EP1476353A1 - Line design and propulsion system for a directionally stable, seagoing boat with rudder propeller drive system - Google Patents

Line design and propulsion system for a directionally stable, seagoing boat with rudder propeller drive system

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Publication number
EP1476353A1
EP1476353A1 EP03742491A EP03742491A EP1476353A1 EP 1476353 A1 EP1476353 A1 EP 1476353A1 EP 03742491 A EP03742491 A EP 03742491A EP 03742491 A EP03742491 A EP 03742491A EP 1476353 A1 EP1476353 A1 EP 1476353A1
Authority
EP
European Patent Office
Prior art keywords
propeller
ship
rudder
propellers
ship according
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.)
Granted
Application number
EP03742491A
Other languages
German (de)
French (fr)
Other versions
EP1476353B1 (en
Inventor
Adam Grzonka
Björn A. HENRIKSEN
Jan Kanar
Ryszard Lech
Kay Tigges
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.)
Centrum Techniki Okretowej Ship Design And Research
SeaTrade AS
Siemens AG
Original Assignee
Siemens AG
Seatrade AS
CENTRUM TECHNIKI OKRETOWEJ SHIP DESIGN AND RESEARCH CENTRE
CT TECHNIKI OKRETOWEJ SHIP DES
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Filing date
Publication date
Application filed by Siemens AG, Seatrade AS, CENTRUM TECHNIKI OKRETOWEJ SHIP DESIGN AND RESEARCH CENTRE, CT TECHNIKI OKRETOWEJ SHIP DES filed Critical Siemens AG
Publication of EP1476353A1 publication Critical patent/EP1476353A1/en
Application granted granted Critical
Publication of EP1476353B1 publication Critical patent/EP1476353B1/en
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
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/38—Keels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
    • 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
    • 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
    • B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens
    • 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
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • B63H2005/1254—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis
    • B63H2005/1258—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis with electric power transmission to propellers, i.e. with integrated electric propeller motors

Definitions

  • the invention relates to a seagoing ship driven by at least two rudder propellers with a hull for the transport of payloads or passengers, the rudder propellers being designed as electric rudder propellers (PODS) and the hull amidships having an approximately rectangular cross-section to which flow guide bodies ( Skegs), between which a flow channel is formed.
  • PODS electric rudder propellers
  • Skegs flow guide bodies
  • German utility model 29913498.9 which has hydrodynamically effective skegs in front of electric rudder propellers.
  • the known ship has been specially designed for the use of electric rudder propellers, each with a pull and push propeller on the rudder propeller, and it is a further object of the invention to design such a ship so that it can be used with rudder propellers with only one propeller and also with an improved one Propulsion efficiency can be operated.
  • the flow channel between the skegs is wedge-shaped with a preferably continuous, slightly curved extension downward-aft, the side walls of the flow channel being at least partially designed as flat surfaces and in fin-like webs run out, which have displacement volumes for the water and the flow channel is designed in such a way that it causes a low ship resistance via its channel effect.
  • a low outflow resistance and a low inflow speed of the electric rudder propellers are advantageously achieved. This reduces the resistance of the ship when traveling through the water and the propulsion efficiency can be increased.
  • the skegs are designed as fin-like webs
  • the displacement volumes of the skegs are arranged essentially on the outside of the fin-like webs. This advantageously results in a low resistance
  • the displacement volume on the outside is bead-shaped are formed, the bead being designed such that there is an asymmetrical flow around and outflow of the water in the direction of rotation of the respective rudder propeller, the flow influenced in this way resulting in an advantageous propeller inflow.
  • the advantageous effect of the calmly flowing out of the water from the flow channel is supplemented by a rotational movement of the water in front of the propellers, so that an overall advantageous inflow of propellers results.
  • the shape and volume of the flow channel at its outlet in the area of the stub are so large and the displacement volumes are arranged and dimensioned that the water flowing around and out is directed such that a flow around the stub rotates in the direction of rotation of the respective one Rudder propellers results.
  • this results in an advantageous, uniform and in particular low-vortex inflow to the propellers in an advantageous manner for avoiding cavitation.
  • the rudder propellers have at least one propeller which is designed as a high-scew propeller and which is matched to the inflow of water manipulated according to the invention. This results in a further improvement in the low-vibration behavior of the propellers with a minimization of the tendency to cavitation.
  • a conventional propeller can also be used for the pressure propeller.
  • the individual dimensions of the hull and the skegs and their composite dimensions on the Ship speed are turned off, especially as a result of tank towing attempts.
  • the individual flow parameters that arise at the stern depend, for example, on the size of the ship, the speed of the ship, the roughness of the hull surface and other properties that vary from ship to ship. It is therefore understood that different individual dimensions for the hull, the skegs, the flow channel and the propellers must be selected for each type of ship. These vary within
  • the length and the shape are optimized such that the influence of waves , in particular the waves from aft to the stern (sea shock) is reduced, preferably as a result of tank tests.
  • waves in particular the waves from aft to the stern (sea shock) is reduced, preferably as a result of tank tests.
  • the ship's resistance is low, but also that the ship's maritime behavior is good.
  • the sea behavior of the ship is particularly important when the sea is approaching from aft, possibly also when lying in restless ports, so that the influence of the shape of the aft ship on sea behavior must also be taken into account.
  • the shape of the foreship is also taken into account, which has a significant impact on the ship's running straight ahead.
  • the rudder propellers are equipped with pressure propellers; this ensures that a relatively long calming section for the water is available before entering the propeller cross-section. So those formed on the fuselage
  • Drain vortexes experience at least a partial compensation.
  • the cavitation behavior of the propellers is significantly improved without the need for high-speed propellers. It may be necessary to accept a certain loss of efficiency compared to a towing propeller, the wake of which is directed through the rudder propeller housing, fins possibly arranged here and the shaft of the rudder propeller. This is a question of costs and flow optimization and is also the subject of tank tests.
  • the distance between the two rudder propellers is advantageously dimensioned such that on the one hand the rudder propellers can be pivoted independently of one another by 360 degrees, but on the other hand the skeg distance does not become too great.
  • the skegs are aligned in front of the rudder propellers. An optimal arrangement results when the distance between the two rudder propellers is 1.1 to 1.3 of the propeller diameter.
  • the arrangement of a separate, small, straight-ahead rudder is advantageous for the energy consumption when driving straight ahead, as can be seen in various variants from the unpublished patent application DE 101 59 427.5.
  • the optimal flow direction of each rudder propeller depends on the tolerances of the hull, the skegs and the rudder propeller assembly different and may be advantageously determined during test runs of the finished ship.
  • FIG. 2 shows a frame course seen from aft with the POD shown corresponding to FIG. 1;
  • FIG. 5 shows the model with the flow channel corresponding to FIG. 4 from aft
  • FIGS. 4 and 5 shows the skegs from the side with the flow channel corresponding to FIGS. 4 and 5 and
  • Rudder propeller and the skegs are located.
  • 1 denotes a skeg seen from the side, which ends in the round bulge 2.
