Ship hydrodynamic comprehensive energy-saving device and installation method

Abstract

The invention provides a ship hydrodynamic comprehensive energy-saving device and an installation method thereof. The ship hydrodynamic comprehensive energy-saving device is characterized in that it includes a propeller-rudder combined vortex-eliminating energy-saving device for dissipating energy of the vortex generated by the propeller, and the propeller-rudder The combined vortex-elimination and energy-saving device is fixedly installed at the tail of the propeller tail shaft and rotates with the rudder blade; it includes a combined energy-saving rectifying fin installed on the rudder blade for vortex elimination and rectification; it includes the double tail fins installed on the ship body, and Front rectifier fin structure located in front of the propeller. This comprehensive energy-saving device aims at the shortcomings of the existing ship energy-saving technology, and adopts corresponding technical solutions to improve it in order to achieve the purpose of energy saving, and after organically and comprehensively utilizing all energy-saving methods, it can achieve the final energy-saving effect .

Description

technical field [0001] The invention relates to the technical field of ship energy saving, in particular to a ship hydrodynamic comprehensive energy saving device and an installation method. Background technique [0002] The existing ship energy saving methods mainly include the following types: [0003] The first is to install vortex-eliminating fins on the tail end of the propeller. A ship hydrodynamic energy-saving device for recovering propeller hub vortex energy loss; it adds small blades with the same number of propeller blades to the propeller general cap, and rotates coaxially with the propeller. When the ship sails forward, the flow field near the propeller hub will generate eddy current loss energy when the propeller rotates. The vortex elimination fins installed behind the propeller hub work synchronously to break up the hub vortex and straighten the wake, thereby reducing the propeller torque and increasing Thrust reduces propeller vortex energy loss and improv...

AI Technical Summary

Problems solved by technology

[0008] The first type, the vortex elimination fin is characterized by adding a small propeller behind the main propeller. The diameter of the small propeller is about 0.2-0.28D of the main propeller. The manufacture of the small propeller requires many things such as molding, casting, processing, and grinding. In the processing link, the manufacturing process is complicated and the cost is high

[0009] The second type, the rudder ball technology, is widely used due to its simple manufacturing process. However, there is an objective gap between the energy-saving device and the installation gap behind the propeller, which makes the transition between this distance and the propeller vortex-eliminating fins difficult, and the propeller The vortex at the rear actually has not been reduced for a while, and the vortex elimination effect of the rudder ball after the propeller is lost

Furthermore: when the rudder blade rotates more than 0°~35° when the ship is steered, the rudder ball forms an included angle with the center line of the propeller shaft after the rudder blade rotates. At this time, the rudder ball crosspiece is behind the propeller. It can reduce the vortex behind the propeller, but it will form resistance and make the wake after the propeller more turbulent

[0010] The third type, although the propeller has a good energy-saving efficiency after the front duct, but when it is used for inland watercraft, due to the influence of the natural conditions of the water area, when the water rises seasonally, the sundries and weeds on the land area will be affected by the rising water. However, a large number of floating on the water surface will inevitably form entanglements on the front conduits in front of the oars. The entangled front conduits will make the energy-saving effect useless and further increase the ship's navigation resistance. hidden dangers, and its chain reaction may cause huge economic losses

[0011] The fourth type, but the watertight shell of the more complex structure of the tie-rod flap rudder is larger in volume. For the convenience of manufacturing, the factory generally manufactures the tie-rod chamber of the tie-rod rudder into a cuboid shape. When flowing through this cuboid, there will be a turbulent flow around the up and down, and the turbulent flow will lose the thrust of the propeller. This larger volume behind the propeller increases the shape resistance

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