the first part 1 extends in an arc shape, the second part 2 is located on one side of the first part 1 and is connected to the first part 1, and the second part 2 is used to connect the mounting member.

[0028] Specifically, referring to Figure 1 As shown, the fairing fin includes a first part 1 and a second part 2. Among them, the first part 1 extends in an arc shape, the second part 2 is located on one side of the first part 1 and is connected to the first part 1, and the second part 2 is used to connect the mounting member. It can be understood that the first part 1 of the fairing fin extends in an arc shape, which is convenient for the fairing fin to fit on the hull surface, and the second part 2 is used to connect the mounting member, so as to facilitate the assembly connection between the fairing fin and the hull.

[0029] As a preferred embodiment, at least one through hole 3 is provided on the first part 1, and the at least one through hole 3 penetrates the thickness direction of the first part 1.

[0030] Specifically, referring toFigure 1 As shown, at least one through hole 3 is provided on the first part 1, and the at least one through hole 3 penetrates the thickness direction of the first part 1. It can be understood that the through hole 3 on the first part 1 is used for passing through bolts to facilitate the assembly connection between the fairing fin and the hull.

[0031] As a preferred embodiment, the cross-sectional shape of the first part 1 is circular.

[0032] Specifically, referring to Figure 1 As shown, the cross-sectional shape of the first part 1 is circular. It can be understood that since the cross-sectional shape of the first part 1 is circular and the outer contour of the first part 1 is arc-shaped, it is convenient for the fairing fin to fit on the hull surface and at the same time is beneficial to guiding the water flow to flow along its curved surface.

[0033] As a preferred embodiment, the length of the first part 1 is less than or equal to 1 meter.

[0034] Specifically, referring to Figure 1 As shown, the length of the first part 1 is less than or equal to 1 meter. It can be understood that the length of the first part 1 being less than or equal to 1 meter can, on the one hand, ensure that the fairing fin fits on the hull surface, and on the other hand, prevent the fairing fin from being too long and affecting the overall aesthetic appearance of the hull.

[0035] As a preferred embodiment, the length of the second part 2 is greater than or equal to 1 meter.

[0036] Specifically, referring to Figure 1 As shown, the length of the second part 2 is greater than or equal to 1 meter. It can be understood that the length of the second part 2 being greater than or equal to 1 meter can, on the one hand, ensure the assembly connection between the fairing fin and the hull, and on the other hand, prevent the fairing fin from being too short and affecting the overall aesthetic appearance of the hull.

[0037] As a preferred embodiment, the width range of the first part 1 is from 1 centimeter to 5 centimeters.

[0038] Specifically, referring to Figure 1 As shown, the width range of the first part 1 is from 1 centimeter to 5 centimeters. It can be understood that the width range of the first part 1 being from 1 centimeter to 5 centimeters will neither affect the overall aesthetic appearance of the hull nor occupy too much space.

[0039] As a preferred embodiment, the width range of the second part 2 is from 1 centimeter to 5 centimeters.

[0040] Specifically, referring to Figure 1As shown, the width range of the second part 2 is from 1 cm to 5 cm. It can be understood that the width range of the second part 2 being from 1 cm to 5 cm neither affects the overall aesthetic appearance of the hull nor occupies too much space.

[0041] The present invention also provides a ship, comprising a hull and the above-mentioned marine stern fairing fin, and the marine stern fairing fin is arranged at the rear end of the hull.

[0042] For the ship provided by the present invention, the fairing fin is arranged in the stern area of the ship and has a certain degree of curvature; the end of the fairing fin presents a streamlined design to reduce the disturbance of water flow and optimize the stability of water flow; the fairing fin effectively reduces the tail vortex and turbulence and the resistance of the ship by changing the water flow direction and velocity; the structural design of the fairing fin is adjustable and can be adjusted according to different sailing speeds and usage environments to achieve the best performance. This embodiment improves the propulsion efficiency of the ship propulsion system, reduces the resistance during ship navigation, and thus saves fuel consumption and operating costs.

[0043] It should be understood that the embodiments disclosed in the present invention are only used to help understand the method and its core idea of the present invention. Although the preferred embodiments of the present invention have been described, the scope of protection of the present invention is not limited thereto. Those skilled in the art can make various variations and modifications within the spirit and scope of the appended claims, and these variations and modifications are also within the scope of protection of the present invention.

Claims

1. A marine stern straightening fin energy-saving device, wherein the straightening fin is arranged in the stern area of ​​the ship and has a certain curvature; the end of the straightening fin is streamlined to reduce the disturbance of the water flow and optimize the stability of the water flow; the straightening fin effectively reduces the tail vortex and turbulence by changing the flow direction and flow velocity of the water flow, thereby reducing the resistance of the ship; the structural design of the straightening fin is adjustable and can be adjusted according to different speeds and use environments to achieve optimal performance.

2. The marine stern fairing fin according to claim 1, characterized in that: The rectifying fin includes a plurality of wing-shaped plates, and each wing-shaped plate extends in a vertical direction.

3. The marine stern fairing fin according to claim 1 or 2, characterized in that: The rectifying fin comprises a first part and a second part, wherein the first part extends in an arc shape, the second part is located at one side of the first part and connected to the first part, and the second part is used to connect a mounting member.

4. The marine stern fairing fin according to claim 3, characterized in that: The first portion is provided with at least one through hole, and the at least one through hole penetrates the first portion in a thickness direction.

5. The marine stern fairing fin according to claim 3, characterized in that: The cross-sectional shape of the first portion is circular.

6. The marine stern fairing fin according to any one of claims 3 to 5, characterized in that: The length of the first portion is less than or equal to 1 meter.

7. The marine stern fairing fin according to any one of claims 3 to 6, characterized in that: The length of the second portion is greater than or equal to 1 meter.

8. The marine stern fairing fin according to any one of claims 3 to 7, characterized in that: The width of the first portion ranges from 1 cm to 5 cm.

9. The marine stern fairing fin according to any one of claims 3 to 8, characterized in that: The width of the second portion ranges from 1 cm to 5 cm.

10. A ship, characterized in that: It comprises a hull and a ship stern fairing fin as claimed in any one of claims 1 to 9, wherein the ship stern fairing fin is arranged at the rear end of the hull.

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