  • 3 denotes an electric rudder propeller; here, for example, an electric rudder propeller with two propellers 4 and 5 and side fins is shown. It goes without saying that a rudder propeller with a towing propeller or an oar propeller with a pressure propeller, each with the appropriate flow control elements can be used.
  • a flow equalization section can be advantageous for some ships.
  • the flow equalization distance is longest when a POD with a pressure propeller corresponding to propeller 4 is used. Then the housing of the electric rudder propeller 3 and the shaft of the electric rudder propeller also act as a flow equalization element.
  • the electric rudder propeller is advantageous at an angle, e.g. 2 degrees, inclined to the horizontal direction. This angle is designated 8.
  • the end of the ship is designated 9; its length, like the other components at the stern of the ship, is of the same length
  • FIGURE 2 in which the ship lines (frame courses) are shown as seen from aft, 10 denotes a typical frame course and 12 the electrical rudder propeller visible from the aft.
  • the center 11 of the rudder propeller is located behind the end of the stub, as can be seen in FIG. 1, but is arranged asymmetrically to the displacement volume 15.
  • the rudder propeller itself is arranged at a distance 13 from the center of the ship; the length of 13 is about 1.1 times that Propeller diameter 16.
  • FIGURE 3 which shows the course of the ship's line (frame course) seen from the front, 17 denotes a usual frame course and 18 the course on the bulb, which is arranged on the ship's bow.
  • FIGURE 3 essentially shows a normal course of the ship, as is customary for course-stable and low-resistance sea-going ships.
  • FIGURES 4, 5 and 6 show representations of an optimized towing model and represent the lower part of the hull end of the towing model of a relatively fast ferry ship (28 kts) with a hull which is intended for receiving motor vehicles and passengers.
  • Such towing models are usually used for the determination the optimal hull shapes used by ships and are generally known to those skilled in the art.
  • 20 denotes the flow channel formed between the skegs 22 with their almost flat, continuously extending side walls 21.
  • the ship's underside 23 is just as steady and only slightly curved as the inside 21 of the flow channel 20.
  • 25 denotes the one seen from the aft
  • the skegs 26 are sharply fin-like aft and end in bead-like ends 27 which protrude beyond the fin-like parts of the skegs 26 without supporting elements. Overall, there is a very aerodynamic stern shape with good properties compared to aft lakes.
  • the flow channel between the skegs 30 is designated 29.
  • the fin-like end of the skegs is designated by 31, the bead-shaped displacement volume by 33.
  • an interchangeable, changeable stern part 32 is arranged, by means of which the optimum length and optionally inclination of the ship's stern are determined.
  • the bottom of the ship has an obliquely upward shape which can be clearly seen from the illustration and which makes up about 1/3 of the length of the ship. This results in a calm, relatively slow outflow at the stern of the ship, which leads to low ship resistance.
  • FIG. 7 shows the basic arrangement of the individual components for illustration. These are common forms of representation in international shipbuilding.
  • the parameter values and their claimed validity ranges are defined mathematically as follows:
  • a sk The cross-sectional area of the skeg at length L AS k ; set off from the back end of the skeg. 0.1 * A 0 ⁇ A sk ⁇ A 0
  • the rudder propellers, the skegs and the stern shape are elements which are connected to one another in the construction according to the invention, which leads to an overall very low ship resistance with good propulsion efficiency of the electric rudder propellers.
  • the electric rudder propellers are arranged in the outflow of the skegs in such a way that the axis of rotation of the propellers within the region coincides with a significantly reduced axial component of the speed field.
  • the fact that the electric rudder propellers are arranged behind the skegs enables the propellers to be operated in the outflow field of the skegs.
  • the shaped flow channel advantageously directs the outflowing water to the propellers.
  • the lateral exposure of the skegs and the shape of the flow guide elements influence the speed field within the propeller disks in such a way that the tangential components of the speed field run advantageously into the propeller.
  • auxiliary rudder which allows the electric rudder propellers to be optimally adjusted to the outflow in the skeg area, can also contribute to this. This optimal position need not be changed by course correction movements.

Abstract

The flow channel between the skegs (2) is wedge-shaped, widening continuously in the downward- and sternward directions, preferably with slight curvature. Sidewalls of the flow channel are least partially plane surfaces, running out into fin-like bridging sections, which include displacement volume for the water. This configuration promotes a channel effect resulting in low ships resistance. It also influences after-flow, with favorable effect on propulsion performance.

Description

Beschreibungdescription
Linienentwurf und Propulsionsanordnung für ein kursstabiles, seegehendes Schiff mit RuderpropellerantriebLine design and propulsion arrangement for a stable, seagoing ship with rudder propeller drive
Die Erfindung betrifft ein durch zumindest zwei Ruderpropeller angetriebenes seegehendes Schiff mit einem Rumpf zum Transport von Nutzlasten oder Passagieren, wobei die Ruderpropeller als elektrische Ruderpropeller (PODS) ausgebildet sind und wobei der Rumpf mitschiffs einen etwa rechteckigen Querschnitt aufweist, an den sich nach achtern Strömungsleitkörper (Skegs) anschließen, zwischen denen ein Strömungskanal ausgebildet ist.The invention relates to a seagoing ship driven by at least two rudder propellers with a hull for the transport of payloads or passengers, the rudder propellers being designed as electric rudder propellers (PODS) and the hull amidships having an approximately rectangular cross-section to which flow guide bodies ( Skegs), between which a flow channel is formed.
Aus dem deutschen Gebrauchsmuster 29913498.9 ist ein schnelles seegehendes Schiff bekannt, das hydrodynamisch wirksame Skegs vor elektrischen Ruderpropellern aufweist.A fast seagoing ship is known from German utility model 29913498.9, which has hydrodynamically effective skegs in front of electric rudder propellers.
Es ist Aufgabe der Erfindung, ein derartiges Schiff weiter zu optimieren. Dabei soll insbesondere das Seeverhalten desIt is an object of the invention to further optimize such a ship. The sea behavior of the
Schiffes verbessert werden und weiterhin eine besonders günstige Anströmung der elektrischen Ruderpropeller erreicht werden .Ship are improved and a particularly favorable flow to the electric rudder propellers can be achieved.
Das vorbekannte Schiff ist speziell für den Einsatz von elektrischen Ruderpropellern mit je einem Zug- und Druckpropeller am Ruderpropeller konzipiert worden und es ist eine weitere Aufgabe der Erfindung, ein derartiges Schiff so auszugestalten, dass es mit Ruderpropellern mit nur je einem Propeller und auch mit verbessertem Propulsionswirkungsgrad betrieben werden kann.The known ship has been specially designed for the use of electric rudder propellers, each with a pull and push propeller on the rudder propeller, and it is a further object of the invention to design such a ship so that it can be used with rudder propellers with only one propeller and also with an improved one Propulsion efficiency can be operated.
