EP2259964B1 - A method of providing a ship with a large diameter screw propeller and a ship having a large diameter screw propeller - Google Patents
A method of providing a ship with a large diameter screw propeller and a ship having a large diameter screw propeller Download PDFInfo
- Publication number
- EP2259964B1 EP2259964B1 EP09731260.7A EP09731260A EP2259964B1 EP 2259964 B1 EP2259964 B1 EP 2259964B1 EP 09731260 A EP09731260 A EP 09731260A EP 2259964 B1 EP2259964 B1 EP 2259964B1
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- EP
- European Patent Office
- Prior art keywords
- ship
- propeller
- screw propeller
- modular housing
- base line
- 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.)
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Classifications
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H1/00—Propulsive elements directly acting on water
- B63H1/02—Propulsive elements directly acting on water of rotary type
- B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
- B63H1/14—Propellers
- B63H1/15—Propellers having vibration damping means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H1/00—Propulsive elements directly acting on water
- B63H1/02—Propulsive elements directly acting on water of rotary type
- B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
- B63H1/14—Propellers
- B63H1/28—Other means for improving propeller efficiency
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- 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 present invention relates to a method of increasing propulsion efficiency and onboard ship comfort performance.
- It also relates to a ship having a propeller arrangement that provides increased propulsion efficiency and onboard ship comfort performance.
- ship designates a marine vessel that usually has enough size to carry its own boats, such as lifeboats, dinghies, or runabouts.
- a rule of thumb used is "a boat can fit on a ship, but a ship can't fit on a boat”.
- transom designates the surface that forms the stem of a vessel.
- Transoms may be flat or curved and they may be vertical, raked forward (known as retroussé), or raked aft.
- the bottom tip of the transom can be approximately on the waterline, in which case the stem of the vessel is referred to as a "transom stern", or the hull can continue so that the centerline is well above the waterline before terminating in a transom, in which case it is referred to as a "counter stern".
- a principal cause of hull vibration is pressure fluctuations in the water generated by the propeller which act on the hull above the propeller. Due to variations in the wake across the propeller disc, that is, the area swept out by the propeller blades, the blades undergo substantial changes in loading as the propeller rotates. With a conventional single screw stem construction, the maximum wake at the propeller disc may be as much as eight times the minimum wake there.
- One effect of the rapidly changing loading on the propeller blades as the propeller rotates is to produce the strong pressure pulses in the water which excite hull vibrations and may cause serious cavitation erosion of the propeller blades.
- the stem profile is curved rearwardly in an arc over the propeller and is then curved upwardly to form the aft extremity of the ship.
- This curved shape is necessary to provide the large clearance between the propeller and the part of the hull which lies above the propeller that is necessary in order to moderate the effects on the hull of the propeller-excited pressure fluctuations in the water, and to conform to the wake pattern produced by the rest of the ship.
- This curved shape is usually formed in one piece as a stern frame casting. For a 400,000 dwt ship, the stern frame may be 50 ft (15 m) high and weigh 600 tons. It is extremely expensive to manufacture and when it arrives at the shipyard it is often found to be twisted so that additional pieces have to be welded on to correct its shape.
- US 3,983,829 suggests to solve this problem by making a complex profile adjacent the stern, comprising to improve the wake pattern and thereby enable fitting of a propeller of larger diameter. As is well known, improved propulsive efficiency can be obtained by reducing the shaft RPM and increasing the propeller diameter.
- the design suggested by US 3,983,829 is very complex and therefore indeed expensive, which most likely is one of the reasons why this known design from 1974 has never been a success on the market.
- DE 33 03 554 A1 discloses a method and a ship according to the preamble of the annexed claims 1 and 8.
- the object of the present invention is to permit the use of a large diameter screw propeller to increase propulsion efficiency and on board ship comfort performance, which is achieved in accordance with the present invention as defined in the appended claims.
- Fig. 1 there is shown a schematic side-view of a ship 1.
- the ship 1 has a hull 10 having a base line 11, a stem 12, a stem 14 and a transom 13.
- a propulsion unit 2 comprising a propeller 20.
- An engine or motor 24 is arranged to drive the propeller 20.
- Fig. 1 also shows the waterline 16 (i.e. the "design waterline” corresponding to the waterline for the ship 1 when carrying a "standard load” for its use). Further, it is shown that the ship 1 is floating in water 4.
- the surface 40 of the water 4 is schematically shown as also the crest 41 of a rising wave formed at a distance behind transom 13 of the hull 10 when the ship 1 is propelled at cruising speed.
- the propulsive units 6 are "containerized", i.e. they include “containers” that are modular housings 60 surrounding equipment for the proper operation of the propulsive unit 6.
- the hull design shown in Figs. 1 and 5 comprises a structure at the transom 13 including generally vertical recesses/pockets 13' (see Figs. 5 and 7 ) for the containers 60 of the propulsive units.
- Each container or housing 60 has its associated thruster unit or pod unit 6 fitted adjacent its lower end, and it extends vertically across the transom 13 and fits into the recess/pocket 13' having a sloping fore wall 13" (se figs.2 and 3 ).
