EP1615818A1 - Steering and propulsion arrangement for ship - Google Patents

Steering and propulsion arrangement for ship

Info

Publication number
EP1615818A1
EP1615818A1 EP04703189A EP04703189A EP1615818A1 EP 1615818 A1 EP1615818 A1 EP 1615818A1 EP 04703189 A EP04703189 A EP 04703189A EP 04703189 A EP04703189 A EP 04703189A EP 1615818 A1 EP1615818 A1 EP 1615818A1
Authority
EP
European Patent Office
Prior art keywords
ship
steering
devices
propulsion
forebody
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.)
Withdrawn
Application number
EP04703189A
Other languages
German (de)
French (fr)
Inventor
Kai Levander
Olli Salmela
Janne Andersson
Jari SIRVIÖ
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.)
Meyer Turku Oy
Original Assignee
Aker Finnyards OY
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aker Finnyards OY filed Critical Aker Finnyards OY
Publication of EP1615818A1 publication Critical patent/EP1615818A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • 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
    • B63H5/125—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
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H2005/005—Front propulsors, i.e. propellers, paddle wheels, or the like substantially arranged ahead of the vessels' midship section
    • 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

Definitions

  • the present invention relates to a steering and propulsion arrangement in a large ship suited for transoceanic traffic, which arrangement comprises a number of propulsion devices situated partly at the rear and partly at the forebody of the ship, in accordance with the preamble of claim 1 .
  • steerable rudder propeller devices which are driven either by a mechanical force transmission means or an electric motor arranged inside the device.
  • the device enables the turning of the propeller device about its vertical axis, and the propulsive force of the propeller can thus be turned in desired direction.
  • the propeller's rotational speed and direction of rotation may be adjusted and/or the angle of propeller blades changed.
  • Rudder propeller devices have been arranged at the forebody for instance in ferries that move in two directions. In these vessels the forebody and rear of the hull have been nearly identical. This kind of a hull configuration is not suitable for other types of vessels. Further, rudder propeller devices have been utilized in various kinds of landing crafts, the rear of which has generally been designed conveniently so that it enables the landing. In this case the rudder propellers, if any, at least some of which extend deeper down than the bottom of the vessel, are made retractable so that they can be pro- tected when the aim is to steer the vessel as long as possible ashore.
  • the hull of large ships suited for transoceanic traffic has developed so that it is characterised by a bow being typically narrow like a wedge, the broadest part of the underwater hull being located amidships and the propellers being traditionally situated at the rear of the vessel.
  • Large ships refer here to ships, whose length is about 100 meters or more, whereby particularly such ship types as large cruisers are included, but also for instance icebreakers etc.
  • the manoeuvering of such vessels into harbour requires considerable propulsive efficiency at the forebody of the vessel.
  • the present equipment used for manoeuvering the bow produces propulsion, however, only sideways and can be used only when the vessel does not move or moves at low speed.
  • Rudder propeller devices have been arranged also at the rear of large ships to either partially or completely replace the actual rudder.
  • lateral drift might become a problem tending to impair the manoeuvra- bility of the ship due to the considerable lateral surface thereof.
  • a purpose of the present invention is to provide a novel steering and propulsion arrangement for large ships that normally move in one direction and are suited for transoceanic traffic, in which arrangement the above described problems are as far as possible eliminated.
  • An aim is that the solution can with advantage be utilised in various modes of operation and steering of a ship.
  • the forebody of the ship is provided with one or more steerable rudder propeller devices, which are arranged so as to substantially provide the steering and control of the ship, to produce a substantial part of the propulsive force pushing the ship forward at least substantially within all speed ranges, and in addition, arranged so that they do not extend, at least not significantly, below the base line of the ship.
  • the base line of the ship refers here to the lowest hull section determining the draught of the ship.
  • the solution according to the invention provides the bow of the ship with steerable propulsive power. The ship bow can be manoeuvered when the ship stands still in harbour.
  • the propulsion of the fore propeller device is directed forward, whereby a considerable auxiliary power in forward direction is provided. If a malfunction occurs in the propeller device at the rear of the ship, the rudder propeller device at the front is still able to steer the vessel safely ahead.