Die Aufgabe wird dadurch gelöst, dass der Strömungskanal zwischen den Skegs keilförmig mit einer vorzugsweise stetigen, leicht gekrümmten Erweiterung nach unten-achtern ausgebildet ist, wobei die Seitenwände des Strömungskanals zumindest teilweise als ebene Flächen ausgebildet sind und in flossenartige Stege auslaufen, die Verdrängungsvolumen für das Wasser aufweisen und wobei der Strömungskanal derart ausgebildet ist, dass er über seinen Kanaleffekt einen niedrigen Schiffswiderstand verursacht.The object is achieved in that the flow channel between the skegs is wedge-shaped with a preferably continuous, slightly curved extension downward-aft, the side walls of the flow channel being at least partially designed as flat surfaces and in fin-like webs run out, which have displacement volumes for the water and the flow channel is designed in such a way that it causes a low ship resistance via its channel effect.
Durch die Schaffung des erfindungsgemäß optimierten Strömungskanals zwischen den Skegs wird vorteilhaft ein geringer Abströmwiderstand und eine niedrige Anströmgeschwindigkeit der elektrischen Ruderpropeller erreicht. Hierdurch verringert sich der Widerstand des Schiffes bei der Fahrt durch das Wasser und der Propulsionswirkungsgrad kann erhöht werden.By creating the flow channel between the skegs which is optimized according to the invention, a low outflow resistance and a low inflow speed of the electric rudder propellers are advantageously achieved. This reduces the resistance of the ship when traveling through the water and the propulsion efficiency can be increased.
In Ausgestaltung der Erfindung ist vorgesehen, dass die Skegs als flossenartige Stege ausgebildet sind, wobei dieIn an embodiment of the invention it is provided that the skegs are designed as fin-like webs, the
Verdrängungsvolumen der Skegs in nach hinten abgerundeten Stummeln auslaufen, die achtern ohne vertikale Verbindung zum Rumpf bis kurz vor die Ruderpropeller verlaufen. Durch diese Ausbildung wird vorteilhaft erreicht, dass sich vor den Ruderpropellern durch den Druckunterschied zwischen derDisplacement of the skegs ends in stubs that are rounded to the rear and run aft without a vertical connection to the fuselage until just before the rudder propellers. This design advantageously achieves that the pressure difference between the front of the rudder propellers
Innen- und der Außenseite des Strömungskanals eine Umströmung der Enden der Skegs ergibt, die in Richtung der von den Propellern induzierten Strömung verläuft. Hierdurch wird das Anströmverhalten der Propeller vorteilhaft verbessert und der Wasserzustrom zu den Propellern vergleichmäßigt.Inside and outside of the flow channel results in a flow around the ends of the skegs, which runs in the direction of the flow induced by the propellers. As a result, the flow behavior of the propellers is advantageously improved and the water inflow to the propellers is evened out.
In weiterer Ausgestaltung der Erfindung ist vorgesehen, dass die Verdrängungsvolumen der Skegs im wesentlichen an der Außenseite der flossenartigen Stege angeordnet sind. Hierdurch ergibt sich vorteilhaft ein widerstandsarmerIn a further embodiment of the invention it is provided that the displacement volumes of the skegs are arranged essentially on the outside of the fin-like webs. This advantageously results in a low resistance
Strömungskanal zwischen den Skegs mit einem beruhigten Abströmen des Wassers am Heck des Schiffes und in Folge ein besonders günstiges Widerstandsverhalten des Hecks des Schiffes .Flow channel between the skegs with a calm flow of water at the stern of the ship and consequently a particularly favorable resistance behavior of the stern of the ship.
In weiterer Ausgestaltung der Erfindung ist vorgesehen, dass die Verdrängungsvolumen an der Außenseite wulstförmig ausgebildet sind, wobei der Wulst derart ausgebildet ist, dass sich eine asymmetrische Um- und Abströ ung des Wassers im Drehsinn des jeweiligen Ruderpropellers ergibt, wobei die derart beeinflußte Strömung eine vorteilhafte Propellerzuströmung ergibt. So wird die vorteilhafte Wirkung des beruhigten Ausströmens des Wassers aus dem Strömungskanal durch eine Rotationsbewegung des Wassers bereits vor den Propellern ergänzt, so dass sich eine insgesamt vorteilhafte Anströmung der Propeller ergibt.In a further embodiment of the invention it is provided that the displacement volume on the outside is bead-shaped are formed, the bead being designed such that there is an asymmetrical flow around and outflow of the water in the direction of rotation of the respective rudder propeller, the flow influenced in this way resulting in an advantageous propeller inflow. Thus, the advantageous effect of the calmly flowing out of the water from the flow channel is supplemented by a rotational movement of the water in front of the propellers, so that an overall advantageous inflow of propellers results.
Es ist weiterhin vorgesehen, dass Form und Volumen des Strömungskanals an seinem Auslauf im Bereich der Stummel so groß und die Verdrängungsvolumen so angeordnet und dimensioniert sind, dass das um- und abströmende Wasser derart gerichtet wird, dass sich eine Umströmung der Stummel im Drehsinn des jeweiligen Ruderpropellers ergibt. So ergibt sich in Kombination mit der asymmetrischen Ausbildung der Verdrängungsvolumen der Skegs eine vorteilhafte gleichmäßige und insbesondere wirbelarme Zuströmung zu den Propellern in einer für die Vermeidung von Kavitation vorteilhaften Weise.It is further provided that the shape and volume of the flow channel at its outlet in the area of the stub are so large and the displacement volumes are arranged and dimensioned that the water flowing around and out is directed such that a flow around the stub rotates in the direction of rotation of the respective one Rudder propellers results. In combination with the asymmetrical design of the displacement volume of the skegs, this results in an advantageous, uniform and in particular low-vortex inflow to the propellers in an advantageous manner for avoiding cavitation.
Dabei braucht auf die übliche Aufkimmung des Hecks mit seiner günstigen Auswirkung in Bezug auf das Kursstabilitätsverhalten sowie auf das sogenannte „Slammingverhalten" des Schiffes nicht verzichtet werden.It is not necessary to do without the usual rise of the stern with its favorable effect in relation to the course stability behavior as well as the so-called "slamming behavior" of the ship.
Es ist weiterhin vorgesehen, dass die Ruderpropeller zumindest einen Propeller aufweisen, der als High Scew- Propeller ausgebildet ist und der auf die erfindungsgemäß manipulierte Zuströmung des Wassers abgestimmt ist. So ergibt sich eine weitere Verbesserung des vibrationsarmen Verhaltens der Propeller mit einer Minimierung der Kavitationsneigung. Bei einem Ruderpropeller mit zwei gleichlaufenden Propellern kann bei dem Druckpropeller auch ein herkömmlicher Propeller verwendet werden.It is further provided that the rudder propellers have at least one propeller which is designed as a high-scew propeller and which is matched to the inflow of water manipulated according to the invention. This results in a further improvement in the low-vibration behavior of the propellers with a minimization of the tendency to cavitation. In the case of a rudder propeller with two synchronous propellers, a conventional propeller can also be used for the pressure propeller.
