EP1476353B1 - Etude et disposition de propulsion pour un navire hauturier a bonne tenue de cap, entraine par des helices de gouvernail - Google Patents

Etude et disposition de propulsion pour un navire hauturier a bonne tenue de cap, entraine par des helices de gouvernail Download PDF

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Publication number
EP1476353B1
EP1476353B1 EP03742491A EP03742491A EP1476353B1 EP 1476353 B1 EP1476353 B1 EP 1476353B1 EP 03742491 A EP03742491 A EP 03742491A EP 03742491 A EP03742491 A EP 03742491A EP 1476353 B1 EP1476353 B1 EP 1476353B1
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EP
European Patent Office
Prior art keywords
marine vessel
propeller
skegs
vessel according
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
EP03742491A
Other languages
German (de)
English (en)
Other versions
EP1476353A1 (fr
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
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Publication of EP1476353A1 publication Critical patent/EP1476353A1/fr
Application granted granted Critical
Publication of EP1476353B1 publication Critical patent/EP1476353B1/fr
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 powered by at least two rudder propeller seagoing ship with a hull for transporting payloads or passengers, the rudder propellers are designed as electric rudder propellers (PODS) and the hull mitschiffs has an approximately rectangular cross-section, to which aft flow guide ( Skegs) connect, between which a flow channel is formed.
  • PODS electric rudder propellers
  • Skegs aft flow guide
  • German utility model 29913498.9 is a fast seagoing ship known that has hydrodynamically effective skegs before electric rudder propellers.
  • the sea behavior of the ship to be improved and continue to achieve a particularly favorable flow of electric rudder propeller.
  • the previously known ship has been specially designed for the use of electric rudder propellers, each with a traction and pressure propeller on the rudder propeller and it is a further object of the invention to design such a ship so that it with rudder propellers with only one propeller and also with improved Propulsion efficiency can be operated.
  • the flow channel between the skegs is wedge-shaped with a preferably continuous, slightly curved extension down-aft, wherein the side walls of the flow channel are at least partially formed as flat surfaces and in leaking fins-like webs, which have displacement volumes for the water and wherein the flow channel is designed such that it causes a low ship resistance on its channel effect.
  • the skegs are formed as fin-like webs, the displacement volumes of the skegs terminating in rounded back stubs, which run aft without vertical connection to the hull to just before the rudder propeller.
  • the displacement volume of the skegs are arranged substantially on the outside of the fin-like webs. This advantageously results in a low-resistance flow channel between the skegs with a calmed outflow of water at the stern of the ship and in consequence a particularly favorable resistance behavior of the stern of the ship.
  • the displacement volume on the outside bead-shaped are formed, wherein the bead is formed such that there is an asymmetric flow and outflow of the water in the direction of rotation of the respective rudder propeller, wherein the thus influenced flow results in a favorable Propellerzströmömung.
  • the shape and volume of the flow channel at its outlet in the region of the stub so large and the displacement volume are arranged and dimensioned so that the water flowing around and is directed such that a flow around the stub in the direction of rotation of the respective Rudderpropellers results.
  • the rudder propellers have at least one propeller, which is designed as a high sawtooth propeller and is tuned to the inventively manipulated inflow of water. This results in a further improvement of the low-vibration behavior of the propeller with a minimization of cavitation tendency.
  • a rudder propeller with two concurrent propellers can be used in the pressure propeller and a conventional propeller.
  • the individual dimensions of the hull and the skegs and their composite dimensions on the Vessel speed are turned off, especially as a result of tank towing attempts.
  • the individual flow parameters that result at the tail depend, for example, on the size of the ship, the speed of the ship, the roughness of the hull surface and other properties varying from ship to ship. It is therefore understood that for each type of ship different individual dimensions for the hull, the skegs, the flow channel and the propeller must be selected. These vary within the scope of areas that must be investigated and optimized in tow tests and tank tests.
  • Load capacity and the costs involved in the production of the ship also play a role, so that there are a large number of possible variations, of which only limit dimensions can be specified. These are advantageously given as a percentage of the ship's width, the length of the ship, the draft, etc.
  • the length and shape are optimized such that the influence of waves , in particular, the wake from the aft waves on the stern (sea shock) is reduced, preferably as a result of tank trials.
  • the ship's resistance is low, but also that the sea behavior of the ship is good.
  • the sea behavior of the ship comes in particular in a run-up from aft to sea, possibly even when lying in troubled harbors, so that the influence of the aft ship form on the sea behavior must be considered. This is the case according to the invention. It also takes into account the foreship shape, which has a significant effect on the straight-line running of the ship.