  • the invention facilitates the manoeuvering of the bow when the ship does not move or moves ahead.
  • the propulsive force produced by the rudder propeller device can be fully directed, whereas a stationary bow-thruster produces only a transverse force.
  • the forebody of the ship i.e . in the underwater section of the hull at a distance from the base line of the ship, there is an area, which is designed sufficiently flat so that it enables the mounting and free turning of said one or more rudder propeller devices.
  • the bottom of the ship hull from said area towards the stern is smoothly shaped so that the rudder propeller devices, while the ship is moving ahead, can be directed according to the shape of the ship hull, whereby the flow behind the rudder propeller device towards the hull surface can be minimized accordingly.
  • the ship is provided with a bulb, said area is situated behind the bulb.
  • the rudder propeller devices at the forebody of the ship are dimensioned and arranged to be driven so that they cover, as needed, at least about 20 % of the ship's total propulsive power in so-called harbour manoeuvering. Further, when steering ahead in sea traffic the rudder propeller devices at the fore- body cover preferably at most about 1 0 % of the ship 's total propulsive power.
  • harbour manoeuvering there is as much power available as in manoeuvering arrangements provided with fore propeller passages.
  • much lower power levels are sufficient so as to make the flow no longer hit the hull, which is advantageous from hydrodynamic point of view.
  • rudder propeller devices at the forebody of the ship.
  • the rudder propeller devices as such may be mounted at the forebody either side by side, one af- ter the other or overlapping each other.
  • Figure 1 shows a ship, seen from the side, where conventional propeller devices are situated at the front;
  • Figures 2 - 4 show how a rudder propeller device according to the invention, seen from the side, is arranged at the front of the ship, whereby the bow is shaped in a different manner;
  • Figures 5 - 8 show how one or several rudder propellers, seen from below, are arranged at the front of the ship.
  • Fig. 1 there are three propeller devices arranged at the front of the ship on both sides, which devices affect only in the lateral direction of the ship, and contribute to the manoeuvering of the ship to quay and to its bringing off the quay respectively, and possibly to performing manoeuvering movements in the harbour area.
  • the bow-thrusters require a lot of power, which is of no use in the ship's normal steering ahead.
  • Figs. 2 - 4 show how rudder propeller devices are arranged at the forebody of a vessel. Free turning of the rudder propeller device requires space and therefore the underwater hull requires modifications in comparison with traditional solutions.
  • Fig. 2 shows the use of a rudder propeller in a ship lacking a bulb.
  • Fig. 3 there is a small low bulb and in Fig. 4 a large deep bulb.
  • Figs. 5 - 8 show how one or several rudder propeller devices can be arranged at the forebody either one after the other, side by side or overlapping each other.
  • the propulsion of the pro- peller is directed as the situation requires.
  • the ship can be steered ahead or astern, to quay, or the drift of the bow can be corrected in side wind or in curve.
  • the invention utilizes a known rudder propeller device already in general use, which device enables the directing of the propeller's propulsion around the vertical axis of the propeller device.
  • the propeller is rotated either by a mechanical force transmission means or an electric motor arranged inside the device, which are known as such and are therefore not shown in detail.
  • the bow can be manoeuvered by turning the propeller device.
  • the bow of the ship can be manoeuvered when the ship does not move at all or moves ahead.
  • the propulsion of the rudder propeller device is directed so that significant propulsive efficiency forward is produced.
  • the flow of the rudder propeller device is aligned with the hull surface so that the flow does not occur directly against the hull surface.
  • the invention facilitates the manoeuvering of the bow both when the ship does not move and when it moves ahead.
  • the propulsion provided by the rudder propeller device can be fully directed, whereas a traditional bow- thruster provides only a transverse force.

Abstract

The present invention relates to a steering and propulsion arrangement in a large ship suited for transoceanic traffic, which arrangement comprises a number of propulsion devices situated partly at the rear and partly at the forebody of the ship. The forebody of the ship is provided with one or more steerable rudder propeller devices, which are arranged so as to substantially provide the steering and control of the ship, to produce a substantial part of the propulsive force pushing the ship forward at least substantially within all speed ranges, and in addition, arranged so that they do not extend, at least not significantly, below the base line of the ship.