Des weiteren ist vorgesehen, dass die Einzelmaße des Schiffsrumpfes und der Skegs und ihre Verbundmaße auf die Schiffsgeschwindigkeit abgestellt sind, insbesondere als Resultat von Tankschleppversuchen. Das gleiche gilt für die Maße des High Scew-Propellers . Die einzelnen Strömungsparameter, die sich am Heck ergeben, sind z.B. von der Schiffsgröße, der Schiffsgeschwindigkeit, der Rauhheit der RumpfOberfläche und weiteren von Schiff zu Schiff variierenden Eigenschaften abhängig. Es versteht sich daher, dass für jeden Schiffstyp unterschiedliche Einzelmaße für den Schiffsrumpf, die Skegs, den Strömungskanal und die Propeller gewählt werden müssen. Diese variieren im Rahmen vonFurthermore, it is provided that the individual dimensions of the hull and the skegs and their composite dimensions on the Ship speed are turned off, especially as a result of tank towing attempts. The same applies to the dimensions of the High Scew propeller. The individual flow parameters that arise at the stern depend, for example, on the size of the ship, the speed of the ship, the roughness of the hull surface and other properties that vary from ship to ship. It is therefore understood that different individual dimensions for the hull, the skegs, the flow channel and the propellers must be selected for each type of ship. These vary within
Bereichen, die in Schleppversuchen und Tanktests jeweils untersucht und optimiert werden müssen. Dabei spielen auch Laderaumkapazität und die Kosten bei der Herstellung des Schiffes eine Rolle, so dass sich eine Vielzahl von Variationsmöglichkeiten ergibt, von denen nur Grenzmaße angegeben werden können. Diese werden vorteilhaft in Prozenten der Schiffsbreite, der Schiffslänge, des Tiefgangs etc. angegeben.Areas that have to be examined and optimized in towing tests and tank tests. Load capacity and the costs of manufacturing the ship also play a role, so that there are a multitude of possible variations, of which only limit dimensions can be specified. These are advantageously given as a percentage of the ship's width, length, draft, etc.
In weiterer Ausgestaltung der Erfindung ist fernerhin vorgesehen, dass auch weitere Einzelmaße des Hecks, z.B. die Aufkimmung und der Überstand über die Ruderpropeller nach achtern sowie die Maße der Skegs, z.B. die Auswärtsstellung die Länge und die Form derart optimiert sind, dass der Einfluß von Wellen, insbesondere der von achtern auflaufenden Wellen auf das Heck (Seeschlag) verringert wird, vorzugsweise als Resultat von Tankversuchen. Für ein seegehendes Schiff ist es nicht nur wichtig, dass der Schiffswiderstand gering ist, sondern auch dass das Seeverhalten des Schiffes gut ist. Das Seeverhalten des Schiffes kommt insbesondere bei einer von achtern auflaufenden See zum Tragen, gegebenenfalls auch beim Liegen in unruhigen Häfen, so dass auch der Einfluß der Achterschiffsform auf das Seeverhaltens berücksichtigt werden muß. Erfindungsgemäß ist dies der Fall. Dabei wird auch die Vorschiffsform mit berücksichtigt, die sich auf das Geradeauslaufen des Schiffes wesentlich auswirkt. Zur Optimierung des AntriebsSystems ist auch vorgesehen, dass die Ruderpropeller mit Druckpropellern ausgerüstet sind; so wird erreicht, dass eine relativ lange Beruhigungsstrecke für das Wasser vor Eintritt in den Propellerquerschnitt zur Verfügung steht. So können die am Rumpf gebildetenIn a further embodiment of the invention, it is further provided that further individual dimensions of the stern, for example the rise and the protrusion beyond the rudder propellers as well as the dimensions of the skegs, for example the outward position, the length and the shape are optimized such that the influence of waves , in particular the waves from aft to the stern (sea shock) is reduced, preferably as a result of tank tests. For a seagoing ship, it is not only important that the ship's resistance is low, but also that the ship's maritime behavior is good. The sea behavior of the ship is particularly important when the sea is approaching from aft, possibly also when lying in restless ports, so that the influence of the shape of the aft ship on sea behavior must also be taken into account. This is the case according to the invention. The shape of the foreship is also taken into account, which has a significant impact on the ship's running straight ahead. To optimize the drive system, it is also provided that the rudder propellers are equipped with pressure propellers; this ensures that a relatively long calming section for the water is available before entering the propeller cross-section. So those formed on the fuselage
Ablaufwirbel zumindest einen teilweisen Ausgleich erfahren. Das Kavitationsverhalten der Propeller wird so erheblich verbessert, ohne dass High Scew-Propeller notwendig wären. Dabei muß eventuell ein gewisser Wirkungsgradverlust gegenüber einem Zugpropeller in Kauf genommen werden, dessen Nachstrom durch das Ruderpropellergehäuse, gegebenenfalls hier angeordnete Flossen und den Schaft des Ruderpropellers gerichtet wird. Dies ist eine Frage der Kosten und der Strömungsoptimierung und ebenfalls Gegenstand von Tankversuchen.Drain vortexes experience at least a partial compensation. The cavitation behavior of the propellers is significantly improved without the need for high-speed propellers. It may be necessary to accept a certain loss of efficiency compared to a towing propeller, the wake of which is directed through the rudder propeller housing, fins possibly arranged here and the shaft of the rudder propeller. This is a question of costs and flow optimization and is also the subject of tank tests.
Der Abstand der beiden Ruderpropeller voneinander wird vorteilhaft so bemessen, dass die Ruderpropeller einerseits unabhängig voneinander um 360 Grad verschwenkt werden können, dass aber andererseits der Skegabstand nicht zu groß wird. Die Skegs sind ja fluchtend vor den Ruderpropellern angeordnet. Eine optimale Anordnung ergibt sich bei einem Abstand der beiden Ruderpropeller von 1,1 bis 1,3 des Propellerdurchmessers .The distance between the two rudder propellers is advantageously dimensioned such that on the one hand the rudder propellers can be pivoted independently of one another by 360 degrees, but on the other hand the skeg distance does not become too great. The skegs are aligned in front of the rudder propellers. An optimal arrangement results when the distance between the two rudder propellers is 1.1 to 1.3 of the propeller diameter.
Vorteilhaft für den Energieverbrauch bei Geradeausfahrt ist die Anordnung eines separaten kleinen Geradeausfahrtruders, wie es aus der nicht vorveröffentlichten Patentanmeldung DE 101 59 427.5 in verschiedenen Varianten ersichtlich ist. So können die Ruderpropeller stets in der optimalen Anströmrichtung eingestellt werden und brauchen zur Kursstabilisierung nicht laufend verschwenkt werden. Auch hierdurch ergibt sich eine Energieeinsparung durch Vermeidung der Schubumleitung, die größer ist als der Widerstand des separaten Ruders. Die optimale Anströmrichtung jedes Ruderpropellers ist je nach den Toleranzen des Schiffsrumpfes, der Skegs und der Ruderpropellermontage unterschiedlich und wird gegebenenfalls vorteilhaft bei Testfahrten des fertigen Schiffes ermittelt.The arrangement of a separate, small, straight-ahead rudder is advantageous for the energy consumption when driving straight ahead, as can be seen in various variants from the unpublished patent application DE 101 59 427.5. This means that the rudder propellers can always be set in the optimal direction of flow and do not need to be continuously pivoted to stabilize the course. This also results in energy savings by avoiding thrust diversion, which is greater than the resistance of the separate rudder. The optimal flow direction of each rudder propeller depends on the tolerances of the hull, the skegs and the rudder propeller assembly different and may be advantageously determined during test runs of the finished ship.
