Combined type ship energy-saving device

Abstract

The utility model discloses a combined type ship energy-saving device, and belongs to the technical field of ship propeller energy conservation. The device comprises rectification fins, a front guide pipe, guide vanes and reinforcing ribs. The fairing fin is mounted proximate the propeller hub cap. The front guide pipe is an annular flow guiding device located in front of the propeller, and the section of the front guide pipe is in a wing shape. The guide vane is arranged at the water inlet of the front guide pipe and connected with the rectification fin. The reinforcing ribs are integrated inside or on the surface of the front guide pipe.

Description

Technical Field

[0001] This utility model relates to the field of energy-saving and consumption-reducing technology for ship propulsion, specifically, it is a combined ship energy-saving device. Background Technology

[0002] In recent years, with economic development, the shipping industry's demand for energy has been increasing, and fuel costs account for more than half of the total operating costs of ships. Therefore, how to effectively reduce ship energy consumption while maintaining speed has become an urgent problem to be solved.

[0003] Among various methods for reducing ship energy consumption, improving propeller performance using energy-saving devices is one of the more common practices. Existing ship energy-saving devices mainly include components such as fairings and ducts. Fairings are usually installed behind the propeller to increase the energy utilization rate of the propeller exhaust flow, but they can increase resistance by obstructing the propeller. Ducts are mostly designed in cylindrical or elliptical shapes to achieve energy-saving effects by changing the direction of water flow near the leading edge of the propeller, but they are often difficult to achieve ideal results due to space constraints on the hull.

[0004] The prior art discloses a ship energy-saving device based on a conical duct (Chinese Patent CN102207918A). The device is mainly composed of a conical duct, guide vanes and bottom plate, which can significantly improve propeller efficiency. However, due to the single cross-sectional shape of the duct, it cannot meet the requirements of different ship types and operating conditions, and it is prone to eddy current interference, which affects the energy-saving effect. Summary of the Invention

[0005] The purpose of this utility model is to overcome the above-mentioned defects of the prior art and provide a combined ship energy-saving device. This device can flexibly select configuration schemes according to different ship types and operating conditions, and has good versatility and adaptability.

[0006] According to one aspect of the present invention, a combined ship energy-saving device is provided, comprising a rectifier fin, a front duct, a guide vane, and reinforcing ribs;

[0007] The rectifier fin is installed near the propeller hub cap and rotates synchronously with the propeller to diffuse hub vortices and reduce energy loss.

[0008] The pre-conduct is a ring-shaped flow guiding device located in front of the propeller, with an airfoil-shaped cross-section, used to optimize the wake field at the stern of the ship and reduce flow separation.

[0009] The guide vane is located at the water inlet of the front duct and is connected to the rectifier fin to fix the duct and reduce hull vibration.

[0010] The reinforcing ribs are integrated into the interior or surface of the pre-positioned catheter to enhance the structural strength of the catheter.

[0011] Optionally, the pre-positioned catheter adopts an asymmetrical shape design, with the upper chord length being greater than the lower chord length, and is suitable for single-propeller transport ships or some twin-propeller ships with a block coefficient ≥ 0.65 and a Fr number < 0.3.

[0012] Optionally, the length-to-diameter ratio (L / D) of the pre-conduit is in the range of 0.2-1.0, and a short conduit (L / D≤0.5) is used when the propeller load is light, and a long conduit (L / D>0.5) is used when the load is heavy.

[0013] Optionally, the guide vane and the rectifier fin are integrally formed and installed at the uppermost end of the water inlet of the pre-conduit, for synchronously adjusting the pre-swirl degree of the water flow and reducing the energy loss of the wake rotation.

[0014] Optionally, the installation angle of the front duct is adjustable, and additional thrust can be obtained by adjusting the pitch angle and back tilt angle. The design of the drainage volume between the duct and the propeller leading edge satisfies the relationship that the thrust coefficient in the thrust section is inversely proportional to the gap.

[0015] Optionally, the rectifier fins reduce the excitation force by homogenizing the propeller inlet to mitigate hull vibration, and work in conjunction with the guide vanes to improve water flow stability.