Description

STEERING AND PROPULSION ARRANGEMENT FOR SHIP
The present invention relates to a steering and propulsion arrangement in a large ship suited for transoceanic traffic, which arrangement comprises a number of propulsion devices situated partly at the rear and partly at the forebody of the ship, in accordance with the preamble of claim 1 .
From prior art are known steerable rudder propeller devices, which are driven either by a mechanical force transmission means or an electric motor arranged inside the device. The device enables the turning of the propeller device about its vertical axis, and the propulsive force of the propeller can thus be turned in desired direction. In addition, the propeller's rotational speed and direction of rotation may be adjusted and/or the angle of propeller blades changed.
Rudder propeller devices have been arranged at the forebody for instance in ferries that move in two directions. In these vessels the forebody and rear of the hull have been nearly identical. This kind of a hull configuration is not suitable for other types of vessels. Further, rudder propeller devices have been utilized in various kinds of landing crafts, the rear of which has generally been designed conveniently so that it enables the landing. In this case the rudder propellers, if any, at least some of which extend deeper down than the bottom of the vessel, are made retractable so that they can be pro- tected when the aim is to steer the vessel as long as possible ashore.
During the centuries the hull of large ships suited for transoceanic traffic has developed so that it is characterised by a bow being typically narrow like a wedge, the broadest part of the underwater hull being located amidships and the propellers being traditionally situated at the rear of the vessel. Large ships refer here to ships, whose length is about 100 meters or more, whereby particularly such ship types as large cruisers are included, but also for instance icebreakers etc. The manoeuvering of such vessels into harbour requires considerable propulsive efficiency at the forebody of the vessel. The present equipment used for manoeuvering the bow produces propulsion, however, only sideways and can be used only when the vessel does not move or moves at low speed. However, some special arrangements are known where a rudder propeller or the like is mounted in a specific recess made to the bottom of the vessel 's front part. These solutions surely improve the manoeuvrability of the vessel when harbour manoeuvering is concerned, but in practice they are not applicable to steering ahead at higher speeds.
Rudder propeller devices have been arranged also at the rear of large ships to either partially or completely replace the actual rudder. When large ships provided with such rudder propellers steer for instance in a fairly narrow passage, lateral drift might become a problem tending to impair the manoeuvra- bility of the ship due to the considerable lateral surface thereof.
A purpose of the present invention is to provide a novel steering and propulsion arrangement for large ships that normally move in one direction and are suited for transoceanic traffic, in which arrangement the above described problems are as far as possible eliminated. An aim is that the solution can with advantage be utilised in various modes of operation and steering of a ship.
The objects of the present invention can be achieved in a way described in claim 1 and in the other claims. According to the invention the forebody of the ship is provided with one or more steerable rudder propeller devices, which are arranged so as to substantially provide the steering and control of the ship, to produce a substantial part of the propulsive force pushing the ship forward at least substantially within all speed ranges, and in addition, arranged so that they do not extend, at least not significantly, below the base line of the ship. The base line of the ship refers here to the lowest hull section determining the draught of the ship. The solution according to the invention provides the bow of the ship with steerable propulsive power. The ship bow can be manoeuvered when the ship stands still in harbour. When steering ahead, the propulsion of the fore propeller device is directed forward, whereby a considerable auxiliary power in forward direction is provided. If a malfunction occurs in the propeller device at the rear of the ship, the rudder propeller device at the front is still able to steer the vessel safely ahead.
In addition, with the invention savings can be made in the constructions costs, as the rudder propeller device at the front replaces the traditional bow- thrusters and reduces the power demand of the propeller devices at the rear.
The invention facilitates the manoeuvering of the bow when the ship does not move or moves ahead. The propulsive force produced by the rudder propeller device can be fully directed, whereas a stationary bow-thruster produces only a transverse force.
In large vessels the manoeuvering of the bow makes the power demand so high that as many as 4 - 6 bow-thrusters of the present kind would be required at the forebody. These devices are used only for harbour manoeuvering. A rudder propeller device arranged at the forebody can have more power and 2 - 3 devices could replace even six bow-th rusters.
In addition, it is advantageous for large vessels, if a part of the propulsive power pushing the vessel forward is produced at the front. If one does not want to increase the draught of a large ship, the diameter of the propellers is limited. This results in a situation, where the ship needs to be provided with several propellers. To arrange several propellers at the rear would be compli- cated, and rudder propeller devices arranged at the front would make the situation easier, as they produce a part of the propulsive force. Owing to the invention the vessel 's ability to survive damage in the propulsion devices or powerhouse has improved. For moving the ship ahead and manoeuvering it in problematic situations there are now propulsion devices available also at the front, in addition to the propulsion devices at the rear. Further, in contrast to rudder propellers arranged at the rear of the ship only, the steering of the ship by means of rudder propellers situated at the front can be dynamic so that no lateral drift occurs when the ship steers in a passage.