Die Erfindung wird anhand von Zeichnungen und einer Parameterdefinition näher verdeutlicht, aus denen ebenso wie aus den Unteransprüchen weitere, auch erfinderische, Einzelheiten zu ersehen sind.The invention is illustrated in more detail by means of drawings and a parameter definition, from which further details, including inventive ones, can be seen, as well as from the dependent claims.
Im Einzelnen zeigen:Show in detail:
FIG 1 eine beispielhafte Skeg-Ruderpropelleranordnung;1 shows an exemplary Skeg rudder propeller arrangement;
FIG 2 ein Spantverlaufsschema von achtern gesehen mit eingezeichnetem POD entsprechend FIGUR 1 ;2 shows a frame course seen from aft with the POD shown corresponding to FIG. 1;
FIG 3 ein Spantverlaufsschema von vorn;3 shows a frame course diagram from the front;
FIG 4 die Darstellung eines erfindungsgemäßen4 shows the representation of an inventive
Strömungskanals an einem Schlepptank-Modell;Flow channel on a towing tank model;
FIG 5 das Modell mit dem Strömungskanal entsprechend FIGUR 4 von achtern;5 shows the model with the flow channel corresponding to FIG. 4 from aft;
FIG 6 die Skegs von der Seite mit dem Strömungskanal entsprechend den FIGUREN 4 und 5 und6 shows the skegs from the side with the flow channel corresponding to FIGS. 4 and 5 and
FIG 7 das Prinzip der Anordnungen.7 shows the principle of the arrangements.
In FIGUR 1 ist in schiffbauüblicher Weise der Bereich des Hecks in Seitenansicht gezeigt, in dem sich die elektrischenIn FIGURE 1, the area of the stern in which the electrical
Ruderpropeller und die Skegs befinden. Mit 1 ist ein von der Seite gesehener Skeg bezeichnet, der in den rund ausgebildeten Wulst 2 ausläuft. 3 bezeichnet einen elektrischen Ruderpropeller; hier ist beispielsweise ein elektrischer Ruderpropeller mit zwei Propellern 4 und 5 und seitlichen Flossen gezeigt. Es versteht sich, dass ebenso ein Ruderpropeller mit einem Zug- oder ein Ruderpropeller mit einem Druckpropeller, jeweils mit den dazu passenden Strömungsleitelementen verwendet werden kann.Rudder propeller and the skegs are located. 1 denotes a skeg seen from the side, which ends in the round bulge 2. 3 denotes an electric rudder propeller; here, for example, an electric rudder propeller with two propellers 4 and 5 and side fins is shown. It goes without saying that a rudder propeller with a towing propeller or an oar propeller with a pressure propeller, each with the appropriate flow control elements can be used.
6 bezeichnet die Konstruktionswasserlinie (CWL) und 7 den Abstand zwischen dem Ende des Skegwulstes und dem6 denotes the construction water line (CWL) and 7 the distance between the end of the skeg bead and the
Zugpropeller des elektrischen Ruderpropellers. Dieser Abstand ist Gegenstand eines Optimierungsvorganges, da einerseits der Propeller 5 hinter dem Auslauf des Wulstes 2 schwenkbar sein muss und andererseits der Abstand zum Wulst 2 gering sein soll.Propeller of the electric rudder propeller. This distance is the subject of an optimization process, since on the one hand the propeller 5 must be pivotable behind the outlet of the bead 2 and on the other hand the distance to the bead 2 should be small.
Zur Vermeidung von Vibrationen und zur Verringerung der Kavitation kann bei manchen Schiffen eine Strö ungsvergleichmäßigungsstrecke vorteilhaft sein. Die Strömungsvergleichmäßigungsstrecke ist am längsten, wenn ein POD mit einem Druckpropeller entsprechend dem Propeller 4 verwendet wird. Dann wirkt auch das Gehäuse des elektrischen Ruderpropellers 3 und der Schaft des elektrischen Ruderpropellers als Strömungsvergleichmäßigungselement .In order to avoid vibrations and to reduce cavitation, a flow equalization section can be advantageous for some ships. The flow equalization distance is longest when a POD with a pressure propeller corresponding to propeller 4 is used. Then the housing of the electric rudder propeller 3 and the shaft of the electric rudder propeller also act as a flow equalization element.
Der elektrische Ruderpropeller ist vorteilhaft um einen Winkel, z.B. 2 Grad, gegenüber der Horizontalrichtung geneigt. Dieser Winkel ist mit 8 bezeichnet. Das Schiffsende ist mit 9 bezeichnet; auch seine Länge ist ebenso wie die übrigen Komponenten am Heck des Schiffes von derThe electric rudder propeller is advantageous at an angle, e.g. 2 degrees, inclined to the horizontal direction. This angle is designated 8. The end of the ship is designated 9; its length, like the other components at the stern of the ship, is of the same length
Ausgestaltung des Hecks und damit auch von dem Schiffstyp abhängig.Design of the stern and thus also depends on the type of ship.
In FIGUR 2, in der die Schiffslinien (Spantverläufe) von Achtern gesehen gezeigt sind, bezeichnet 10 einen typischen Spantverlauf und 12 den von achtern sichtbaren elektrischen Ruderpropeller. Wie ersichtlich, befindet sich die Mitte 11 des Ruderpropellers zwar, wie aus FIGUR 1 ersichtlich, hinter dem Ende des Stummels, ist jedoch asymmetrisch zu dem Verdrängungsvolumen 15 angeordnet. Der Ruderpropeller selbst ist mit dem Abstand 13 gegenüber der Schiffsmitte angeordnet; die Länge von 13 beträgt etwa das 1,1-fache des Propellerdurchmessers 16. Die erfindungsgemäße, im wesentlichen ebene, Ausgestaltung der Innenseite des Strömungskanals, der zwischen den Skegs 1 aus FIGUR 1 ausgebildet ist, ergibt sich deutlich aus dem Linienverlauf im Bereich 14.In FIGURE 2, in which the ship lines (frame courses) are shown as seen from aft, 10 denotes a typical frame course and 12 the electrical rudder propeller visible from the aft. As can be seen, the center 11 of the rudder propeller is located behind the end of the stub, as can be seen in FIG. 1, but is arranged asymmetrically to the displacement volume 15. The rudder propeller itself is arranged at a distance 13 from the center of the ship; the length of 13 is about 1.1 times that Propeller diameter 16. The essentially flat design according to the invention of the inside of the flow channel, which is formed between the skegs 1 from FIGURE 1, clearly results from the course of the line in the area 14.