  • the rudder propellers are equipped with pressure propellers; This ensures that a relatively long calming distance for the water is available before entry into the propeller cross-section.
  • the drainage vortices formed on the hull can undergo at least partial compensation.
  • the cavitation behavior of the propellers is significantly improved without the need for high skew propellers.
  • a certain loss of efficiency compared to a draft propeller may have to be taken into account, the downstream flow is directed through the rudder propeller housing, optionally arranged here fins and the shaft of the rudder propeller. This is a matter of cost and flow optimization and is also the subject of tank trials.
  • the distance between the two rudder propellers is advantageously dimensioned such that the rudder propellers can be pivoted on the one hand independently by 360 degrees, but on the other hand, the skew rider does not become too large.
  • the skegs are arranged in alignment with the rudder propellers. An optimal arrangement results at a distance of the two rudder propellers from 1.1 to 1.3 of the propeller diameter.
  • the rudder propellers can always be adjusted in the optimum direction of flow and need not be constantly swiveled for price stabilization. This also results in an energy saving by avoiding the thrust bypass, which is greater than the resistance of the separate rudder.
  • the optimal flow direction of each rudder propeller is depending on the tolerances of the hull, the skegs and the rudder propeller mounting different and is optionally determined advantageous during test drives of the finished ship.
  • FIGURE 1 the area of the stern is shown in side view in Schiffbaubauaji manner, in which the electric rudder propeller and the skegs are.
  • 1 denotes a skeg seen from the side, which terminates in the rounded bead 2.
  • 3 denotes an electric rudder propeller;
  • an electric rudder propeller with two propellers 4 and 5 and lateral fins is shown. It is understood that as a rudder propeller with a train or a rudder propeller with a pressure propeller, each with the matching flow guide can be used.
  • a flow equalization section may be advantageous in some ships.
  • the flow equalization distance is the longest when a POD with a pressure propeller corresponding to the propeller 4 is used. Then, the housing of the electric rudder propeller 3 and the shaft of the electric rudder propeller acts as a flow equalization element.
  • the electric rudder propeller is advantageously at an angle, e.g. 2 degrees, inclined to the horizontal direction. This angle is designated 8.
  • the ship's end is designated 9; Its length, like the other components at the stern of the ship, depends on the configuration of the stern and thus also on the type of ship.
  • FIGURE 2 in which the ship's lines (bulkheads) are shown as seen from aft, 10 indicates a typical former course and 12 the electric rudder propeller visible from the aft.
  • the center 11 of the rudder propeller as shown in FIG 1, behind the end of the stub, but is arranged asymmetrically to the displacement volume 15.
  • the rudder propeller itself is arranged at a distance 13 from the ship's center; the length of 13 is about 1.1 times the Propeller diameter 16.
  • FIG. 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 at the bulb, which is arranged on the bow of the ship.
  • FIGURE 3 essentially shows a conventional ship's course, as is common for stable and low-resistance seagoing ships.
  • FIGS. 4, 5 and 6 show illustrations of an optimized towed model and depict the lower part of the tail end of the towing model of a relatively fast ferry (28 Kn) with a fuselage intended for receiving motor vehicles and passengers.
  • towed models are usually used for identification the optimal hull shapes of ships are used and are well known in the art.
  • 20 designates the flow channel formed between the skegs 22 with their nearly flat, continuously extending side walls 21.
  • the underside of the ship 23 is just as steady and only slightly curved as the inner side 21 of the flow channel 20th
  • 25 designates the flow channel between the skegs 26 as seen from the aft, which is located below the apex 24 of the landing 28 of the stern of the ship.
  • the skegs 26 are formed aft sharply finned and terminate in bead-like ends 27, which protrude without support elements on the fin-like parts of the skegs 26.
  • the flow channel between the skegs 30 is designated 29.
  • the fin-like end of the skegs is denoted by 31, the bulge-shaped displacement volume by 33.
  • Behind the skegs 30 is arranged for the purpose of optimization, an exchangeable changeable rear part 32, with which the optimum length and possibly inclination of the ship's stern is determined.
  • the bottom of the ship has an obliquely upward sloping shape, which makes up about 1/3 of the length of the ship. This results in a calm, relatively slow outflow at the stern, which leads to a low ship resistance.
  • the rudder propellers, the skegs and the stern shape are interconnected elements acting.
  • the electric rudder propellers are arranged in the outflow of the skegs, that the axis of rotation of the propeller coincides within the region with a significantly reduced axial component of the velocity field.
  • the fact that the electric rudder propellers are arranged behind the skegs, an operation of the propeller in the outflow field of the skegs is made possible.
  • the shaped flow channel leads the outflowing water advantageously directed to the propellers.
  • the lateral display of the skegs and the shape of the flow guide influences the velocity field within the propeller disks such that the tangential components of the velocity field advantageously extend favorably into the propeller.
  • the skegs result in a higher price stability of the ship. The end result is a significant fuel savings.