In a practical embodiment at the forebody of the ship, i.e . in the underwater section of the hull at a distance from the base line of the ship, there is an area, which is designed sufficiently flat so that it enables the mounting and free turning of said one or more rudder propeller devices. In addition, the bottom of the ship hull from said area towards the stern is smoothly shaped so that the rudder propeller devices, while the ship is moving ahead, can be directed according to the shape of the ship hull, whereby the flow behind the rudder propeller device towards the hull surface can be minimized accordingly. In case the ship is provided with a bulb, said area is situated behind the bulb.
The rudder propeller devices at the forebody of the ship are dimensioned and arranged to be driven so that they cover, as needed, at least about 20 % of the ship's total propulsive power in so-called harbour manoeuvering. Further, when steering ahead in sea traffic the rudder propeller devices at the fore- body cover preferably at most about 1 0 % of the ship 's total propulsive power. Thus it can be secured that in harbour manoeuvering there is as much power available as in manoeuvering arrangements provided with fore propeller passages. On the other hand, in normal steering ahead much lower power levels are sufficient so as to make the flow no longer hit the hull, which is advantageous from hydrodynamic point of view. Higher power levels are possibly required in so-called "take home " situations, in which a part of the other power supply is for some reason not in use. In order to ensure sufficient fore propeller power there are preferably at least two rudder propeller devices at the forebody of the ship. The rudder propeller devices as such may be mounted at the forebody either side by side, one af- ter the other or overlapping each other.
In practice all the propulsion devices of the ship are permanently situated outside the ship hull. By such an arrangement it can be ensured that the ship's propulsion devices do not significantly decrease the displacement of the ship.
In the following the invention is described by way of example with reference to the attached drawings, in which
Figure 1 shows a ship, seen from the side, where conventional propeller devices are situated at the front;
Figures 2 - 4 show how a rudder propeller device according to the invention, seen from the side, is arranged at the front of the ship, whereby the bow is shaped in a different manner; and
Figures 5 - 8 show how one or several rudder propellers, seen from below, are arranged at the front of the ship.
In a conventional solution according to the case shown in Fig. 1 there are three propeller devices arranged at the front of the ship on both sides, which devices affect only in the lateral direction of the ship, and contribute to the manoeuvering of the ship to quay and to its bringing off the quay respectively, and possibly to performing manoeuvering movements in the harbour area. When a large ship is concerned, the bow-thrusters require a lot of power, which is of no use in the ship's normal steering ahead. Figs. 2 - 4 show how rudder propeller devices are arranged at the forebody of a vessel. Free turning of the rudder propeller device requires space and therefore the underwater hull requires modifications in comparison with traditional solutions. Fig. 2 shows the use of a rudder propeller in a ship lacking a bulb. In Fig. 3 there is a small low bulb and in Fig. 4 a large deep bulb.
Figs. 5 - 8 show how one or several rudder propeller devices can be arranged at the forebody either one after the other, side by side or overlapping each other. By adjusting the turning angle of the device the propulsion of the pro- peller is directed as the situation requires. Thus the ship can be steered ahead or astern, to quay, or the drift of the bow can be corrected in side wind or in curve.
Thus the invention utilizes a known rudder propeller device already in general use, which device enables the directing of the propeller's propulsion around the vertical axis of the propeller device. The propeller is rotated either by a mechanical force transmission means or an electric motor arranged inside the device, which are known as such and are therefore not shown in detail.
By one or several rudder propeller devices according to the invention arranged at the forebody of the ship the bow can be manoeuvered by turning the propeller device. The bow of the ship can be manoeuvered when the ship does not move at all or moves ahead. When steering ahead the propulsion of the rudder propeller device is directed so that significant propulsive efficiency forward is produced. When steering ahead the flow of the rudder propeller device is aligned with the hull surface so that the flow does not occur directly against the hull surface.
When rudder propeller devices are arranged according to the invention at the forebody of a large ocean-going vessel, traditional bow-thrusters are not needed at all. The power relating to the rudder propeller devices situated at the front reduces the need of propulsive efficiency at the rear. Owing to the invention the vessel's ability to survive damage in the propulsion devices or powerhouse has improved. For moving the ship ahead and manoeuvering it in problematic situations there are propulsion devices avail- able also at the front, in addition to the propulsion devices at the rear.
The invention facilitates the manoeuvering of the bow both when the ship does not move and when it moves ahead. The propulsion provided by the rudder propeller device can be fully directed, whereas a traditional bow- thruster provides only a transverse force.
The invention is not limited to the above-described embodiments, but several modifications are conceivable within the scope of the appended claims.