- the housing/container 60 may be tilted between a position where the tip of the propeller 20 extends below the base line 11 ( fig. 2 ) and a up tilted position ( fig. 3 ) where no tip of the propeller 20 extends below the base line 11. Thanks to the arrangement in accordance with the invention a larger propeller 20 may be used which provides considerable advantages. Further the arrangement easily facilitates positioning of the thruster unit or pod unit 6 at a location, where its propeller 20 will be positioned at a distance from the transom 13, which provides further advantages.
- the propeller 20 is mounted to be located at a distance behind the transom 13 of the hull 10.
- the distance aft of the transom is here shown to be chosen such that the propeller 20 will be positioned substantially centrally in relation to the crest of the rising stem wave 41, which in some situations may provide additional advantages, but such a positioning is in no way limiting regarding the basic principle of the invention.
- the diameter of the propeller normally is at most about 80 % of the distance H between the base line 11 and the waterline 16, since firstly the propeller may not extend below the base line 11, secondly there must be sufficient clearance between the propeller tip and the hull not to create vibrations and thirdly there must be a certain distance between the surface 40 and the propeller tip to not have air sucked in.
- a propeller 20 having an outer diameter that is much larger than traditionally, i.e. sometimes possibly even larger than the distance H between the base line 11 and the deadweight waterline 16.
- the invention is applicable to a large variety of ships, from 10 dwt (preferably at least 100 dwt) to 500,000 dwt, i.e. ships using relatively large propellers of at least 0.5m, e.g. from 0.5-15 m in diameter.
- the main focus is seagoing commercial vessels where the invention may have a drastically positive influence regarding both cost and environmentally.
- the preferred positioning of the propeller 20 will eliminate any major impact regarding vibrations on the hull 10, which in turn provides improved comfort and indeed eliminates some traditional design restrictions. Moreover, it will also have a positive effect regarding load on the propeller 20, e.g. since the hull 10 may be designed to create fewer pulsations at this position, compared to being positioned ahead of the transom 13.
- An especially large propeller 20 may be used, in embodiments using the fact that the crest 41 is at a much higher level than the surrounding surface 40, mostly about 1-1.5 m higher for a midsized ship at cruising speed.
- the propulsive unit is a rotatable thruster, e.g. a pod unit 6.
- the inventive concept is intended for pushing pod propellers and rotatable thrusters, but it is useful also with pulling units and non-rotatable thrusters.
- a very large propeller 20 may be used, which has it upper end near the deadweight waterline 16, but which at cruising speed is safely submerged in water thanks to the stem wave 41.
- the vertical extending portion thereof 30' may be formed to act as a rudder.
- the diameter D1 of the propeller 20 in some applications may be chosen within the range of about 85-100 % of the height H between the base line 11 and the waterline 16.
- the propeller 20 might even be designed to be much larger, i.e. having D1 to be larger than 100 % of H, e.g. about 130 %. If desired, this may be achieved in combination with a control system, including a break pin 18 protruding deeper than the propeller tip and which is positioned near/at the stem 12 of the ship 1. This system is described more in detail in connection with Fig. 5 .
- Fig. 2 is a simplified schematic side view of the stem 14 of the ship of Fig. 1 presenting more details regarding the containerized tiltable unit 6 in a normal operating position.
- the container or housing 60 is substantially vertical and mounted in the transom recess or pocket 13', which has an forward sloping fore wall 13" for permitting the containerized propulsor to be tilted.
- the unit 6 is designed to have sufficient buoyancy to float, which brings about some advantages, e.g. that it may be towed by a minor vessel in connection with exchange/mounting of a unit 6 to desired location for exchange/mounting.
- a tilting mechanism 62 e.g.
- hydraulic piston/s is arranged within a pocket 63 of the fore wall 13", to enable movement/tilting. Thanks to the ability of tilting, a larger propeller may be used compared to conventional arrangements, due to allowing the propeller to extend below the baseline during propulsion on deep water. On shallow water the housing 60 may be tilted to such an extent, that the tip of the lowermost propeller blade 20 does not extend past the base line 11 of the ship as shown in Fig. 3 .
- the slope of the forward sloping fore wall 13" is determined by the desired tilt of the containerized propulsor and is decided during the planning and designing of the ship.
- the propeller may preferably be located under the crest 41 of the stem wave rising behind the ship, and the tip of the lowermost propeller blade 20 extends downward past the base line 11 of the hull 10.
- Fig.4 is a principle sketch showing the movement of the containerized unit 6 on tilting.
- the containerized unit 6 includes the propeller 20 having the diameter D and a rotational axis 20', and the container or housing 60 stands on a support plane 15.
- a slewing bearing 61 for permitting rotation of the propulsive unit 6 around a generally vertical axis 62 is provided at the bottom of the container or housing 60 and displaced toward a rear wall of the container or housing 60.
- a pivotal axis permitting the tilting of the containerized unit 6 in the recess or pocket 13' is designated 63 and is located in the corner formed by the front wall and the bottom of the container or housing 60.
- Fig. 4 clearly illustrates how the vertical distance F that the propeller blade tip at its bottom position is lifted depends on the tilt angle ⁇ and the sizes of and relations between A , B , C , D , and E .