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  • 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)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Linear Motors (AREA)
  • Placing Or Removing Of Piles Or Sheet Piles, Or Accessories Thereof (AREA)

Claims (14)

  1. Navire marin entraîné par au moins deux hélices de gouvernail (3) et comportant une coque pour le transport de charges utiles ou de passagers, les hélices de gouvernail (3) étant avantageusement conformées en hélices de gouvernail électriques (PODS) et la coque ayant au milieu une section rectangulaire à laquelle sont reliés des corps de déflexion d'écoulement vers l'arrière (Skegs) (26) entre lesquels est ménagé un canal d'écoulement (20), caractérisé en ce que le canal d'écoulement (20) a une conformation cunéiforme présentant un élargissement continu, avantageusement légèrement incurvé, vers le bas et vers l'arrière, les parois latérales (21) du canal d'écoulement étant conformées au moins partiellement en surfaces planes et se terminant par des nervures de type ailerons (31) qui comportent des volumes de déplacement de l'eau, le canal d'écoulement (20) étant conformé de façon à produire par son effet de canal une petite résistance à l'avancement du navire et à influer également sur le sillage de façon appropriée pour le comportement en propulsion.
  2. Navire selon la revendication 1, caractérisé en ce que les skegs (26) sont conformés en nervures de type ailerons (31), les volumes de déplacement des skegs (26) se terminent par des tronçons arrondis vers l'arrière qui s'étendent en arrière jusqu'à peu avant les hélices de gouvernails (3) sans liaison verticale avec la coque.
  3. Navire selon la revendication 1 ou 2, caractérisé en ce que les volumes de déplacement (33) du skeg (26) sont disposés essentiellement du côté extérieur des nervures du type ailerons.
  4. Navire selon la revendication 1, 2 ou 3, caractérisé en ce que les volumes de déplacement (33) sont conformés en boudin du côté extérieur, le boudin étant formé de façon à conférer à l'eau un écoulement de contournement ou d'éloignement dans le sens horaire de l'hélice de gouvernail respective pour que l'écoulement ainsi influencé produise un écoulement d'affluence avantageux pour l'hélice.
  5. Navire selon les revendications 1, 2, 3 ou 4, caractérisé en ce que le fond du navire comporte un acculement commençant à peu près au début du canal de déflexion d'écoulement (20).
  6. Navire selon l'une ou plusieurs des revendications précédentes, caractérisé en ce que la forme et le volume du canal d'écoulement (20), en sortie de celui-ci, dans la région des tronçons sont si grands et les volumes de déplacements sont disposés et dimensionnés de telle sorte que l'eau qui circule avec un écoulement de contournement et d'éloignement est orientée de façon à obtenir un écoulement de contournement des tronçons dans le sens horaire de l'hélice de gouvernail respective (3).
  7. Navire selon l'une ou plusieurs des revendications précédentes, caractérisé en ce que les hélices de gouvernail (3) comportent au moins une hélice qui est conformée en hélice High Skew (4, 5).
