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.

Landscapes

• Chemical & Material Sciences (AREA)
• Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Ocean & Marine Engineering (AREA)
• Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
• Earth Drilling (AREA)
• Feedback Control In General (AREA)
• Toys (AREA)
• Prevention Of Electric Corrosion (AREA)
• Linear Motors (AREA)
• Structures Of Non-Positive Displacement Pumps (AREA)
• Placing Or Removing Of Piles Or Sheet Piles, Or Accessories Thereof (AREA)

Applications Claiming Priority (3)

Publications (2)

Family

ID=27635083

Family Applications (1)

Country Status (14)

Families Citing this family (19)

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• 2002
  • 2002-02-18 DE DE10206669A patent/DE10206669A1/de not_active Ceased
• 2003
  • 2003-02-17 KR KR10-2004-7012825A patent/KR20040077972A/ko not_active Application Discontinuation
  • 2003-02-17 AT AT03742491T patent/ATE380745T1/de not_active IP Right Cessation
  • 2003-02-17 DE DE50308789T patent/DE50308789D1/de not_active Expired - Lifetime
  • 2003-02-17 CN CNB038086964A patent/CN100558598C/zh not_active Expired - Fee Related
  • 2003-02-17 WO PCT/DE2003/000479 patent/WO2003070567A1/fr active IP Right Grant
  • 2003-02-17 BR BR0307770-5A patent/BR0307770A/pt not_active IP Right Cessation
  • 2003-02-17 AU AU2003215509A patent/AU2003215509A1/en not_active Abandoned
  • 2003-02-17 MY MYPI20030531A patent/MY136608A/en unknown
  • 2003-02-17 US US10/504,964 patent/US7192322B2/en not_active Expired - Lifetime
  • 2003-02-17 EP EP03742491A patent/EP1476353B1/fr not_active Expired - Lifetime
  • 2003-02-17 RU RU2004127939/11A patent/RU2004127939A/ru not_active Application Discontinuation
  • 2003-02-17 JP JP2003569490A patent/JP2005517589A/ja active Pending
• 2004
  • 2004-09-17 HR HRP20040854AA patent/HRP20040854B1/hr not_active IP Right Cessation
  • 2004-09-17 NO NO20043895A patent/NO336387B1/no not_active IP Right Cessation

Non-Patent Citations (1)

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