EP0540868B1 - Strömungsleitvorrichtung - Google Patents

Strömungsleitvorrichtung Download PDF

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Publication number
EP0540868B1
EP0540868B1 EP92115977A EP92115977A EP0540868B1 EP 0540868 B1 EP0540868 B1 EP 0540868B1 EP 92115977 A EP92115977 A EP 92115977A EP 92115977 A EP92115977 A EP 92115977A EP 0540868 B1 EP0540868 B1 EP 0540868B1
Authority
EP
European Patent Office
Prior art keywords
propeller
flow guiding
guiding device
shroud
flow
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP92115977A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0540868A1 (de
Inventor
Herbert Prof. Dr.-Ing. Schneekluth
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dudszus Alfred
Original Assignee
Dudszus Alfred
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Dudszus Alfred filed Critical Dudszus Alfred
Publication of EP0540868A1 publication Critical patent/EP0540868A1/de
Application granted granted Critical
Publication of EP0540868B1 publication Critical patent/EP0540868B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • B63H5/14—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in non-rotating ducts or rings, e.g. adjustable for steering purpose
    • B63H5/15—Nozzles, e.g. Kort-type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/38—Rudders
    • B63H25/381—Rudders with flaps
    • 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
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/38—Rudders
    • B63H2025/387—Rudders comprising two or more rigidly interconnected mutually spaced blades pivotable about a common rudder shaft, e.g. parallel twin blades mounted on a pivotable supporting frame

