EP2281743A1 - Pod - Google Patents

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Publication number
EP2281743A1
EP2281743A1 EP10007083A EP10007083A EP2281743A1 EP 2281743 A1 EP2281743 A1 EP 2281743A1 EP 10007083 A EP10007083 A EP 10007083A EP 10007083 A EP10007083 A EP 10007083A EP 2281743 A1 EP2281743 A1 EP 2281743A1
Authority
EP
European Patent Office
Prior art keywords
propeller
shaft
axis
rotation
cross
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP10007083A
Other languages
German (de)
English (en)
Other versions
EP2281743B1 (fr
Inventor
Reinhard Dr. Habil. Schulze
Stefan Meckelburg
Olaf Weninger
Andreas Weber
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.)
REINTJES GmbH
Original Assignee
REINTJES GmbH
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 REINTJES GmbH filed Critical REINTJES GmbH
Publication of EP2281743A1 publication Critical patent/EP2281743A1/fr
Application granted granted Critical
Publication of EP2281743B1 publication Critical patent/EP2281743B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • 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
    • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
    • 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
    • B63H2005/1256—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis with mechanical power transmission to propellers

Definitions

  • the invention relates to a propeller pod having (a) a hull having a shank for attachment to a vehicle, in particular a watercraft, the shank extending along a shank axis and having at least one cross section with a chord, and (b) at least a propeller shaft for attaching a propeller, wherein the chord extends with respect to a directional angle measuring surface at a direction angle to a propeller axis of rotation of the propeller shaft.
  • Such propeller pods are used in so-called pod drives.
  • Pod drives are used when, for example, a particularly high degree of efficiency and a compact design are desired for ships. Pod drives are therefore used, for example, in ferries and on yachts.
  • the shaft is formed prismatic and is at a fixed direction angle relative to the axis of rotation of the propeller. Even such pod drives tend to cavitation. To reduce cavitation, the shaft is made long and slender and rotatably attached to the hull.
  • the invention has for its object to overcome disadvantages in the prior art.
  • the invention solves the problem by a generic propeller nacelle, in which the direction angle changes at least in sections at a distance from the propeller axis of rotation.
  • An advantage of this propeller nacelle is that it has an increased efficiency. Due to the height-dependent changing direction angle namely introduced by the tractor propeller into the water flow swirling movement is guided past the shaft particularly low resistance.
  • a pod drive with the propeller nacelle according to the invention also has little tendency to cavitation.
  • the fuselage is to be understood in particular as meaning all those components of the propeller pod which are visible from the outside and do not rotate during operation.
  • the shaft axis usually extends at an angle of approximately 90 degrees to a tangential surface of the hull. Usually the shaft axis runs vertically.
  • the shaft axis has at least one cross section with a chord
  • chord extends at a directional angle to the traction propeller axis of rotation of the propeller
  • this directional angle is determined with respect to a reference surface.
  • This reference surface may be an area that is curved.
  • the reference surface is a cylinder jacket surface of a cylinder whose longitudinal axis coincides with the traction propeller rotation axis.
  • the reference surface is a plane which is perpendicular to the shaft axis.
  • the reference surface is always chosen so that the tendon is uniquely determined.
  • the tendon is the connection between the profile nose and the profile trailing edge of the cross section.
  • the term profile chord is also used, the profile nose can also be referred to as the approach point, the profile trailing edge as a break point.
  • the direction angle changes at least in sections with the distance from the Switzerlandpropeller rotation axis, it is understood in particular that it is possible that the direction angle is independent in other sections of the distance from the Switzerlandpropeller axis of rotation.