- an increased propeller diameter may require that the propeller axis 20' be mounted at a lower level to avoid that the propeller blade tip at its normal top position, i.e . before tilting, cuts through the crest of the stem wave into the air.
- Fig. 5 there is shown a view from behind, i.e. presenting a ship 10 in accordance with the invention, equipped with a pair of propellers, but also using a single propeller is within the ambit of the invention.
- Fig. 5 depicts one embodiment of the present invention in combination with a specific control system for enabling automatic upward tilting of the housing 6, if the ship enters into a shallow area.
- an/several actuation pin/s 18 protruding downwards, having a length L that positions the end of the pin 18 a sufficient distance beneath the base line 11, to protrude deeper than the distance that any tip of the propeller may reach beneath the base line 11.
- the pin 18 is arranged to be retractable or pivotal or telescopic to enable it to "dip down" when needed, for instance in harbor or shallow water.
- the time frame for the control sequence would be about 28 seconds at 7 knots, which may be seen as a good margin for performing the tilting operation, that by means of a sufficiently powerful tilt-mechanism 62 may easily be performed within that time frame. At 5 knots it would be about 39 seconds.
- a combination of the tilting of the containerized propulsor with the possibility of stopping the propeller with its blades in a ⁇ position instead of a + position, and use of an auxiliary propulsion unit, e.g. a swing-down/up thruster (not shown), makes it possible to use still larger propellers.
- a running propeller may have its tip at about 40 % of the radius beneath the "base line".
- For a 4-blade propeller with a diameter of 5.3 m it means that it is possible to increase the diameter to above 7 m with a loading that is half of the original loading. This would give roughly at least 15 % improved propulsion efficiency.
- Fig.6 is a schematic view from above of the stem of the twin-screw ship shown in Fig. 5 , showing inter alia a plurality of retractable, controlled stud bolts 70 arranged in the side walls 13a, 13b of each pocket 13', used for securing the containers or housings 60 in at least two positions in the pocket 13', viz. the normal operating position and the tilted position.
- a stud bolt 70 schematically illustrated in Fig. 7 , having a piston rod 71, which is axially displaceable by a conventional actuator, (e.g. hydraulic or screw mechanism not shown).
- the piston rod 71 has a free end carrying a head 72, having a tapered front portion.
- the side wall 13b of the pocket 13' is provided with a matching chamber 73, to provide a snug fit of the head 72 within the recess 73, which recess 73 can receive the entire head 72.
- the chamber 73 may also be tapered, and they are so matched to each other that only a portion of the tapered head 72 can be pushed out of the chamber 73).
- the container or housing 60 has a side wall provided with a recess 64 that has a taper matching that of the top portion of the tapered head 72. The taper ensures a positive locking of the containerized propulsor 6 in the desired position in the recess or pocket 13'.
- channels 74 and 65 are provided for injecting oil or grease between the tapered surfaces.
- a further advantage in using "containerized propulsion units” relies in the fact that they may be easily/quickly exchanged, which brings about many advantages per se, e.g. quick exchange by another unit, e.g. if the existing one needs maintenance, without need of stoppage. Moreover it makes it possible to use different propulsion units depending/adapted to different needs, if a modularized concept is used that may provide a range of different propulsion units to optimize propulsion efficiency depending on need of power in relation to load and/or need of speed, etc.
- the invention is not limited by the examples described above but may be varied within the scope of the appended claims.
- the skilled person realizes from the above mentioned advantages that the basic principle of the invention is not related to positioning the propeller in the event of the wave, but indeed to the fact of having the propeller tiltable an preferably in a position behind the transom, i.e. away from the hull. Further it is understood that in some cases, it may be advantageous to position a rudder in front of the containerized propulsor 6.
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Description
- The present invention relates to a method of increasing propulsion efficiency and onboard ship comfort performance.
- It also relates to a ship having a propeller arrangement that provides increased propulsion efficiency and onboard ship comfort performance.
- The term "ship" as used herein designates a marine vessel that usually has enough size to carry its own boats, such as lifeboats, dinghies, or runabouts. A rule of thumb used is "a boat can fit on a ship, but a ship can't fit on a boat".
- Further, the term "transom" as used herein designates the surface that forms the stem of a vessel. Transoms may be flat or curved and they may be vertical, raked forward (known as retroussé), or raked aft. The bottom tip of the transom can be approximately on the waterline, in which case the stem of the vessel is referred to as a "transom stern", or the hull can continue so that the centerline is well above the waterline before terminating in a transom, in which case it is referred to as a "counter stern".
- One problem facing ship designers is that of keeping hull vibration to an acceptable level. Excessive vibration not only causes unpleasant noise in the vessel but may also produce dangerous stressing of the ship's structure. In addition, the forces causing hull vibration also cause other undesirable effects.
- The problem of hull vibration arises more nowadays than in the past because ships are generally larger and more powerful. The increase in power results in an increase in the excitation forces which cause hull vibration and the increase in size makes the hull more susceptible to vibration by these forces
- A principal cause of hull vibration is pressure fluctuations in the water generated by the propeller which act on the hull above the propeller. Due to variations in the wake across the propeller disc, that is, the area swept out by the propeller blades, the blades undergo substantial changes in loading as the propeller rotates. With a conventional single screw stem construction, the maximum wake at the propeller disc may be as much as eight times the minimum wake there. One effect of the rapidly changing loading on the propeller blades as the propeller rotates is to produce the strong pressure pulses in the water which excite hull vibrations and may cause serious cavitation erosion of the propeller blades.