[0016] Optionally, the asymmetric pre-conduit, through the cooperation of the upper water flow acceleration section and the lower water flow slow section, homogenizes the water flow entering the propeller disk surface, while reducing boundary layer separation and cavitation erosion.

[0017] Optionally, the reinforcing ribs are arc-shaped or grid-like structures, distributed along the axial or circumferential direction of the pre-conduit, to resist water flow impact and extend the service life of the conduit.

[0018] Optionally, the left and right halves of the pre-conduit are arranged asymmetrically to reduce wake rotation energy loss by adjusting the pre-swirl degree of the water flow and to meet the energy-saving requirements under ballast and full-load conditions of the ship.

[0019] Optionally, the guide vane and reinforcing rib are combined to form an integrated flow guide-support structure, which has the dual functions of optimizing water flow distribution and enhancing the deformation resistance of the guide tube.

[0020] Compared with the prior art, the present invention has at least the following advantages:

[0021] (1) The rectifier fin, the pre-duct, the guide vane and the reinforcing rib are integrated, which not only retains their original advantages, but also makes up for their shortcomings, thus achieving the effect of multi-functional integration.

[0022] (2) The pre-conduit adopts an asymmetrical shape design, which can select the optimal configuration scheme according to different ship types and working conditions, thus improving energy-saving effect;

[0023] (3) The guide vane and the rectifier fin are integrally formed, which can simultaneously adjust the pre-swirl of the water flow and reduce the energy loss of the wake rotation, which is beneficial to improving the propeller efficiency.

[0024] (4) The reinforcing ribs are integrated inside or on the surface of the pre-conduit, which can not only enhance the structural strength of the conduit, but also resist the impact of water flow and extend the service life of the conduit. Attached Figure Description

[0025] Figure 1 This diagram shows the overall structure of the combined ship energy-saving device according to an embodiment of the present invention.

[0026] Figure 2 A schematic diagram of the structure of the pre-positioned catheter according to an embodiment of the present invention is shown;

[0027] Figure 3 A schematic diagram showing the assembly relationship between the guide vanes and the rectifier fins according to an embodiment of the present invention is shown.

[0028] (Attached image captions: 1-Fluoride fin, 2-Pre-duct, 3-Guide vane, 4-Strengthening rib, 5-Hyster) Detailed Implementation

[0029] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0030] like Figure 1 As shown, this utility model provides a combined ship energy-saving device, including a rectifier fin 1, a front duct 2, a guide vane 3, and a reinforcing rib 4;

[0031] The rectifier fin 1 is installed near the propeller hub cap and rotates synchronously with the propeller to diffuse hub vortices and reduce energy loss.

[0032] The forward duct 2 is a ring-shaped flow guiding device located in front of the propeller. Its cross-section is airfoil-shaped and is used to optimize the wake field at the stern of the ship and reduce flow separation.

[0033] The guide vane 3 is located at the water inlet of the front duct 2 and is connected to the straightening fin 1 to fix the duct and reduce the vibration of the hull;

[0034] The reinforcing rib 4 is integrated inside or on the surface of the pre-catheter 2 to enhance the strength of the catheter structure.

[0035] Preferably, the pre-positioned catheter 2 adopts an asymmetrical shape design, with the upper chord length being greater than the lower chord length, and is suitable for single-propeller transport ships or some twin-propeller ships with a block coefficient ≥ 0.65 and a Fr number < 0.3.

[0036] Preferably, the length-to-diameter ratio (L / D) of the pre-conduit 2 is in the range of 0.2-1.0, and a short conduit (L / D≤0.5) is used when the propeller load is light, and a long conduit (L / D>0.5) is used when the load is heavy.

[0037] Preferably, the guide vane 3 is integrally formed with the rectifier fin 1 and installed at the uppermost end of the water inlet of the pre-conduit 2 to synchronously adjust the pre-swirl degree of the water flow and reduce the energy loss of the wake rotation.

[0038] Preferably, the installation angle of the front duct 2 is adjustable, and additional thrust can be obtained by adjusting the pitch angle and backflip angle. The design of the drainage volume of the gap between the duct and the propeller leading edge satisfies the relationship that the thrust coefficient in the thrust section is inversely proportional to the gap.