  • the shaft may be partially formed pyramidal or prismatic.
  • a longitudinal trunk which is attached to the shaft and extends along the propeller axis of rotation, in a region which extends in extension of the shaft, a Schränkung.
  • the shaft will usually pass continuously into the longitudinal nacelle. That is, said region has a local longitudinal axis that is less than the direction of the propeller axis.
  • the direction angle is measured, for example, in a horizontal plane in the installed position.
  • the invention is based on the finding that it is advantageous if the shaft and / or at least parts of the longitudinal nacelle have a setback. Unlike wings, however, this limitation does not have the purpose of preventing a sudden complete stall by having the stall close to the hull. As a rule, the shaft has such a shape that, in total, no forces are transmitted transversely to the hull by the flow. The reduction serves rather the resistance reduction.
  • the propeller is preferably a draft propeller attached to a tractor propeller shaft.
  • the propeller nacelle has a pusher propeller shaft for rotating a pusher propeller, wherein the stem is arranged with respect to a longitudinal axis of the fuselage or the propeller axis of rotation between the traction propeller and the pusher propeller.
  • the water first flows to the tractor propeller, which passes it on the shaft past the pusher propeller.
  • Ceipropeller and thrust propellers are preferably designed so that the water flow behind the thrust propeller is substantially free of twist. This can be achieved by the drafting propeller having a larger diameter than the thrust propeller.
  • the thrust propeller shaft and the Switzerlandpropellerwelle can be considered as partial waves of the propeller shaft, even if they are not connected torsionally rigid. They are usually coaxial.
  • the drafting propeller shaft is designed to rotate the drafting propeller in a drafting propeller direction of rotation, wherein the propelling propeller shaft is designed to rotate the propelling propeller in a thrust propeller rotation direction which is opposite to the drafting propeller rotation direction.
  • the propeller nacelle usually comprises a gear, preferably a bevel gear.
  • a pod drive with the propeller nacelle according to the invention is thus a counter-rotating drive. Therefore, according to the invention is also a generic propeller nacelle, in which the Glaspropellerwelle and the thrust propeller shaft for turning the respective propeller are formed in opposite directions of rotation, wherein the shaft is arranged between the two propellers. So far, only pod actuators are known in which mutually rotating propellers are arranged on each of the same side of the shaft. The reason for this is that with previous propeller pods, the resistance on the shaft would have been disproportionately large due to the swirling flow of the traction propeller, so that Propellerergondein, in which two counter-rotating propellers are separated by the shaft, were not built. The high resistance is largely reduced by the optimized shaft shape. In addition, otherwise occurring vibrations are avoided.
  • the preferred embodiments mentioned in the present description also relate to this invention.
  • the shaft is designed so that the direction angle as a function of the distance from the trailing-pitch propeller axis passes through a maximum direction angle. It has been found that the exact course of the directional angle, depending on the distance, depends on the power to be transmitted by the pod drive. Choosing the course in such a way that a maximum is passed through has proved to be particularly advantageous.
  • the distance corresponding to the direction angle maximum is at most 0.6 times a propeller radius.
  • the propeller radius if only one propeller is present, its diameter is understood. If two or more propellers are present, the propeller radius is understood to be, in particular, the diameter of the forwardmost propeller in the direction of flow.
  • the distance which becomes the maximum direction angle corresponds at most to half the tractor pitch radius. It has also proven to be advantageous if the distance associated with the direction angle maximum is at least 0.2 times the diameter of the propeller.