- In a conventional ship, the stem profile is curved rearwardly in an arc over the propeller and is then curved upwardly to form the aft extremity of the ship. This curved shape is necessary to provide the large clearance between the propeller and the part of the hull which lies above the propeller that is necessary in order to moderate the effects on the hull of the propeller-excited pressure fluctuations in the water, and to conform to the wake pattern produced by the rest of the ship. This curved shape is usually formed in one piece as a stern frame casting. For a 400,000 dwt ship, the stern frame may be 50 ft (15 m) high and weigh 600 tons. It is extremely expensive to manufacture and when it arrives at the shipyard it is often found to be twisted so that additional pieces have to be welded on to correct its shape.
-
US 3,983,829 suggests to solve this problem by making a complex profile adjacent the stern, comprising to improve the wake pattern and thereby enable fitting of a propeller of larger diameter. As is well known, improved propulsive efficiency can be obtained by reducing the shaft RPM and increasing the propeller diameter. However, as already mentioned the design suggested byUS 3,983,829 is very complex and therefore indeed expensive, which most likely is one of the reasons why this known design from 1974 has never been a success on the market. -
DE 33 03 554 A1 discloses a method and a ship according to the preamble of the annexedclaims 1 and 8. - The object of the present invention is to permit the use of a large diameter screw propeller to increase propulsion efficiency and on board ship comfort performance, which is achieved in accordance with the present invention as defined in the appended claims.
- The above solutions to the stated problem will facilitate the possibility of increasing propeller diameter without increasing the induced pressure impulses to the hull and thus make possible to gain propulsion efficiency and increase the on board ship comfort performance.
- Further advantages and aspects of the invention will become evident by the independent claims and the following description.
- In the following, the invention will be described in more detail with reference to preferred embodiments and the appended drawings.
- Fig. 1
- is a is a schematic side-view of a preferred embodiment of a ship having a rotary large diameter screw propeller included in a containerized propulsive unit in accordance with the present invention,
- Fig. 2
- is a simplified schematic side view of the stern of the ship of
Fig. 1 having a containerized tiltable unit in a normal operating position, - Fig. 3
- is a simplified schematic side view similar to
Fig. 2 , but with the containerized unit in a tilted position to swing up the propeller blade tip to the level of the base line of the ship's hull, - Fig. 4
- is a principle sketch showing the movement of the containerized unit on tilting,
- Fig. 5
- is a view from behind of a twin-screw ship based on a design according to Fig. land having one screw propeller in normal operation position and the other lifted by tilting the containerized unit,
- Fig. 6
- is a schematic view from above of the stern of the twin-screw ship shown in
Fig. 5 , showing inter alia a plurality of hydraulically controlled stud bolts, and - Fig. 7
- is an enlarged view partly in cross section of one of the hydraulically controlled stud bolts shown in
Fig. 6 for locking the container of the containerized tiltable unit in a recess in the transom of the ship. - In
Fig. 1 there is shown a schematic side-view of aship 1. Theship 1 has ahull 10 having abase line 11, astem 12, astem 14 and atransom 13. In thestem 14 there is arranged a propulsion unit 2, comprising apropeller 20. An engine ormotor 24 is arranged to drive thepropeller 20.Fig. 1 also shows the waterline 16 (i.e. the "design waterline" corresponding to the waterline for theship 1 when carrying a "standard load" for its use). Further, it is shown that theship 1 is floating in water 4. Thesurface 40 of the water 4 is schematically shown as also the crest 41 of a rising wave formed at a distance behindtransom 13 of thehull 10 when theship 1 is propelled at cruising speed. - The
propulsive units 6 are "containerized", i.e. they include "containers" that aremodular housings 60 surrounding equipment for the proper operation of thepropulsive unit 6. The hull design shown inFigs. 1 and5 comprises a structure at thetransom 13 including generally vertical recesses/pockets 13' (seeFigs. 5 and7 ) for thecontainers 60 of the propulsive units. Each container orhousing 60 has its associated thruster unit orpod unit 6 fitted adjacent its lower end, and it extends vertically across thetransom 13 and fits into the recess/pocket 13' having asloping fore wall 13" (sefigs.2 and 3 ). In the recess/pocket 13' the housing/container 60 may be tilted between a position where the tip of thepropeller 20 extends below the base line 11 (fig. 2 ) and a up tilted position (fig. 3 ) where no tip of thepropeller 20 extends below thebase line 11. Thanks to the arrangement in accordance with the invention alarger propeller 20 may be used which provides considerable advantages. Further the arrangement easily facilitates positioning of the thruster unit orpod unit 6 at a location, where itspropeller 20 will be positioned at a distance from thetransom 13, which provides further advantages. - As is illustrated in
figs. 1-3 , thepropeller 20 is mounted to be located at a distance behind thetransom 13 of thehull 10. The distance aft of the transom is here shown to be chosen such that thepropeller 20 will be positioned substantially centrally in relation to the crest of the rising stem wave 41, which in some situations may provide additional advantages, but such a positioning is in no way limiting regarding the basic principle of the invention. - In prior art designs, the diameter of the propeller normally is at most about 80 % of the distance H between the