  8. Navire selon la revendication 7, caractérisé en ce que l'hélice High Skew (4, 5) est adaptée aux propriétés de l'eau à écoulement affluent orienté, de manière à éviter de fortes variations de pression et à optimiser le comportement en cavitation.
  9. Navire selon l'une ou plusieurs des revendications précédentes, caractérisé en ce que les dimensions individuelles de la coque du navire et des skegs (26) et leurs dimensions combinées sont adaptées à la vitesse du navire, notamment à la suite d'essais de remorquage de réservoirs.
  10. Navire selon l'une ou plusieurs des revendications précédentes, caractérisé en ce que les dimensions de l'hélice High Skew (4, 5) sont optimisées pour l'écoulement affluent orienté, notamment à la suite d'essais faits sur des réservoirs.
  11. Navire selon l'une ou plusieurs des revendications précédentes, caractérisé en ce que les dimensions individuelles de la poupe (9), par exemple l'acculement et la saillie au-dessus des hélices de gouvernail (3) vers l'arrière ainsi que les dimensions, par exemple la position vers l'extérieur, le volume et la forme des skegs (26) sont optimisés de façon à réduire l'influence des arbres, notamment des arbres venant de l'arrière, sur la poupe, avantageusement à la suite d'essais faits sur des réservoirs.
  12. Navire selon l'une ou plusieurs des revendications précédentes, caractérisé en ce que les hélices de gouvernail électriques (3) comportent chacune une hélice qui est conformée en hélice propulsive.
  13. Navire selon l'une ou plusieurs des revendications précédentes, caractérisé en ce que les hélices de gouvernail (3) sont espacées d'une distance qui est égale à 1,1 à 1,3 fois le diamètre respectif des hélices.
  14. Navire selon l'une ou plusieurs des revendications précédentes, caractérisé en ce qu'un gouvernail auxiliaire sortant directement du navire est disposé à l'arrière (9) du navire, notamment en avant des hélices des hélices de gouvernail, ledit gouvernail auxiliaire ayant notamment la forme d'un safran.
EP03742491A 2002-02-18 2003-02-17 Etude et disposition de propulsion pour un navire hauturier a bonne tenue de cap, entraine par des helices de gouvernail Expired - Lifetime EP1476353B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10206669A DE10206669A1 (de) 2002-02-18 2002-02-18 Linienentwurf und Propulsionsanordnung für ein kursstabiles, seegehendes Schiff mit Ruderpropellerantrieb
DE10206669 2002-02-18
PCT/DE2003/000479 WO2003070567A1 (fr) 2002-02-18 2003-02-17 Etude et disposition de propulsion pour un navire hauturier a bonne tenue de cap, entraine par des helices de gouvernail

Publications (2)

Publication Number Publication Date
EP1476353A1 EP1476353A1 (fr) 2004-11-17
EP1476353B1 true EP1476353B1 (fr) 2007-12-12

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EP03742491A Expired - Lifetime EP1476353B1 (fr) 2002-02-18 2003-02-17 Etude et disposition de propulsion pour un navire hauturier a bonne tenue de cap, entraine par des helices de gouvernail

Country Status (14)