In FIGUR 3, die den Schiffslinienverlauf (Spantverlauf) von vorn gesehen zeigt, bezeichnet 17 einen üblichen Spantverlauf und 18 den Verlauf am Bulb, der am Schiffsbug angeordnet ist.In FIGURE 3, which shows the course of the ship's line (frame course) seen from the front, 17 denotes a usual frame course and 18 the course on the bulb, which is arranged on the ship's bow.
FIGUR 3 zeigt im wesentlichen einen üblichen Schiffslinienverlauf, wie er für kursstabile und widerstandsarme seegehende Schiffe üblich ist.FIGURE 3 essentially shows a normal course of the ship, as is customary for course-stable and low-resistance sea-going ships.
Die FIGUREN 4, 5 und 6 zeigen Darstellungen eines optimierten Schleppmodells und stellen das Unterteil des Rumpfendes des Schleppmodells eines relativ schnellen Fährschiffes (28 Kn) mit einem Rumpf, der zur Aufnahme von Kraftfahrzeugen und Passagieren bestimmt ist, dar. Derartige Schleppmodelle werden üblicherweise zur Ermittlung der optimalen Rumpfformen von Schiffen verwendet und sind dem Fachmann allgemein bekannt .FIGURES 4, 5 and 6 show representations of an optimized towing model and represent the lower part of the hull end of the towing model of a relatively fast ferry ship (28 kts) with a hull which is intended for receiving motor vehicles and passengers. Such towing models are usually used for the determination the optimal hull shapes used by ships and are generally known to those skilled in the art.
In FIGUR 4 bezeichnet 20 den zwischen den Skegs 22 mit ihren nahezu ebenen, stetig verlaufenden Seitenwänden 21 ausgebildeten Strömungskanal. Die Schiffsunterseite 23 ist ebenso stetig und nur leicht gekrümmt wie die Innenseite 21 des Strömungskanals 20.In FIG. 4, 20 denotes the flow channel formed between the skegs 22 with their almost flat, continuously extending side walls 21. The ship's underside 23 is just as steady and only slightly curved as the inside 21 of the flow channel 20.
In FIGUR 5 bezeichnet 25 den von achtern gesehenenIn FIGURE 5, 25 denotes the one seen from the aft
Strömungskanal zwischen den Skegs 26, der unter dem Scheitelpunkt 24 der Au kimmung 28 des Hecks des Schiffes angeordnet ist. Die Skegs 26 sind nach achtern scharf flossenartig ausgebildet und laufen in wulstartigen Enden 27 aus, die ohne Tragelemente über die flossenartigen Teile der Skegs 26 hinausragen. Insgesamt ergibt sich eine sehr strömungsgünstige Heckform mit guten Eigenschaften gegenüber von achtern auflaufenden Seen.Flow channel between the skegs 26, which is arranged below the apex 24 of the sight 28 of the stern of the ship. The skegs 26 are sharply fin-like aft and end in bead-like ends 27 which protrude beyond the fin-like parts of the skegs 26 without supporting elements. Overall, there is a very aerodynamic stern shape with good properties compared to aft lakes.
In FIGUR 6 ist der Strömungskanal zwischen den Skegs 30 mit 29 bezeichnet. Das flossenartige Ende der Skegs ist mit 31 bezeichnet, das wulstförmige Verdrängungsvolumen mit 33. Hinter den Skegs 30 ist zum Zwecke der Optimierung ein auswechselbares veränderbares Heckteil 32 angeordnet, mit dem die optimale Länge und gegebenenfalls Neigung des Schiffshecks ermittelt wird. Der Boden des Schiffs weist eine aus der Darstellung deutlich zu ersehende schräg nach oben verlaufende Form auf, die etwa 1/3 der Schiffslänge ausmacht. So ergibt sich am Schiffsheck eine beruhigte, relativ langsame Abströmung, die zu einem niedrigen Schiffswiderstand führt.6, the flow channel between the skegs 30 is designated 29. The fin-like end of the skegs is designated by 31, the bead-shaped displacement volume by 33. Behind the skegs 30, for the purpose of optimization, an interchangeable, changeable stern part 32 is arranged, by means of which the optimum length and optionally inclination of the ship's stern are determined. The bottom of the ship has an obliquely upward shape which can be clearly seen from the illustration and which makes up about 1/3 of the length of the ship. This results in a calm, relatively slow outflow at the stern of the ship, which leads to low ship resistance.
In FIGUR 7 ist die prinzipielle Anordnung der einzelnen Komponenten zur Veranschaulichung dargestellt. Dabei handelt es sich um im internationalen Schiffbau übliche Darstellungsformen. Die Parameterwerte und deren beanspruchte Gültigkeitsbereiche sind mathematisch wie folgt definiert:FIG. 7 shows the basic arrangement of the individual components for illustration. These are common forms of representation in international shipbuilding. The parameter values and their claimed validity ranges are defined mathematically as follows:
Ask Die Querschnittsfläche des Skegs bei der Länge LASk ; abgesetzt vom hinteren Ende des Skeg. 0.1*A0 < Ask < A0 A sk The cross-sectional area of the skeg at length L AS k ; set off from the back end of the skeg. 0.1 * A 0 <A sk <A 0
A0 Die Propellerkreisfläche A0=π*D2/4 =0.7853*D2 A 0 The propeller circle area A 0 = π * D 2/4 = 0.7853 * D 2
AR Die projizierte Fläche des Hilfsruders 0.01*A0 <AR < 0.01*LPP*TA R The projected area of the auxiliary rudder 0.01 * A 0 <A R <0.01 * L PP * T
Ls Die Länge des Skeg 0.20*LPP<Ls<0.45*LPP L s The length of the skeg 0.20 * L PP <Ls <0.45 * L PP
LÄSk Der Abstand von der Skegspitze bis zum definierten Querschnitt Ask Lpod Die Länge des POD.L ÄSk The distance from the Skeg tip to the defined cross section A sk Lpod The length of the POD.