base line 11 and thewaterline 16, since firstly the propeller may not extend below thebase line 11, secondly there must be sufficient clearance between the propeller tip and the hull not to create vibrations and thirdly there must be a certain distance between thesurface 40 and the propeller tip to not have air sucked in. - Thanks to the arrangement according to the invention it is feasible, as indicated in
Figs. 1-3 , to use apropeller 20 having an outer diameter that is much larger than traditionally, i.e. sometimes possibly even larger than the distance H between thebase line 11 and thedeadweight waterline 16. In this regard it is to be understood that the invention is applicable to a large variety of ships, from 10 dwt (preferably at least 100 dwt) to 500,000 dwt, i.e. ships using relatively large propellers of at least 0.5m, e.g. from 0.5-15 m in diameter. Indeed the main focus is seagoing commercial vessels where the invention may have a drastically positive influence regarding both cost and environmentally. As a consequence a much higher power output may be achieved, merely due to the larger propeller diameter. Indeed some 7-15 % increased output efficiency may be achieved merely by that parameter, in accordance with the invention. Further, the preferred positioning of thepropeller 20 will eliminate any major impact regarding vibrations on thehull 10, which in turn provides improved comfort and indeed eliminates some traditional design restrictions. Moreover, it will also have a positive effect regarding load on thepropeller 20, e.g. since thehull 10 may be designed to create fewer pulsations at this position, compared to being positioned ahead of thetransom 13. An especiallylarge propeller 20 may be used, in embodiments using the fact that the crest 41 is at a much higher level than the surroundingsurface 40, mostly about 1-1.5 m higher for a midsized ship at cruising speed. - In the design shown in
Fig. 1 , the propulsive unit is a rotatable thruster, e.g. apod unit 6. Primarily, the inventive concept is intended for pushing pod propellers and rotatable thrusters, but it is useful also with pulling units and non-rotatable thrusters. As a consequence, a verylarge propeller 20 may be used, which has it upper end near thedeadweight waterline 16, but which at cruising speed is safely submerged in water thanks to the stem wave 41. As is conventional withpod units 6, the vertical extending portion thereof 30' may be formed to act as a rudder. Here, the diameter D1 of thepropeller 20 in some applications may be chosen within the range of about 85-100 % of the height H between thebase line 11 and thewaterline 16. However, in the embodiment shown inFig. 3 it is illustrated that thepropeller 20 might even be designed to be much larger, i.e. having D1 to be larger than 100 % of H, e.g. about 130 %. If desired, this may be achieved in combination with a control system, including abreak pin 18 protruding deeper than the propeller tip and which is positioned near/at thestem 12 of theship 1. This system is described more in detail in connection withFig. 5 . -
Fig. 2 is a simplified schematic side view of thestem 14 of the ship ofFig. 1 presenting more details regarding the containerizedtiltable unit 6 in a normal operating position. The container orhousing 60 is substantially vertical and mounted in the transom recess or pocket 13', which has an forward slopingfore wall 13" for permitting the containerized propulsor to be tilted. Preferably, theunit 6 is designed to have sufficient buoyancy to float, which brings about some advantages, e.g. that it may be towed by a minor vessel in connection with exchange/mounting of aunit 6 to desired location for exchange/mounting. Atilting mechanism 62, e.g. hydraulic piston/s, is arranged within apocket 63 of thefore wall 13", to enable movement/tilting. Thanks to the ability of tilting, a larger propeller may be used compared to conventional arrangements, due to allowing the propeller to extend below the baseline during propulsion on deep water. On shallow water thehousing 60 may be tilted to such an extent, that the tip of thelowermost propeller blade 20 does not extend past thebase line 11 of the ship as shown inFig. 3 . The slope of the forward slopingfore wall 13" is determined by the desired tilt of the containerized propulsor and is decided during the planning and designing of the ship. The propeller may preferably be located under the crest 41 of the stem wave rising behind the ship, and the tip of thelowermost propeller blade 20 extends downward past thebase line 11 of thehull 10. -
Fig.4 is a principle sketch showing the movement of thecontainerized unit 6 on tilting. Thecontainerized unit 6 includes thepropeller 20 having the diameter D and a rotational axis 20', and the container orhousing 60 stands on asupport plane 15. A slewingbearing 61 for permitting rotation of thepropulsive unit 6 around a generallyvertical axis 62 is provided at the bottom of the container orhousing 60 and displaced toward a rear wall of the container orhousing 60. A pivotal axis permitting the tilting of thecontainerized unit 6 in the recess or pocket 13' is designated 63 and is located in the corner formed by the front wall and the bottom of the container orhousing 60. InFig. 4 , - A
- is the distance between the
support plane 15 and the rotational axis 20' of thepropeller 20, - B
- is the distance between the vertical
rotational axis 62 of thepropulsive unit 6 and a central plane of thepropeller 20, - C
- is the distance between the vertical
rotational axis 62 of thepropulsive unit 6 and the tiltingaxis 63, - D
- is the diameter of the
propeller 20, - E
- is the distance between the tilting
axis 63 and thesupport plane 15, - F
- is the vertical distance that the propeller blade tip is lifted on tilting the
containerized unit 6, and - α
- is the tilt angle.