Claims

1 . A steering and propulsion arrangement in a large ship suited for transoceanic traffic, which arrangement comprises a number of propulsion devices situated partly at the rear and partly at the forebody of the ship, characterised in that the forebody of the ship is provided with one or more steerable rudder propeller devices, which are arranged so as to substantially provide the steering and control of the ship, to produce a substantial part of the propulsive force pushing the ship forward at least substantially within all speed ranges, and in addition, arranged so that they do not extend, at least not significantly, below the base line of the ship.
2. A steering and propulsion arrangement according to claim 1 , characterised in that at the forebody of the ship in the underwater section of the hull at a distance from the base line of the ship, there is an area, which is designed sufficiently flat so that it enables the mounting and free turning of said one or more rudder propeller devices, and that the bottom of the ship hull from said area towards the stern is smoothly shaped so that the rudder propeller devices, while the ship is moving ahead, can be directed according to the shape of the ship hull, whereby the flow behind the rudder propeller device towards the hull surface can be minimized accordingly.
3. A steering and propulsion arrangement according to claim 2, characterised in that in case the ship is provided with a bulb, said area is situated behind the bulb.
4. A steering and propulsion arrangement according to any one of the preceding claims, characterised in that the rudder propeller devices at the fore- body of the ship are dimensioned and arranged to be driven so that they cover, as needed, at least about 20 % of the ship 's total propulsive power in so-called harbour manoeuvering.
5. A steering and propulsion arrangement according to any one of the preceding claims, characterised in that when steering ahead in sea traffic the rudder propeller devices at the forebody cover preferably at most about 10 % of the ship's total propulsive power.
6. A steering and propulsion arrangement according to any one of the preceding claims, characterised in that there are at least two rudder propeller devices at the forebody of the ship.
7. A steering and propulsion arrangement according to any one of the preceding claims, characterised in that all the propulsion devices of the ship are permanently situated outside the ship hull.
EP04703189A 2003-01-30 2004-01-19 Steering and propulsion arrangement for ship Withdrawn EP1615818A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20030132A FI115763B (en) 2003-01-30 2003-01-30 Steering and propulsion arrangements for a vessel
PCT/FI2004/000024 WO2004067379A1 (en) 2003-01-30 2004-01-19 Steering and propulsion arrangement for ship

Publications (1)

Publication Number Publication Date
EP1615818A1 true EP1615818A1 (en) 2006-01-18

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP04703189A Withdrawn EP1615818A1 (en) 2003-01-30 2004-01-19 Steering and propulsion arrangement for ship

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US (2) US20060137585A1 (en)
EP (1) EP1615818A1 (en)
JP (1) JP2006516511A (en)
KR (1) KR20050115229A (en)
CN (1) CN1745016A (en)
FI (1) FI115763B (en)
WO (1) WO2004067379A1 (en)

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CN1745016A (en) 2006-03-08
JP2006516511A (en) 2006-07-06
FI115763B (en) 2005-07-15
FI20030132A0 (en) 2003-01-30
US20060137585A1 (en) 2006-06-29
US20080053356A1 (en) 2008-03-06
KR20050115229A (en) 2005-12-07
WO2004067379A1 (en) 2004-08-12
FI20030132A (en) 2004-07-31

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