Country Link
US (1) US7192322B2 (fr)
EP (1) EP1476353B1 (fr)
JP (1) JP2005517589A (fr)
KR (1) KR20040077972A (fr)
CN (1) CN100558598C (fr)
AT (1) ATE380745T1 (fr)
AU (1) AU2003215509A1 (fr)
BR (1) BR0307770A (fr)
DE (2) DE10206669A1 (fr)
HR (1) HRP20040854B1 (fr)
MY (1) MY136608A (fr)
NO (1) NO336387B1 (fr)
RU (1) RU2004127939A (fr)
WO (1) WO2003070567A1 (fr)

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DE102004054061B4 (de) 2004-11-05 2017-10-12 Siemens Aktiengesellschaft Seegehendes Schiff
JP4934361B2 (ja) * 2006-07-06 2012-05-16 三井造船株式会社 船舶
US7780490B2 (en) * 2008-09-16 2010-08-24 AB Volvo Penla Watercraft with control system for controlling wake and method for controlling wake
WO2010140357A1 (fr) * 2009-06-06 2010-12-09 独立行政法人海上技術安全研究所 Catamaran à poupe biaxiale
JP5477618B2 (ja) * 2009-06-06 2014-04-23 独立行政法人海上技術安全研究所 船舶及び船尾形状の設計方法
JP5648826B2 (ja) * 2010-02-22 2015-01-07 独立行政法人海上技術安全研究所 二軸船尾双胴型船舶
JP5818247B2 (ja) * 2010-04-16 2015-11-18 国立研究開発法人海上技術安全研究所 二軸船尾双胴型船舶
CN103625626B (zh) * 2012-08-22 2017-06-23 株式会社Si 船
JP6118865B2 (ja) * 2015-09-25 2017-04-19 三井造船株式会社 船舶
CN105584586A (zh) * 2016-03-08 2016-05-18 上海船舶研究设计院 一种小型lng运输船双全回转拉式桨推进的尾部结构
CN107010191A (zh) * 2017-05-27 2017-08-04 李先根 不缠绕的轮船调头装置
TWI640454B (zh) * 2017-09-18 2018-11-11 般若科技股份有限公司 Marine propulsion system
RU2667421C1 (ru) * 2017-10-13 2018-09-19 Российская Федерация, От Имени Которой Выступает Министерство Промышленности И Торговли Российской Федерации Дополнительное пропульсивное устройство судна, совмещенное с подруливающим устройством
CN107884113B (zh) * 2017-10-19 2019-09-13 哈尔滨工业大学 一种用于水下螺旋桨推进器的推力测试方法
CN110576945A (zh) * 2018-06-11 2019-12-17 广州海洋地质调查局 科考钻探船
CN113320669A (zh) * 2021-06-30 2021-08-31 刘志刚 一种螺旋桨动力装置及船舶
CN113401326B (zh) * 2021-07-15 2022-05-10 大连海事大学 一种气压驱动船用鱼尾舵
CN113665823B (zh) * 2021-08-16 2024-05-10 航天时代飞鹏有限公司 一种混动式货运无人机及货物运输方法
CN116853459B (zh) * 2023-07-08 2024-04-30 南京审计大学 一种海上救援装置

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Also Published As

Publication number Publication date
EP1476353A1 (fr) 2004-11-17
MY136608A (en) 2008-10-31
ATE380745T1 (de) 2007-12-15
BR0307770A (pt) 2004-12-21
KR20040077972A (ko) 2004-09-07
DE50308789D1 (de) 2008-01-24
NO336387B1 (no) 2015-08-10
DE10206669A1 (de) 2003-08-28
RU2004127939A (ru) 2005-06-10
CN100558598C (zh) 2009-11-11
HRP20040854B1 (hr) 2013-04-30
JP2005517589A (ja) 2005-06-16
US20050215132A1 (en) 2005-09-29
AU2003215509A1 (en) 2003-09-09
NO20043895L (no) 2004-09-17
CN1646364A (zh) 2005-07-27
WO2003070567A1 (fr) 2003-08-28
PL369765A1 (en) 2005-05-02
US7192322B2 (en) 2007-03-20
HRP20040854A2 (en) 2005-04-30

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