- With a tilt angle α on the order of 10°, the propeller blade tip will be lifted a vertical distance F of about 0.15 × D.
Fig. 4 clearly illustrates how the vertical distance F that the propeller blade tip at its bottom position is lifted depends on the tilt angle α and the sizes of and relations between A, B, C, D, and E. Of course, an increased propeller diameter may require that the propeller axis 20' be mounted at a lower level to avoid that the propeller blade tip at its normal top position, i.e. before tilting, cuts through the crest of the stem wave into the air. - In
Fig. 5 , there is shown a view from behind, i.e. presenting aship 10 in accordance with the invention, equipped with a pair of propellers, but also using a single propeller is within the ambit of the invention. - Further,
Fig. 5 depicts one embodiment of the present invention in combination with a specific control system for enabling automatic upward tilting of thehousing 6, if the ship enters into a shallow area. In a forward part of the ship bottom 11, for example on the bulbous bow, there is mounted an/several actuation pin/s 18 protruding downwards, having a length L that positions the end of the pin 18 a sufficient distance beneath thebase line 11, to protrude deeper than the distance that any tip of the propeller may reach beneath thebase line 11. Preferably, thepin 18 is arranged to be retractable or pivotal or telescopic to enable it to "dip down" when needed, for instance in harbor or shallow water. If theactuation pin 18 is pivoted a signal will be sent to the control system (not shown) to engage the tilting system and tilt thehousing 6 to the position in line with the forward slopingwall 13" thereby positioning thepropeller 20 safely above thebaseline 20. For a 100 m ship, the time frame for the control sequence would be about 28 seconds at 7 knots, which may be seen as a good margin for performing the tilting operation, that by means of a sufficiently powerful tilt-mechanism 62 may easily be performed within that time frame. At 5 knots it would be about 39 seconds. However, a combination of the tilting of the containerized propulsor with the possibility of stopping the propeller with its blades in a × position instead of a + position, and use of an auxiliary propulsion unit, e.g. a swing-down/up thruster (not shown), makes it possible to use still larger propellers. This will make it possible to increase the propeller diameter with some 30-40 %. It means that a running propeller may have its tip at about 40 % of the radius beneath the "base line". For a 4-blade propeller with a diameter of 5.3 m, it means that it is possible to increase the diameter to above 7 m with a loading that is half of the original loading. This would give roughly at least 15 % improved propulsion efficiency. -
Fig.6 is a schematic view from above of the stem of the twin-screw ship shown inFig. 5 , showing inter alia a plurality of retractable, controlledstud bolts 70 arranged in theside walls 13a, 13b of each pocket 13', used for securing the containers orhousings 60 in at least two positions in the pocket 13', viz. the normal operating position and the tilted position. Infig. 6 there is indicated an encircled area depicting astud bolt 70 schematically illustrated inFig. 7 , having apiston rod 71, which is axially displaceable by a conventional actuator, (e.g. hydraulic or screw mechanism not shown). Thepiston rod 71 has a free end carrying ahead 72, having a tapered front portion. The side wall 13b of the pocket 13' is provided with a matchingchamber 73, to provide a snug fit of thehead 72 within therecess 73, whichrecess 73 can receive theentire head 72. (Alternatively thechamber 73 may also be tapered, and they are so matched to each other that only a portion of the taperedhead 72 can be pushed out of the chamber 73). The container orhousing 60 has a side wall provided with arecess 64 that has a taper matching that of the top portion of the taperedhead 72. The taper ensures a positive locking of the containerizedpropulsor 6 in the desired position in the recess or pocket 13'. To facilitate loosening of the fit of the taperedhead 72 against the taperedchamber 73 and the taperedrecess 64,channels - In summary, the following advantages may be gained by the invention;
- By increasing the propeller diameter at a given engine power supply, the distributed load on the propeller disc area is reduced. In practice this means that efficiency losses due to friction when accelerating the water is decreased and that the risk of the propeller sucking air from the atmosphere is reduced.
- Also, by allowing a more rearward positioning of the propeller, e.g. in the crest of the stern wave, the margin to air suction will be further improved.
- Also, by positioning the propeller away from the hull, the suction on the hull from the propeller (the so called thrust deduction factor) will be reduced, which together with the reduced water velocities also may be used to increase the hull efficiency.
- Reduced onboard vibrations and improved comfort,
- Furthermore, the total wave system of the hull may be used in a synergistic manner, i.e. reducing the total resistance of the hull.
- Improved flexibility regarding use of propulsion arrangement.
- A further advantage in using "containerized propulsion units" relies in the fact that they may be easily/quickly exchanged, which brings about many advantages per se, e.g. quick exchange by another unit, e.g. if the existing one needs maintenance, without need of stoppage. Moreover it makes it possible to use different propulsion units depending/adapted to different needs, if a modularized concept is used that may provide a range of different propulsion units to optimize propulsion efficiency depending on need of power in relation to load and/or need of speed, etc.