Definitions

  • the invention relates to a flow control device in combination with a ship's propeller in the form of a propeller casing, which is connected to the ship, part of the propeller casing being arranged in the propeller plane and with the front or rear region of the propeller casing an approximately horizontally running flow guide fin is connected, which connects the propeller casing to the hull.
  • Flow guiding devices for ship propellers are known in different designs.
  • full ring nozzles with a wing profile such as Kort nozzles, are used, which enclose the entire propeller circuit as closed rings.
  • These arrangements significantly improve the propulsion quality for ships with higher levels of thrust, such as tugs, push boats or trawlers, for lower ship speeds and higher levels of thrust.
  • Their use in ship types with lower degrees of thrust and higher ship speeds, such as freight and passenger ships or ferry ships, is limited by the inherent resistance of the full ring nozzle, which increases roughly square with the ship speed.
  • the propeller load which is only low on most merchant ships, can even lead, for example with a large propeller diameter and low output, to that a Kort nozzle leads to a deterioration in efficiency.
  • Kort nozzles As a criterion for the use of Kort nozzles, "load levels" are used, in which the drive power or thrust is in the numerator, in the denominator there is a product in which the inflow velocity is in the third or second power. In the criterion for the use of Kort nozzles, the inflow velocity averaged over the propeller disk area is usually taken into account for the inflow velocity. If the effect of the Kort nozzle is now limited to the upper half of the propeller disk area, the local inflow velocity prevailing in this area is to be expected, which depending on the shape of the ship is considerably lower than the mean inflow velocity.
  • the object of the invention is to provide an improvement of generic arrangements which enables propulsion to be improved and which can be used to reduce propeller-induced vibrations and which ensures subsequent installation in a simple manner.
  • This combination creates a cooperative system that advantageously reduces the drive power requirement. Furthermore, the propeller inflow velocity is made uniform and thus contributes to the reduction of the vibration excited by the propeller. Modern cargo ships are particularly sensitive to these vibrations, since the deckhouses with living facilities and the ship's command center are located very far to the rear, often directly above the propeller.
  • the saddle nozzle also has the advantage that an increased distance between the propeller wing tips and the base line need not be required.
  • propeller and rudder must always be accommodated with a saddle nozzle.
  • the performance savings that can be achieved with the saddle nozzle are more than 10% for the ship types under consideration and thus more than the profits with other propulsion-improving measures.
  • Cavitation can also develop with this arrangement according to the invention.
  • the effect of the cavitation bubbles formed on the inner wall of the nozzle is alleviated in two ways by the circumferential grooves.
  • the grooves swirl the boundary layer more, so that larger cavitation bubbles are broken down into many smaller ones, whereby the implosions lose strength in detail.
  • the cavitation bubbles such as floating objects, are pushed away from the inner wall of the nozzle.
  • the smallest inside diameter of the nozzle need not be in the propeller area, since the saddle nozzle can be lifted over the propeller when it is installed.
  • the nozzle nose is cheap to give a slightly larger radius, since the direction of flow here shows greater differences than usual for aircraft hydrofoils.
  • the profile of the saddle nozzle is formed as a simple shape profile from essentially cylindrical and conical surfaces, as developed by Schuschkin and Heuser.
  • a favorable design can consist in the fact that the saddle nozzle or the fins have end disks or winglets.
  • the approximately radially arranged flow guide surfaces as fins have a static and a hydrodynamic task. These fins statically stiffen the saddle nozzle, and the connection to this saddle nozzle in turn protects the fins from excessive stresses in the sea. When placed in front of the saddle nozzle, the fins hydrodynamically give the propeller inflow a pre-twist against the direction of rotation of the propeller, so that the flow leaves the propeller with less swirl losses. If the fins are arranged behind the propeller in a rotatable arrangement, they recover part of the swirl energy from the propeller outflow.
  • the fins can be designed so that they take on other tasks. They can be arranged so strongly swept that they serve as ice deflectors. Furthermore, they can also be pulled in the manner of so-called Grothues spoilers on the side facing the hull with their leading edge so that they redirect the downward flow often present on the ship's outer skin in the propeller area into the horizontal.
  • a certain sweep is usually advisable so that the average distance between the rear edge of the fins and the propeller is not too small.
  • DE-OS 19 38 480 shows a Kort nozzle as a propeller casing, an annular groove running in the inner wall of the nozzle being arranged with a swirl against the propeller pitch.
  • a combination is also known from GB 2 063 378 A 1, with end disks forming an extension of a pre-nozzle. Furthermore, from DE-Z Hansa No. 19, 1962, page 1841, it can be seen that a full ring nozzle with a fixedly connected rudder is reinforced by surfaces attached to the side of the nozzle.
  • the illustrated contour of a ship's hull 1 with a construction water line 9 is provided with a rudder spur 2 which carries an oar 3.
  • a propeller 4 is arranged with a propeller hub 5 and has a propeller wing tip circle 14.
  • the propeller 4 is assigned a propeller casing 6 in the manner of a saddle nozzle.
  • the propeller casing 6 is connected with the interposition of a connecting element 8 to the stern or the gill of the hull 1.
  • the frame contour 11 is shown in FIG. 2 as a connecting zone.
  • At the front end of the propeller casing 6 there is a horizontal flow guide surface 7 connected with its end regions, which is guided approximately radially over the region of the stern tube.
  • the propeller casing 6 has grooves 10 on the side facing the propeller 4. According to FIGS. 4 and 5 additionally arranged in partial areas of grids 13, which form corresponding recesses 12.
  • the arrangement of grids 12, 13 in the lower region of the propeller casing 6 reduces the triggering of pressure pulses when the propeller blades are blown past.
  • the pressure impulses are caught by the wall behind. This means that for the flow the gap between the wing tip and the inner wall of the nozzle is small, for the pressure impulses the wall distance from the wing tip does not change suddenly.
  • the continuation of the nozzle profile is designed with an increasing distance between the inside of the nozzle and the propeller wing tip circle 14, the entry and exit area increasing to at least 4% of the propeller radius.
  • the lower parts of the propeller shell can be formed from a flexible material, so that the impulses emanating from the wing tips are transmitted less.
  • propeller casing 6 may also be expedient to arrange the propeller casing 6 taking into account the following instructions: Since the propeller inflow is usually directed slightly upwards and the flow converges towards the center when viewed from above, it makes sense to adapt the nozzle profile direction to the flow direction.
  • the position of the propeller casing and the horizontal flow guide surface 7 is determined in accordance with the existing conditions. In length, it should often be favorable that about two-thirds to three-quarters of the propeller shroud 6 lies in front of the propeller wing tip circle 14. For statics and rigidity of the construction, it is advantageous if the horizontal guide surface 7 projects into the propeller casing. The rear edge of the horizontal flow guide surface 7 should be arranged to the rear as far as the power saving and vibration security allow. If necessary, a connecting element must be created between the flow guide surface 7 and the propeller casing 6.
  • the profile shape of the propeller casing 6 is to be adapted to the shape of the ship and propeller, as well as the propeller load. Since the propeller 4 is not fully encased, the use of a Kaplan propeller makes little sense.
  • the flow guide surface 6 is rotatably arranged on the hull 1 via a bearing 15.
  • the rudder 3 on the rudder horn 2 is also pivoted.
  • the direction of flow is identified by a reference number 16.
  • FIG. 9 a flow guide device 6 for a double screw arrangement is shown in FIG. 9.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Toys (AREA)
EP92115977A 1991-11-02 1992-09-18 Strömungsleitvorrichtung Expired - Lifetime EP0540868B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4136245 1991-11-02
DE4136245 1991-11-02