  • the traction propeller has a discharge angle with respect to a longitudinal plane, which runs parallel to the traction propeller axis of rotation and in the operating position preferably vertically, flows away from the traction propeller under the water conveyed by the traction propeller.
  • the shaft is designed so that the direction angle deviates by at most 10 degrees, in particular 5 degrees, from the outflow angle. This has the advantage that the water flowing from the trailing propeller flows tangentially to the shaft for the most part. This avoids Verwirbelungspiere and reduces the tendency to cavitation.
  • the cross sections of the shaft are at least partially similar in a mathematical sense.
  • the cross sections are the same, ie they are similar and have the same surface area. This makes it possible to achieve a shaft of particularly simple construction, which at the same time generates low transverse forces.
  • the cross sections of the shaft are mirror-symmetrical.
  • the property of mirror symmetry preferably again refers to the cross section with respect to a cylindrical coordinate system originating in the traction propeller axis of rotation.
  • the cross-sections of the shaft at least in sections have a thickness of more than 40%, in particular less than 60%.
  • Such cross sections reduce the resistance particularly effectively.
  • the thickness reserve is measured in relation to the propeller axis of rotation from the projection of the leading edge on the propeller axis of rotation.
  • a projection of a leading edge of the shaft extends on a transverse plane, which is perpendicular to the Glaspropeller axis of rotation, curved.
  • the cross sections relative to their neighbors twisted and possibly also shifted. If the cross sections are only twisted, there is a point in the cross section that does not change its position and lies in an interior of the cross section.
  • the interior of the cross-section is understood to mean the region which is similar to the cross section, has the same geometric center of gravity and has one quarter of the area of the cross section.
  • a projection of a trailing edge of the shaft extends on a transverse plane that is perpendicular to the Switzerlandpropeller axis of rotation, curved.
  • the water flow coming from the traction propeller optimally fits the shaft as a function of the distance of the position under consideration from the traction propeller rotation axis. This minimizes flow resistance and increases efficiency.
  • each cross-section has two extreme points of maximum deviation from the chord and a thickness-backing point in which the chord is cut from a connecting line through the outermost points, the thickness-return points lying on an at least partially curved curve.
  • This straight line preferably runs through the interior of the cross section.
  • a drive shaft extends at least in sections through an interior of the cross section, wherein the interior is an imaginary surface which has a quarter of the area of the cross section and the same center of gravity.
  • the shaft preferably opens into the hull at a directional angle of substantially 0 °, that is, in particular less than 5 °.
  • the area of the shaft with the minimum directional angle is located at the transition between the shaft and the hull.
  • a projection of the shaft on the transverse plane is at least partially concave or biconcave.
  • FIG. 1 shows a ship 10 with a ship's hull 12 to which a propeller nacelle 14, for example, rigid, is attached.
  • the propeller pod 14 includes a hull 16, which in turn has a shaft 18.
  • the shaft 18 extends along a shaft axis A s , which in the installed position, that is, when the ship 10 is not moving, usually runs vertically.
  • the propeller nacelle 14 also includes a drafting propeller shaft 20 to which a drafting propeller 22 is attached. On a thrust propeller shaft 24 of the propeller pod 14, a pusher propeller 26 is mounted. The draft propeller 22 and the thrust propeller 26 rotate about a propeller axis of rotation A P , from which a radial distance r is measured.
  • FIG. 2 shows a view according to the arrows A in FIG. 1 to the drafting propeller 22.
  • direction angle measuring surfaces F in the form of the directional angle measuring surfaces F H1 , F H2 located , which are each cylinder jacket surfaces with respect to a cylinder whose longitudinal axis coincides with the propeller axis of rotation A P.