- The invention is not limited by the examples described above but may be varied within the scope of the appended claims. For instance, the skilled person realizes from the above mentioned advantages that the basic principle of the invention is not related to positioning the propeller in the event of the wave, but indeed to the fact of having the propeller tiltable an preferably in a position behind the transom, i.e. away from the hull. Further it is understood that in some cases, it may be advantageous to position a rudder in front of the containerized
propulsor 6.
Claims (18)
- A method of providing a ship of at least 10dwt with a rotary screw propeller (20) at a stem of the ship hull (10), said method comprising:determining a design water line (16) of the ship and a base line (11) of the ship hull (10);determining a vertical distance (H) between the water line (16) and the base line (11);choosing a diameter of the screw propeller (20) that is at least 0.5m and 50 - 200% of the vertical distance (H);providing the screw propeller (20) in a propulsive unit (6),containerizing the propulsive unit (6) with a modular housing (60), the modular housing (60) surrounding equipment for the operation of the propulsive unit (6);
characterized byproviding at least one generally vertical recess (13') in a transom (13) of the hull (10), the recess (13') shaped to receive the modular housing (60), and tiltably mounting the modular housing (60) in said recess (13') using a tilting mechanism (62) arranged to tilt the modular housing (60), to enable moving/tilting of the screw propeller (20) between at least two different positions. - A method according to claim 1, characterized by mounting the propeller (20) at a distance behind the transom (13).
- A method according to claim 1 or 2, wherein the modular housing (60) is tiltable between at least two different positions comprising:a cruising position, in which at least a part of the screw propeller (20) extends below the base line (11),anda second position, in which no part of the screw propeller (20) is below the base line (11), and the modular housing (60) may be secured mechanically in the recess (13') in transom (13) in at least the two different positions.
- A method as claimed in claim 3, wherein, in the cruising position, at least part of the screw propeller (20) extends above the design water line (16), but is submerged under an expected crest (41) of a rising stem wave when the ship is propelled at a cruising speed.
- A method as claimed in any preceding claim, wherein the propulsive unit (6) can be tilted an angle on the order of 5 - 20°, preferably 5 - 15°.
- A method as claimed in any one of claims 1-5, wherein said propulsive unit (6) is arranged with sufficient buoyancy to float, wherein preferably said buoyancy mainly is provided for in said modular housing (60).
- A method as claimed in any one of claims 1-6, wherein the screw propeller (20) has a diameter that is 85-150 %, of the vertical distance (H).
- A ship having at least 10dwt and comprising a hull (10), a stem (14) comprising a transom (13), and a screw propeller (20), the ship having:a design water line (16) of the ship;a base line (11) of the hull (10); anda vertical distance (H) between the water line (16) and the base line (11);
characterized in that:the screw propeller (20) has a diameter that is at least 0.5m and 50-200% of the vertical distance (H);the screw propeller (20) is provided as a propulsive unit (6) containerized with a modular housing (60) surrounding equipment for the operation of the propulsive unit (6);
characterized in thatthe transom (13) includes at least one generally vertical recess (13') shaped to receive the modular housing (60) and a tilting mechanism (62) arranged to tilt the modular housing (60); and
in thatthe modular housing (60) is tiltably mounted in the recess (13') such that the screw propeller (20) may be moved/tilted between at least two different positions. - A ship as claimed in claim 8, further comprising a securing arrangement (70) arranged to secure said modular housing (60) in the recess (13') in the transom (13) in the two different positions.
- A ship as claimed in claim 9, wherein a first position is a normal cruising position and a second position is where no part of the rotary screw propeller (20) is located below the a base line (11).
- A ship as claimed in any of claims 8-10, wherein the tilting mechanism (62) is arranged to tilt the modular housing (60) an angle on the order of 5 - 20°, preferably 5 - 15°.
- A ship as claimed in any one of claims 8 - 11, wherein the propeller (20) is positioned at a distance behind the transom (13) and preferably such that the propeller (20) will be submerged under the crest (41) of the wave when propelling the ship at cruising speed.
- A ship as claimed in any one of claims 8 - 12, wherein the ship is at least 100 dwt and the housing (60) is pivotable to extend at least an upper tip of the propeller above the water line in at least one position and to extend a lower tip of the propeller below the base line in at least another position.
- A ship as claimed in any of claims 8 - 13, said ship having a single screw propeller (20).
- A ship as claimed in any of claims 8 - 13, said ship being a twin-screw ship.
- A ship as claimed in any of claims 8 -15, said ship being a multi-propulsive ship.