dtran Der Abstand vom hinteren Lot zum Spiegelheck 2 * Lpod > dtran > Lpod/2d tra n The distance from the rear perpendicular to the transom 2 * L pod > d t r a n> L pod / 2
ds Der Abstand zwischen den Mittellinien der Skegs an ihrer Spitze am hinteren Ende der Skegsd s The distance between the center lines of the skegs at their apex at the rear end of the skegs
1.5*D<ds<B-1.5*D1.5 * D <d s <B-1.5 * D
dss Der minimale Abstand zwischen der Mittellinie am Ende des Skegs und der Schiffsseite am Beginn der Aufkimmung des Bilgenradius. dss > 0.75*Dd ss The minimum distance between the center line at the end of the skeg and the ship's side at the start of the bilge radius. d ss > 0.75 * D
dh Der Abstand zwischen dem hinteren Ende des Skegs und dem Punkt des beginnenden Anstiegs der Basislinie des Skeg von der Schiffsbasislinie. dh > 0.3*LAsk d h The distance between the rear end of the Skeg and the point at which the Skeg baseline begins to rise from the ship's base line. d h > 0.3 * L Ask
dp Der Abstand zwischen Propellernabe und hinterem Ende des Skegs . 0.02*D < dp < 0.02*Lppd p The distance between the propeller hub and the rear end of the skeg. 0.02 * D <d p <0.02 * Lpp
dt Der Propellerfreischlag an der vorderen Propellerebene dt > 0.15*Dd t The propeller clearance at the front propeller plane d t > 0.15 * D
α Der Winkel zwischen Skeg und der Senkrechten zur Schiffsbasis α < 30° ß Der Winkel von der Mittellinie POD-Propeller zur Schiffsbasis im Längsschnitt ß < 5°α The angle between Skeg and the vertical to the ship base α <30 ° ß The angle from the center line POD propeller to the ship base in longitudinal section ß <5 °
D Der PropellerdurchmesserD The propeller diameter
Lpp Die Länge zwischen den Loten B Die Breite des Schiffes auf SpantenLpp The length between the solders B The width of the ship on frames
T Der Tiefgang des Schiffes auf SpantenT The draft of the ship on frames
AP Das hintere LotAP The back solder
Zu der erfindungsgemäßen Konstruktion, die zu einem insgesamt sehr niedrigen Schiffswiderstand bei gutem Propulsionswirkungsgrad der elektrischen Ruderpropeller führt, sind die Ruderpropeller, die Skegs und die Heckform miteinander verbunden wirkende Elemente. Die elektrischen Ruderpropeller sind dabei so in der Abströmung der Skegs angeordnet, dass die Drehachse der Propeller innerhalb der Region mit einer wesentlich herabgesetzten axialen Komponente des Geschwindigkeitsfelds übereinstimmt. Dadurch, dass die elektrischen Ruderpropeller hinter den Skegs angeordnet sind, wird eine Operation der Propeller in dem Abströmfeld der Skegs ermöglicht. Der geformte Strömungskanal führt das abströmende Wasser vorteilhaft gerichtet den Propellern zu. Die seitliche Ausstellung der Skegs und die Form der Strömungsleitkörper beeinflusst das Geschwindigkeitsfeld innerhalb der Propellerscheiben derart, dass die tangentialen Komponenten des Geschwindigkeitsfeldes vorteilhaft günstig in den Propeller hinein verlaufen. Als Folge ergibt sich eineThe rudder propellers, the skegs and the stern shape are elements which are connected to one another in the construction according to the invention, which leads to an overall very low ship resistance with good propulsion efficiency of the electric rudder propellers. The electric rudder propellers are arranged in the outflow of the skegs in such a way that the axis of rotation of the propellers within the region coincides with a significantly reduced axial component of the speed field. The fact that the electric rudder propellers are arranged behind the skegs enables the propellers to be operated in the outflow field of the skegs. The shaped flow channel advantageously directs the outflowing water to the propellers. The lateral exposure of the skegs and the shape of the flow guide elements influence the speed field within the propeller disks in such a way that the tangential components of the speed field run advantageously into the propeller. As a result, there is one
Wirkungsgraderhöhung des Propulsionssystems bei verringerter Kavitation und verminderten Schwingungen. Darüber hinaus ergeben die Skegs eine höhere Kursstabilität des Schiffes. Im Endeffekt ergibt sich eine erhebliche Treibstoffersparnis .Increased efficiency of the propulsion system with reduced cavitation and reduced vibrations. In addition, the skegs result in a higher course stability of the ship. The end result is considerable fuel savings.
Dazu kann auch die Verwendung eines Hilfsruders beitragen, das es erlaubt, die elektrischen Ruderpropeller stets optimal zur Abströmung im Skegbereich einzustellen. Diese optimale Stellung braucht durch Kurskorrekturbewegungen nicht verändert zu werden. The use of an auxiliary rudder, which allows the electric rudder propellers to be optimally adjusted to the outflow in the skeg area, can also contribute to this. This optimal position need not be changed by course correction movements.

Claims

Patentansprüche claims
1. Durch zumindest zwei Ruderpropeller angetriebenes, seegehendes Schiff mit einem Rumpf zum Transport von Nutzlasten oder Passagieren, wobei die Ruderpropeller vorzugsweise als elektrische Ruderpropeller (PODS) ausgebildet sind und wobei der Rumpf mitschiffs einen etwa rechteckigen Querschnitt aufweist, an den sich nach achtern Strömungsleitkörper (Skegs) anschließen, zwischen denen ein Strömungskanal ausgebildet ist, dadurch gekennzeichnet, dass der Strömungskanal keilförmig mit einer stetigen, vorzugsweise leicht gekrümmten, Erweiterung nach unten- achtern ausgebildet ist, wobei die Seitenwände des Strömungskanals zumindest teilweise als ebene Flächen ausgebildet sind und in flossenartige Stege auslaufen, die Verdrängungsvolumen für das Wasser aufweisen und wobei der Strömungskanal über seinen Kanaleffekt einen niedrigen Schiffswiderstand erzeugend ausgebildet ist sowie eine für das Propulsionsverhalten günstige Nachstro beeinflussung bewirkt.1. Seagoing ship driven by at least two rudder propellers with a hull for the transport of payloads or passengers, the rudder propellers preferably being designed as electrical rudder propellers (PODS) and the hull amidships having an approximately rectangular cross-section to which flow guide bodies ( Skegs), between which a flow channel is formed, characterized in that the flow channel is wedge-shaped with a continuous, preferably slightly curved, extension downward, the side walls of the flow channel being at least partially designed as flat surfaces and in fin-like webs run out, have the displacement volume for the water and the flow channel is designed via its channel effect to generate a low ship resistance and causes a favorable for the propulsion behavior Nachstro influencing.
2. Schiff nach Anspruch 1, dadurch gekennzeichnet, dass die Skegs als flossenartige Stege ausgebildet sind, wobei die Verdrängungsvolumen der Skegs in nach hinten abgerundeten Stummeln auslaufen, die achtern ohne vertikale Verbindung zum Rumpf bis kurz vor die Ruderpropeller verlaufen.2. Ship according to claim 1, characterized in that the skegs are designed as fin-like webs, the displacement volume of the skegs ending in stubs rounded to the rear, which run aft without vertical connection to the hull until just before the rudder propeller.
3. Schiff nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass die Verdrängungsvolumen des Skegs im wesentlichen an der Außenseite der flossenartigen Stege angeordnet sind.3. Ship according to claim 1 or 2, characterized in that the displacement volume of the skeg is arranged substantially on the outside of the fin-like webs.
4. Schiff nach Anspruch 1, 2 oder 3, dadurch gekennzeichnet, dass die Verdrängungsvolumen an der Außenseite wulstförmig ausgebildet sind, wobei der Wulst derart geformt ist, dass sich eine asymmetrische Um- und Abströmung des Wassers im Drehsinn des jeweiligen Ruderpropellers ergibt, damit die derart beeinflusste Strömung eine vorteilhafte Propellerzuströmung ergibt.4. Ship according to claim 1, 2 or 3, characterized in that the displacement volume on the outside are bead-shaped, the bead being shaped such that there is an asymmetrical flow and outflow of water in the direction of rotation of the respective rudder propeller, so that such influenced flow results in an advantageous propeller inflow.