  • the information given below always refers to the cylindrical coordinate system whose origin is the propeller axis of rotation A P.
  • FIG. 2a shows a view in direction A (see. FIG. 1 ). It can be seen a leading edge 28 of the shaft 18 which is curved with respect to a transverse plane E Q.
  • the transverse plane E Q is that plane which is perpendicular to the propeller rotation axis Ap and perpendicular to all directional angle measurement surfaces F H.
  • FIG. 2b shows a view in direction B (see. FIG. 1 ), in which a spoiler edge 29 can be seen, which also runs curved and with increasing distance from the hull of a horizontal H away until a non-marked maximum is traversed.
  • FIG. 3 shows cross sections Q1, Q2 through the shaft 18 with respect to two radial distances r.
  • the direction angle ⁇ is, as in the Figures 3 shown measured in the direction angle measuring surface F H.
  • the chord S extends from an inflow point 30, at which the inflowing fluid separates, and a break-off point 32.
  • the amount of all break-off points forms the tear-off edge 29 of the shaft 18, the inflow points 30 form the leading edge 28 (FIG. FIG. 1 ).
  • the thickness reserve D in the present case is about 60% and is measured from the leading edge.
  • the figures refer to a projection on the propeller axis of rotation A P , such as in FIG. 3 is shown.
  • FIG. 3b also shows a drive axle 34, which from a in FIG. 1 schematically drawn gear and provides a drive torque for the two propellers 22, 28 provides.
  • the drive shaft 34 extends through an interior 40 of the shaft 18.
  • the interior 40 is the imaginary surface which has the same center of gravity as the cross-section Q, is similar to the cross-section Q and has a quarter of its surface area.
  • the drive axle 34 ( FIG. 1 ) is connected to the propellers 22, 26 such that a pusher propeller direction of rotation ⁇ 26 of the pusher propeller 26 is opposite to a traction propeller direction of rotation ⁇ 22 of the traction propeller 22.
  • FIG. 3b also shows that the cross-section Q has two extreme points P1, P2 of maximum deviation from the chord S and a thickness-return point P D , in which the chord S is cut from a connecting line through the outermost points P1, P2.
  • the thickness reserve points P D lie at least in sections with respect to a longitudinal extension of the shaft 18 on a curve which extends through the interior 40.
  • the curve can also be a straight line.
  • FIG. 5 indicates the thickness distribution.
  • the thickness t is measured perpendicular to the chord S ( FIG. 3b ).
  • FIG. 6 shows a view from above of the propeller nacelle 14. It can be seen that the traction propeller 22 in a longitudinal plane E L , which runs parallel through the Switzerlandpropeller rotation axis A P and through the shaft 18, in the present case vertically, an outflow angle ⁇ has, under the promoted by the drafting propeller 22 water 36 flows from the drafting propeller 22.
  • the direction angle ⁇ is chosen so that it deviates by at most 10 ° from the outflow angle ⁇ .
  • FIG. 6 shows an outer contour of a longitudinal nacelle 38, which is part of the propeller nacelle 14 with the shaft 18.
  • FIG. 6 shows a horizontal plane E H , which is perpendicular to the transverse plane E Q and the longitudinal plane E L and in the installation position of the propeller nacelle usually runs horizontally.
  • the longitudinal nacelle 38 runs with its longitudinal axis parallel to the propeller axis of rotation A P. It can be seen that the outflow angle ⁇ is measured in the horizontal plane E H and refers to the point at which the traction propeller 22 passes through the longitudinal plane E L adjacent to the shaft 18.
  • the illustrated propeller pods or pod drives are particularly suitable for power ranges between 700 kW and 3000 kW. They are also capable of speeds over 40 knots. Due to the changing direction angles, efficiency improvements of at least 10% compared to conventional propeller pods can be achieved.
  • the maximum direction angle ⁇ max is preferably at most 15 °.
  • Related to the cylindrical surfaces shown in the figures are used in the present case symmetrical profiles.
  • the proposed system can be equipped as a pod drive with counter-rotating propellers, that is, in the operation counter-rotating propellers.