Publications (2)

Publication Number Publication Date
EP0540868A1 EP0540868A1 (de) 1993-05-12
EP0540868B1 true EP0540868B1 (de) 1996-04-17

Family

ID=6444037

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92115977A Expired - Lifetime EP0540868B1 (de) 1991-11-02 1992-09-18 Strömungsleitvorrichtung

Country Status (4)

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EP (1) EP0540868B1 (pt)
CN (1) CN1072146A (pt)
DE (2) DE4138281C1 (pt)
PL (1) PL296437A1 (pt)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4325290A1 (de) * 1993-07-28 1995-02-02 Dudszus Alfred Prof Dr Ing Hab Nachstromdüse
GB2302317B (en) * 1995-06-16 1999-03-10 Christopher Roger Hill Steering mechanism
DE19746853C2 (de) * 1997-10-23 2002-06-27 Stahl Und Maschb Gmbh Hochleistungs-Vollschweberuder
CN100348457C (zh) * 2002-06-28 2007-11-14 韩国防 一种坐式半浮体加滑行板式摩托艇
CN102009322B (zh) * 2010-06-04 2012-05-30 沪东中华造船(集团)有限公司 一种连接式挂舵臂导流装置的制造方法
KR101654489B1 (ko) * 2010-12-02 2016-09-05 미츠비시 쥬고교 가부시키가이샤 선박
KR102130721B1 (ko) * 2013-09-26 2020-08-05 대우조선해양 주식회사 비틀림 스트럿 및 그 비틀림 스트럿의 설치구조
CN104625447B (zh) * 2014-12-19 2016-08-24 华泰重工(南通)有限公司 一种扇形导管安装工艺
JP6583820B2 (ja) * 2015-11-02 2019-10-02 三井Ｅ＆Ｓ造船株式会社 船尾整流構造及び船舶
CN106275339A (zh) * 2016-08-29 2017-01-04 上海孚实船舶科技有限公司 船用推进导向装置

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE114831C (pt) *
DE755002C (de) * 1938-05-10 1951-08-02 Adolf Friederichs Duese fuer frei fahrende Einschraubenschiffe
CH326840A (de) * 1954-08-18 1957-12-31 Ostermann & Co Abdeckschirm einer Schiffsschraube
DE1018741B (de) * 1955-09-03 1957-10-31 L Kort Dipl Ing Schraubensteven fuer Schiffe mit Duesenruder
DE1938480A1 (de) * 1969-07-29 1971-02-18 Schmidt Stiebitz Hermann Dr In Sicherheitsduese
DD95984A1 (pt) * 1971-10-22 1973-02-20
DE2702116A1 (de) * 1977-01-20 1978-07-27 Versuchsanstalt Fuer Binnensch Selbstabweisende propellerduese fuer schiffspropeller
GR71888B (pt) * 1979-11-02 1983-08-05 Espanoles Astilleros
DE3216578C1 (de) * 1982-05-04 1983-10-13 Herbert Prof. Dr.-Ing. 5100 Aachen Schneekluth Stroemungsleitflaeche am Heck von Einschraubenschiffen
DD238586A1 (de) * 1985-06-24 1986-08-27 Akad Wissenschaften Ddr Anordnung zur verbesserung der energieumwandlung durch den propeller
DD241056A1 (de) * 1985-09-23 1986-11-26 Schiffbau Stammbetrieb K Vorrichtung zur erhoehung des wirkungsgrades von schiffspropellern
DE3633689C1 (de) * 1986-10-03 1988-02-04 Herbert Prof Dr-In Schneekluth Stroemungsleitflaeche

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 11, no. 175 (M-596)(2622) 5. Juni 1987 & JP-A-62 6 891 (NIPPON-KOKAN KK) *

Also Published As

Publication number Publication date
EP0540868A1 (de) 1993-05-12
CN1072146A (zh) 1993-05-19
DE4138281C1 (pt) 1993-04-29
PL296437A1 (en) 1993-06-28
DE59206029D1 (de) 1996-05-23

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