- A ship as claimed in any of claims 8-16, wherein the propeller (20) has a diameter that is larger than the distance (H) between the water line (16) and the base line (11)
- A ship as claimed in any of claims 8-17, wherein the two different positions include:a cruising position in which a lowermost tip of the screw propeller (20) extends below the base line (11), anda second position in which the lowermost tip of the screw propeller (20) does not extend below the base line (11).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE0800785 | 2008-04-08 | ||
PCT/SE2009/050333 WO2009126096A1 (en) | 2008-04-08 | 2009-03-30 | A method of providing a ship with a large diameter screw propeller and a ship having a large diameter screw propeller |
Publications (3)
Publication Number | Publication Date |
---|---|
EP2259964A1 EP2259964A1 (en) | 2010-12-15 |
EP2259964A4 EP2259964A4 (en) | 2013-03-20 |
EP2259964B1 true EP2259964B1 (en) | 2015-07-08 |
Family
ID=41162094
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP09731260.7A Not-in-force EP2259964B1 (en) | 2008-04-08 | 2009-03-30 | A method of providing a ship with a large diameter screw propeller and a ship having a large diameter screw propeller |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP2259964B1 (en) |
KR (1) | KR101608031B1 (en) |
CN (1) | CN102015438B (en) |
WO (1) | WO2009126096A1 (en) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2535263B1 (en) * | 2011-06-14 | 2014-10-29 | ABB Oy | A propulsion arrangement in a ship |
EP2535262B1 (en) * | 2011-06-14 | 2015-12-30 | ABB Oy | A propulsion arrangement in a ship |
EP2993122B1 (en) * | 2014-09-03 | 2018-07-04 | ABB Oy | Ship propulsion arrangement |
FR3052741B1 (en) * | 2016-06-17 | 2019-07-12 | Ge Energy Power Conversion Technology Limited | PROPULSION ASSEMBLY FOR A MARINE VEHICLE, COMPRISING A PROPULSION UNIT, A GOVERNOR BEARING AND FASTENING MEANS |
EP3501965A1 (en) | 2017-12-22 | 2019-06-26 | Meyer Turku Oy | Marine vessel |
DE102018118163A1 (en) | 2018-07-26 | 2020-01-30 | Torqeedo Gmbh | boot drive |
US20210362819A1 (en) * | 2020-05-22 | 2021-11-25 | Steven Edward Potts | Watercraft with electric drive system |
Family Cites Families (16)
Publication number | Priority date | Publication date | Assignee | Title |
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US2209302A (en) * | 1937-02-26 | 1940-07-23 | Johnson Brothers Engineering C | Inboard motor plant |
GB596802A (en) * | 1944-03-30 | 1948-01-12 | Sulzer Ag | Improvements in or relating to ships driven by screw propellers |
US2446229A (en) * | 1944-11-06 | 1948-08-03 | William H House | Removable steering and propulsion unit for shallow draft vessels |
DE1901456A1 (en) * | 1969-01-13 | 1970-08-13 | Hollming Oy | Vertically adjustable propeller device for use at the stern of a vehicle |
JPS5425092A (en) * | 1977-07-22 | 1979-02-24 | Kawasaki Heavy Ind Ltd | Ship |
SE449206B (en) * | 1982-02-05 | 1987-04-13 | Kamewa Ab | PROPELLER-DRIVEN VESSEL |
US4565531A (en) * | 1984-02-24 | 1986-01-21 | Exxon Research And Engineering Co. | Ship propulsion system |
JPH01178099A (en) * | 1988-01-08 | 1989-07-14 | Yanmar Diesel Engine Co Ltd | Thruster for vessel |
CN1032300C (en) * | 1989-10-27 | 1996-07-17 | 道格拉斯·格兰·希斯洛普 | Marine propulsion apparatus |
UA19663C2 (en) * | 1993-07-15 | 1997-12-25 | Петро Петрович Слинько | Ship semi-submersible propeller |
FR2781755B1 (en) * | 1998-07-29 | 2000-09-29 | Alternatives En | ELECTRIC PROPULSION BOAT OR VESSEL |
KR100655006B1 (en) * | 1999-05-11 | 2006-12-07 | 지멘스 악티엔게젤샤프트 | Seagoing high-speed ship |
AU6425200A (en) * | 1999-06-24 | 2001-01-31 | Siemens Aktiengesellschaft | Merchant navy vessel comprising a hull that is provided for accommodating goods and/or people |
FI115041B (en) * | 2000-01-28 | 2005-02-28 | Abb Oy | Ship engine unit |
CN2887749Y (en) * | 2005-12-11 | 2007-04-11 | 中国船舶重工集团公司第七○二研究所 | Transmission device of semi-submerged propeller |
US20080070455A1 (en) * | 2006-09-20 | 2008-03-20 | Wen-Yun Chen | Boat hull structure |
-
2009
- 2009-03-30 CN CN200980115510.0A patent/CN102015438B/en not_active Expired - Fee Related
- 2009-03-30 EP EP09731260.7A patent/EP2259964B1/en not_active Not-in-force
- 2009-03-30 KR KR1020107025093A patent/KR101608031B1/en active IP Right Grant
- 2009-03-30 WO PCT/SE2009/050333 patent/WO2009126096A1/en active Application Filing
Also Published As
Publication number | Publication date |
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WO2009126096A1 (en) | 2009-10-15 |
CN102015438B (en) | 2015-03-04 |
EP2259964A4 (en) | 2013-03-20 |
EP2259964A1 (en) | 2010-12-15 |
KR20110020766A (en) | 2011-03-03 |
KR101608031B1 (en) | 2016-03-31 |
CN102015438A (en) | 2011-04-13 |
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