5. Schiff nach Ansprüche 1, 2, 3 oder 4, dadurch gekennzeichnet, dass der Boden des Schiffes eine etwa am Anfang des Strömungsleitkanals beginnende Aufkimmung aufweist .5. Ship according to claims 1, 2, 3 or 4, characterized in that the bottom of the ship has a beginning which begins approximately at the beginning of the flow guide channel.
6. Schiff nach einem oder mehreren der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass Form und Volumen des Strömungskanals an seinem Auslauf im Bereich der Stummel so groß und die Verdrängungsvolumen so angeordnet und dimensioniert sind, dass das um- und abströmende Wasser derart gerichtet wird, dass sich eine Umströmung der Stummel im Drehsinn des jeweiligen Ruderpropellers ergibt.6. Ship according to one or more of the preceding claims, characterized in that the shape and volume of the flow channel at its outlet in the area of the stub are so large and the displacement volumes are arranged and dimensioned such that the water flowing around and is directed in such a way that there is a flow around the stub in the direction of rotation of the respective rudder propeller.
7. Schiff nach einem oder mehreren der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Ruderpropeller zumindest einen Propeller aufweisen, der als High Scew- Propeller ausgebildet ist.7. Ship according to one or more of the preceding claims, characterized in that the rudder propellers have at least one propeller which is designed as a high-scew propeller.
8. Schiff nach Anspruch 7, dadurch gekennzeichnet, dass der High Scew-Propeller derart auf die Eigenschaften des gerichtet zuströmenden Wassers abgestimmt ist, dass hohe Druckschwankungen vermieden und das Kavitationsverhalten optimiert wird.8. Ship according to claim 7, characterized in that the high-scew propeller is matched to the properties of the directionally flowing water in such a way that high pressure fluctuations are avoided and the cavitation behavior is optimized.
9. Schiff nach einem oder mehreren der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Einzelmaße des Schiffsrumpfs und der Skegs und ihre Verbundmaße auf die Schiffsgeschwindigkeit abgestellt sind, insbesondere als Resultat von Tankschleppversuchen.9. Ship according to one or more of the preceding claims, characterized in that the individual dimensions of the hull and the skegs and their composite dimensions are based on the ship's speed, in particular as a result of tank towing tests.
10. Schiff nach einem oder mehreren der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Maße des High Scew-Propellers auf die gerichtete Anströmung optimiert sind, insbesondere als Resultat von Tankversuchen. 10. Ship according to one or more of the preceding claims, characterized in that the dimensions of the high scew propeller are optimized for the directional flow, in particular as a result of tank tests.
11. Schiff nach einem oder mehreren der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Einzelmaße des Hecks, z.B. die Aufkimmung und der Überstand über die Ruderpropeller nach achtern sowie die Maße, z.B. die Auswärtsstellung, das Volumen und die Form der Skegs derart optimiert sind, dass der Einfluss von Wellen, insbesondere der von achtern auflaufenden Wellen, auf das Heck (Seeschlag) verringert wird, vorzugsweise als Resultat von Tankversuchen.11. Ship according to one or more of the preceding claims, characterized in that the individual dimensions of the stern, e.g. the rise and the protrusion over the rudder propellers aft as well as the dimensions, e.g. the outward position, the volume and the shape of the skegs are optimized in such a way that the influence of waves, in particular the waves coming from aft, on the stern (sea impact) is reduced, preferably as a result of tank tests.
12. Schiff nach einem oder mehreren der vorhergehenden12. Ship according to one or more of the previous ones
Ansprüche, dadurch gekennzeichnet, dass die elektrischen Ruderpropeller je einen Propeller aufweisen, der als Druckpropeller ausgebildet ist.Claims, characterized in that the electric rudder propellers each have a propeller which is designed as a pressure propeller.
13. Schiff nach einem oder mehreren der vorhergehenden13. Ship according to one or more of the previous ones
Ansprüche, dadurch gekennzeichnet, dass die Ruderpropeller einen Abstand voneinander aufweisen, der das 1,1- bis 1,3- fache des jeweiligen Propellerdurchmessers beträgt.Claims, characterized in that the rudder propellers are at a distance from one another which is 1.1 to 1.3 times the respective propeller diameter.
14. Schiff nach einem oder mehreren der vorhergehenden14. Ship according to one or more of the previous ones
Ansprüche, dadurch gekennzeichnet, dass am Heck des Schiffes, insbesondere vor den Propellern der Ruderpropeller, ein Hilfsruder für die Geradeausfahrt des Schiffes angeordnet ist, insbesondere in Spatenruderform. Claims, characterized in that an auxiliary rudder for the straight travel of the ship is arranged at the stern of the ship, in particular in front of the propellers of the rudder propellers, in particular in the form of a spade rudder.
EP03742491A 2002-02-18 2003-02-17 Line design and propulsion system for a directionally stable, seagoing boat with rudder propeller drive system Expired - Lifetime EP1476353B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10206669 2002-02-18
DE10206669A DE10206669A1 (en) 2002-02-18 2002-02-18 Ship with electrically-driven rudder-propeller units, includes flow channel between skegs, designed for low resistance and propulsion performance enhancement
PCT/DE2003/000479 WO2003070567A1 (en) 2002-02-18 2003-02-17 Line design and propulsion system for a directionally stable, seagoing boat with rudder propeller drive system

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EP1476353A1 true EP1476353A1 (en) 2004-11-17
EP1476353B1 EP1476353B1 (en) 2007-12-12

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US (1) US7192322B2 (en)
EP (1) EP1476353B1 (en)
JP (1) JP2005517589A (en)
KR (1) KR20040077972A (en)
CN (1) CN100558598C (en)
AT (1) ATE380745T1 (en)
AU (1) AU2003215509A1 (en)
BR (1) BR0307770A (en)
DE (2) DE10206669A1 (en)
HR (1) HRP20040854B1 (en)
MY (1) MY136608A (en)
NO (1) NO336387B1 (en)
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WO (1) WO2003070567A1 (en)

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KR20040077972A (en) 2004-09-07
WO2003070567A1 (en) 2003-08-28
US7192322B2 (en) 2007-03-20
BR0307770A (en) 2004-12-21
CN100558598C (en) 2009-11-11
AU2003215509A1 (en) 2003-09-09
MY136608A (en) 2008-10-31
NO336387B1 (en) 2015-08-10
US20050215132A1 (en) 2005-09-29
DE50308789D1 (en) 2008-01-24
JP2005517589A (en) 2005-06-16
NO20043895L (en) 2004-09-17
EP1476353B1 (en) 2007-12-12
HRP20040854A2 (en) 2005-04-30
PL369765A1 (en) 2005-05-02
DE10206669A1 (en) 2003-08-28
ATE380745T1 (en) 2007-12-15
RU2004127939A (en) 2005-06-10
HRP20040854B1 (en) 2013-04-30
CN1646364A (en) 2005-07-27

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