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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)
  • Wind Motors (AREA)
  • Motor Power Transmission Devices (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
EP10007083A 2009-07-16 2010-07-09 Pod Not-in-force EP2281743B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102009033554A DE102009033554A1 (de) 2009-07-16 2009-07-16 Propellergondel

Publications (2)

Publication Number Publication Date
EP2281743A1 true EP2281743A1 (fr) 2011-02-09
EP2281743B1 EP2281743B1 (fr) 2012-01-04

Family

ID=43243033

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10007083A Not-in-force EP2281743B1 (fr) 2009-07-16 2010-07-09 Pod

Country Status (4)

Country Link
US (1) US20110130056A1 (fr)
EP (1) EP2281743B1 (fr)
AT (1) ATE539957T1 (fr)
DE (1) DE102009033554A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL2018880B1 (en) * 2017-05-09 2018-11-15 Veth Propulsion B V Improved thruster for propelling a watercraft

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017060341A1 (fr) 2015-10-09 2017-04-13 Hochschule Flensburg Dispositif de changement de position, en particulier d'un engin nautique
DE102015219657A1 (de) 2015-10-09 2017-04-13 Hochschule Flensburg Antriebsvorrichtung, insbesondere für ein Wasserfahrzeug
US11220319B2 (en) 2016-11-10 2022-01-11 Kobelt Manufacturing Co. Ltd. Thruster apparatuses, and methods of operating same
EP3992074A1 (fr) 2020-10-29 2022-05-04 Bergman Media Supply SAS Équipement pour utiliser divers types de variantes de moteur électrique montées sur bride dans une structure orientable autoportante

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3519103A1 (de) 1985-05-28 1986-12-04 Schottel-Werft Josef Becker Gmbh & Co Kg, 5401 Spay Antriebseinrichtung fuer wasserfahrzeuge
WO1996015028A1 (fr) * 1994-11-15 1996-05-23 Schottel-Werft Josef Becker Gmbh & Co. Kg Mecanisme de propulsion de navires avec une helice de gouvernail actif
EP1336561A1 (fr) * 2002-02-16 2003-08-20 Schottel GmbH & Co KG. Entrainement pour bateaux

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DE408568C (de) * 1923-09-13 1925-01-20 Werft A G Deutsche Leitvorrichtung fuer Schiffstreibschrauben
FR717792A (fr) * 1930-09-25 1932-01-14 Dispositif propulseur pour véhicules nautiques
US1990606A (en) * 1930-10-11 1935-02-12 Firm Junkers Motorenbau G M B Shafting for power transmission
SE7713399L (sv) * 1977-11-28 1979-05-29 Skf Nova Ab Drivaggregat for bat
JPS577798A (en) * 1980-06-16 1982-01-14 Mitsui Eng & Shipbuild Co Ltd Reaction rudder
US5443230A (en) * 1993-12-21 1995-08-22 United Technologies Corporation Aircraft wing/nacelle combination
US6899576B2 (en) * 1997-11-07 2005-05-31 Schottel Gmbh & Co. Kg Twin-propeller drive for watercraft
SE516560C2 (sv) * 1999-03-16 2002-01-29 Volvo Penta Ab Drivaggregat i en båt innefattande motroterande, dragande propellrar anordnade på ett undervattenshus med aktre roderblad och avgasutblås samt drivinstallation med två sådana drivaggregat
JP2003237690A (ja) * 2002-02-19 2003-08-27 Shin Kurushima Dockyard Co Ltd コントラポッド推進装置
CA2611392C (fr) * 2005-06-09 2012-09-11 Schottel Gmbh & Co. Kg Propulsion navale et procede de propulsion navale
US7798875B1 (en) * 2006-10-20 2010-09-21 Brunswick Corporation Helical marine strut
ITPC20070018A1 (it) * 2007-03-07 2008-09-08 R T N Srl Tramissione del tipo a piede poppiero, in particolare per imbarcazione bielica
US8070686B2 (en) * 2007-07-02 2011-12-06 Cardiac Pacemakers, Inc. Monitoring lung fluid status using the cardiac component of a thoracic impedance-indicating signal

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3519103A1 (de) 1985-05-28 1986-12-04 Schottel-Werft Josef Becker Gmbh & Co Kg, 5401 Spay Antriebseinrichtung fuer wasserfahrzeuge
WO1996015028A1 (fr) * 1994-11-15 1996-05-23 Schottel-Werft Josef Becker Gmbh & Co. Kg Mecanisme de propulsion de navires avec une helice de gouvernail actif
EP1336561A1 (fr) * 2002-02-16 2003-08-20 Schottel GmbH & Co KG. Entrainement pour bateaux
EP1336561B1 (fr) 2002-02-16 2004-11-10 Schottel GmbH & Co KG. Entrainement pour bateaux

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL2018880B1 (en) * 2017-05-09 2018-11-15 Veth Propulsion B V Improved thruster for propelling a watercraft

Also Published As

Publication number Publication date
EP2281743B1 (fr) 2012-01-04
US20110130056A1 (en) 2011-06-02
DE102009033554A1 (de) 2011-01-20
ATE539957T1 (de) 2012-01-15

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