[0039] Preferably, the rectifier fin 1 reduces the excitation force by homogenizing the propeller inlet flow, thereby mitigating hull vibration, and works in conjunction with the guide vane 3 to improve water flow stability.

[0040] Preferably, the asymmetric pre-conduit 2, through the cooperation of the upper water flow acceleration section and the lower water flow slow section, makes the water flow entering the propeller disk surface uniform, while reducing boundary layer separation and cavitation erosion.

[0041] Preferably, the reinforcing rib 4 is an arc-shaped or grid-like structure, distributed along the axial or circumferential direction of the pre-conduit 2, to resist water flow impact and extend the service life of the conduit.

[0042] Preferably, the left and right semi-rings of the pre-conduit 2 are arranged asymmetrically to reduce the energy loss of the wake rotation by adjusting the pre-swirl degree of the water flow and to meet the energy-saving requirements under ballast and full load conditions of the ship.

[0043] Preferably, the guide vane 3 and the reinforcing rib 4 are combined to form an integrated flow guiding and support structure, which has the dual functions of optimizing water flow distribution and enhancing the deformation resistance of the guide tube.

[0044] To better understand the technical solution of this utility model, the specific embodiments of this utility model are described below with reference to the accompanying drawings. Example

[0045] like Figures 1 to 3 As shown, this embodiment provides a combined ship energy-saving device, including a rectifier fin 1, a front duct 2, a guide vane 3, and a reinforcing rib 4.

[0046] The rectifier fin 1 is an annular protrusion structure installed near the propeller hub cap, rotating synchronously with the propeller. It is used to diffuse hub vortices and reduce energy loss. Its external dimensions can be determined according to the propeller diameter D, generally with a width b = 0.05~0.15D and a height h = 0.02~0.05D.

[0047] The forward duct 2 is an annular flow guide device located in front of the propeller. Its cross-section is airfoil-shaped, used to optimize the wake field at the stern of the ship and reduce flow separation. Its external dimensions can be determined according to the propeller diameter D and the length-to-diameter ratio L / D, generally taking a length L = 0.2~1.0D and a width W = 0.1~0.3D.

[0048] The guide vane 3 is a fan-shaped thin-plate structure, located at the water inlet of the front duct 2, and connected to the rectifier fin 1. It is used to fix the duct and reduce hull vibration. Its external dimensions can be determined according to the propeller diameter D, generally with a thickness t = 0.005~0.01D and a width w = 0.1~0.2D.

[0049] The reinforcing rib 4 is an arc-shaped or grid-like structure, distributed along the axial or circumferential direction of the pre-conduit 2, used to resist water flow impact and extend the service life of the conduit. Its external dimensions can be determined according to the propeller diameter D, generally with a thickness t = 0.005~0.01D and a width w = 0.1~0.2D.

[0050] The pre-mounted duct 2 adopts an asymmetrical shape design, with the upper chord length being longer than the lower chord length. It is suitable for single-propeller transport ships or some twin-propeller ships with a block factor ≥ 0.65 and a Froude number Fr < 0.3. Its length-to-diameter ratio L / D ranges from 0.2 to 1.0, and a short duct (L / D ≤ ​​0.5) is used when the propeller load is light, while a long duct (L / D > 0.5) is used when the load is heavy.

[0051] The guide vane 3 is integrally formed with the rectifier fin 1 and is installed at the uppermost end of the inlet of the pre-duct 2. It is used to synchronously adjust the pre-swirl degree of the water flow and reduce the energy loss of the wake rotation. Its installation angle can be determined according to the propeller speed n and the propeller load F, and is generally taken as α = arctan(F / n).

[0052] The installation angle of the pre-mounted duct 2 is adjustable. Additional thrust can be obtained by adjusting the pitch and backslope angles. The design of the clearance between the duct and the propeller leading edge ensures that the thrust coefficient within the thrust range is inversely proportional to the clearance. Its longitudinal tilt β and lateral tilt γ represent the pitch and backslope angles of the duct, respectively, and can be determined experimentally.

[0053] The asymmetric pre-conduit 2, through the coordination of the upper water flow acceleration section and the lower water flow slow section, homogenizes the water flow entering the propeller disk surface, while reducing boundary layer separation and cavitation erosion. Its upper chord length L1 is greater than its lower chord length L2, and the difference between the two is ΔL / L1 = 10% to 20%.

[0054] Preferably, the left and right semi-rings of the pre-conduit 2 are arranged asymmetrically to reduce the energy loss of the wake rotation by adjusting the pre-swirl degree of the water flow and to meet the energy-saving requirements under ballast and full load conditions of the ship.

[0055] Preferably, the guide vane 3 and the reinforcing rib 4 are combined to form an integrated flow guiding and support structure, which has the dual functions of optimizing water flow distribution and enhancing the deformation resistance of the guide tube.

[0056] Extensive real-ship tests have proven that the combined ship energy-saving device provided in this embodiment has significant energy-saving effects, can effectively reduce ship energy consumption, and has broad application prospects. Example

[0057] This embodiment provides a combined ship energy-saving device, including a rectifier fin 1, a front duct 2, a guide vane 3, and a reinforcing rib 4.

[0058] The rectifier fin 1 is an annular protrusion structure installed near the propeller hub cap, rotating synchronously with the propeller. It is used to diffuse hub vortices and reduce energy loss. Its external dimensions can be determined according to the propeller diameter D, generally with a width b = 0.05~0.15D and a height h = 0.02~0.05D.

[0059] The forward duct 2 is an annular flow guide device located in front of the propeller. Its cross-section is airfoil-shaped, used to optimize the wake field at the stern of the ship and reduce flow separation. Its external dimensions can be determined according to the propeller diameter D and the length-to-diameter ratio L / D, generally taking a length L = 0.2~1.0D and a width W = 0.1~0.3D.

[0060] The guide vane 3 is a fan-shaped thin-plate structure, located at the water inlet of the front duct 2, and connected to the rectifier fin 1. It is used to fix the duct and reduce hull vibration. Its external dimensions can be determined according to the propeller diameter D, generally with a thickness t = 0.005~0.01D and a width w = 0.1~0.2D.

[0061] The reinforcing rib 4 is an arc-shaped or grid-like structure, distributed along the axial or circumferential direction of the pre-conduit 2, used to resist water flow impact and extend the service life of the conduit. Its external dimensions can be determined according to the propeller diameter D, generally with a thickness t = 0.005~0.01D and a width w = 0.1~0.2D.

[0062] The pre-mounted duct 2 adopts an asymmetrical shape design, with the upper chord length being longer than the lower chord length. It is suitable for single-propeller transport ships or some twin-propeller ships with a block factor ≥ 0.65 and a Froude number Fr < 0.3. Its length-to-diameter ratio L / D ranges from 0.2 to 1.0, and a short duct (L / D ≤ ​​0.5) is used when the propeller load is light, while a long duct (L / D > 0.5) is used when the load is heavy.

[0063] The guide vane 3 is integrally formed with the rectifier fin 1 and is installed at the uppermost end of the inlet of the pre-duct 2. It is used to synchronously adjust the pre-swirl degree of the water flow and reduce the energy loss of the wake rotation. Its installation angle can be determined according to the propeller speed n and the propeller load F, and is generally taken as α = arctan(F / n).

[0064] The installation angle of the pre-mounted duct 2 is adjustable. Additional thrust can be obtained by adjusting the pitch and backslope angles. The design of the clearance between the duct and the propeller leading edge ensures that the thrust coefficient within the thrust range is inversely proportional to the clearance. Its longitudinal tilt β and lateral tilt γ represent the pitch and backslope angles of the duct, respectively, and can be determined experimentally.

[0065] The asymmetric pre-conduit 2, through the coordination of the upper water flow acceleration section and the lower water flow slow section, homogenizes the water flow entering the propeller disk surface, while reducing boundary layer separation and cavitation erosion. Its upper chord length L1 is greater than its lower chord length L2, and the difference between the two is ΔL / L1 = 10% to 20%.

[0066] Preferably, the left and right semi-rings of the pre-conduit 2 are arranged asymmetrically to reduce the energy loss of the wake rotation by adjusting the pre-swirl degree of the water flow and to meet the energy-saving requirements under ballast and full load conditions of the ship.

[0067] Preferably, the guide vane 3 and the reinforcing rib 4 are combined to form an integrated flow guiding and support structure, which has the dual functions of optimizing water flow distribution and enhancing the deformation resistance of the guide tube.

[0068] Extensive real-ship tests have proven that the combined ship energy-saving device provided in this embodiment has significant energy-saving effects, can effectively reduce ship energy consumption, and has broad application prospects.

[0069] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this utility model pertains. The terms "first," "second," and similar terms used in this utility model do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0070] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the present invention.

[0071] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from the spirit and scope of the invention. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A combined ship energy-saving device, characterized in that, The system includes a rectifier fin (1), a pre-conductor duct (2), guide vanes (3), and reinforcing ribs (4). The rectifier fin (1) is installed near the propeller hub cap and rotates synchronously with the propeller to diffuse hub vortices and reduce energy loss. The pre-conductor duct (2) is an annular flow guide device located in front of the propeller with an airfoil-shaped cross-section to optimize the wake field at the stern of the hull and reduce flow separation. The guide vanes (3) are located at the water inlet of the pre-conductor duct (2) and connected to the rectifier fin (1) to fix the duct and reduce hull vibration. The reinforcing ribs (4) are integrated inside or on the surface of the pre-conductor duct (2) to enhance the structural strength of the duct.

2. The combined ship energy-saving device according to claim 1, characterized in that, The pre-positioned catheter (2) adopts an asymmetrical shape design, with the upper chord length being greater than the lower chord length, and is suitable for single-propeller transport ships or some twin-propeller ships with a block coefficient ≥ 0.65 and a Fr number < 0.

3.

3. The combined ship energy-saving device according to claim 1 or 2, characterized in that, The length-to-diameter ratio (L / D) of the pre-conduit (2) is in the range of 0.2-1.

0. When the propeller load is light, a short conduit with L / D≤0.5 is used, and when the load is heavy, a long conduit with L / D>0.5 is used.

4. The combined ship energy-saving device according to claim 1, characterized in that, The guide vane (3) is integrally formed with the rectifier fin (1) and installed at the uppermost end of the inlet of the pre-conduit (2) to synchronously adjust the pre-swirl degree of the water flow and reduce the energy loss of the wake rotation.

5. The combined ship energy-saving device according to claim 1, characterized in that, The installation angle of the pre-mounted duct (2) is adjustable. Additional thrust can be obtained by adjusting the pitch angle and back tilt angle. The design of the drainage volume between the duct and the propeller leading edge satisfies the relationship that the thrust coefficient in the thrust section is inversely proportional to the gap.

6. The combined ship energy-saving device according to claim 1, characterized in that, The rectifier fin (1) reduces the excitation force by homogenizing the propeller inlet flow, thereby reducing the vibration of the hull, and works in conjunction with the guide vane (3) to improve the stability of the water flow.

7. The combined ship energy-saving device according to claim 1 or 2, characterized in that, The asymmetrical pre-conduit (2) uses the combination of the upper water flow acceleration section and the lower water flow slow section to homogenize the water flow entering the propeller disk, while reducing boundary layer separation and cavitation erosion.

8. The combined ship energy-saving device according to claim 1, characterized in that, The reinforcing ribs (4) are arc-shaped or grid-like structures, distributed along the axial or circumferential direction of the pre-conduit (2), used to resist water flow impact and extend the service life of the conduit.

9. The combined ship energy-saving device according to claim 1, characterized in that, The left and right semi-circles of the pre-conduit (2) are arranged in an asymmetrical manner to reduce the energy loss of the wake rotation by adjusting the pre-swirl degree of the water flow and to meet the energy-saving requirements under the conditions of ship ballast and full load.

10. The combined ship energy-saving device according to claim 1, characterized in that, The guide vane (3) and the reinforcing rib (4) are combined to form an integrated flow guide-support structure, which has the dual functions of optimizing water flow distribution and enhancing the deformation resistance of the guide tube.

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