EP2287071A2 - Aile de support pour bateaux - Google Patents

Aile de support pour bateaux Download PDF

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Publication number
EP2287071A2
EP2287071A2 EP10172836A EP10172836A EP2287071A2 EP 2287071 A2 EP2287071 A2 EP 2287071A2 EP 10172836 A EP10172836 A EP 10172836A EP 10172836 A EP10172836 A EP 10172836A EP 2287071 A2 EP2287071 A2 EP 2287071A2
Authority
EP
European Patent Office
Prior art keywords
projection
wing
projection body
airfoil
bodies
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
EP10172836A
Other languages
German (de)
English (en)
Other versions
EP2287071A3 (fr
EP2287071B1 (fr
Inventor
Henning Kuhlmann
Thomas Falz
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.)
Becker Marine Systems GmbH and Co KG
Original Assignee
Becker Marine Systems GmbH and Co KG
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 Becker Marine Systems GmbH and Co KG filed Critical Becker Marine Systems GmbH and Co KG
Publication of EP2287071A2 publication Critical patent/EP2287071A2/fr
Publication of EP2287071A3 publication Critical patent/EP2287071A3/fr
Application granted granted Critical
Publication of EP2287071B1 publication Critical patent/EP2287071B1/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
    • 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
    • B63H25/06—Steering by rudders
    • B63H25/38—Rudders
    • 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
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/248—Shape, hydrodynamic features, construction of the foil
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/38—Keels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B41/00—Drop keels, e.g. centre boards or side boards ; Collapsible keels, or the like, e.g. telescopically; Longitudinally split hinged keels

Definitions

  • the invention relates to a wing, in particular a rudder, for watercraft, especially ships, with an end bar.
  • Airfoils are used in the present context in vessels used or built-body, which generate buoyancy in fluid mechanics view.
  • hydrofoils are rudders, keels, hydrofoils on hydrofoils, stabilizer fins or other fin-like bodies of watercraft.
  • the wing of the invention is particularly suitable for use as a rudder, wherein the use of one of the aforementioned body or other wing-like body is readily possible.
  • Known wings usually have a direction of flow associated with or aligned in the direction of navigation vehicle nose strip and one of these opposite end bar. Between the leading edge and the end strip side surfaces or side walls of the wing are arranged.
  • the upper end portion of the wing is normally fixed, or rotatable in the case of a rudder, connected to the vessel body, whereas the opposite lower end is normally formed as a free end. In rowing, however, it is also known that these can also be stored at the lower end (for example, when stored in the Stevensohle rudders).
  • the wing body is flowed around in use in a watercraft by the water in the direction of the leading edge of the leading edge.
  • the flow or the flow velocity and the geometric shape of the wing or the end bar of the wing may come behind the wing or at the end bar to vortex shedding in the flow direction, the frequency is characterized by the Strouhal number.
  • the vortexes often arise on either side of the body around which they are flowing, their directions of rotation being opposite to one another. The flow between them runs in the direction of the body around which flows in the opposite direction to the outer flow.
  • This drag-like vortex system consisting of counter-rotating vortices, which forms on the body around which it flows and is driven away by the flow and finally dissipated, is also known as the Kármán vortex street.
  • This phenomenon is particularly noticeable in oars, as they are exposed to the relatively fast propeller flow of a marine propeller.
  • rudders in particular tend to form Karmann vortex streets which have a relatively wide end bar.
  • the Strouhal number and thus the separation frequency of the individual vortices is particularly high, whereby Kármán-vortex streets can arise or are particularly pronounced.
  • Fig. 4 shows the formation of a Kármán vortex street in a known from the prior art wing 200.
  • the wing 200 from the Fig. 4 is a fishtail rudder in which the cross-sectional profile widened towards the end bar 201 again.
  • the end bar 201 runs concavely between the two end regions 2021 a, 2021 b of the side surfaces 202a, 202b.
  • the course of the (propeller) flow is represented by a multitude of arrows. It can be seen that the flow is substantially laminar along the side surfaces 202a, 202b.
  • eddies 210 detach from the flow both in the upper region of the end strip 201 and in its lower region.
  • a counterclockwise rotating vortex 210 In the upper area of the end bar 201 or directly behind the side surface end point 2021 a, a counterclockwise rotating vortex 210 has formed. Downstream therefrom, there is another, counterclockwise, namely clockwise, rotating vortex 210b, which has formed on the lower side surface 202b or directly behind it. Downstream there is another counterclockwise rotating slowly dissipating vortex 210c, also from the upper side surface 202a.
  • the vortexes 210a, 210b, 210c together form the vortex system of the so-called Kármán vortex street.
  • the pressure drops significantly in relation to the flow surrounding the Kármánsche vortex street.
  • the formation of the Kármán vortex streets reduces the efficiency of an airfoil or, in the case of oars, reduces the rudder force. Also increases the wing or rudder resistance. On the other hand, the lateral force of a rudder is reduced and it can cause vibrations on the wing. The latter is the case in particular if the frequency of detachment of the vortices essentially corresponds to the natural frequency of the wing body.
  • a projection body is a basically arbitrarily shaped body which protrudes from the end strip of the wing. Since the end bar normally extends in a cross-sectional view substantially transversely to the wing longitudinal direction, the projection body is generally, at least roughly, in the downstream direction. That is, the at least one projection body protrudes from the rear end strip substantially in the longitudinal direction of the wing and / or in the ship's longitudinal direction.
  • the end bar is normally a wing closing surface, which may be rectilinear, concave, convex or otherwise running.
  • the Endologicaln Schl is usually flattened in the invention wings and does not run about point o. The like.
  • the end bar is normally formed continuously from bottom to top or from side to side and therefore forms a single, continuous surface.
  • the protrusion body now protrudes from this surface, which results in reducing the likelihood of detachment of a vertebra. This can reduce the probability of the occurrence of a Kármán vortex street.
  • the effectiveness of the at least one projection body depends on various factors, for example the number of projection bodies, the geometric design, as well as the exact arrangement.
  • the at least one projection body is therefore a body which does not belong to the end strip surface per se, but is arranged thereon and protrudes therefrom.
  • a boss body is in this sense, therefore, no slight bulge out of the Endancen face out z.
  • the at least one projection body is therefore not formed out of the wing, or not formed as a recess or recess from the wing.
  • the projection body can be made of metal, in particular of steel, for example, and by means of welding or other suitable fastening methods or means to be connected to the end bar.
  • the at least one projection body is designed as a rigid, non-flexible or non-elastic body, since this ensures that the flow behavior of the wing, in particular with regard to vortex formation, remains the same.
  • the provision of the at least one boss body reduces the likelihood of a Kármán vortex street occurring on a wing and thereby improves the wing resistance and thus fuel efficiency.
  • the risk of damage to the wing or the vessel body is reduced by vibrations.
  • the at least one projection body is arranged on the end strip, this also does not reduce the effective inflow surface of the wing and, since it is outside the inflow area and thus outside the main flow, cavitations by detachment of the flow do not trigger. Accordingly, the provision of a flow body by a relatively low structural complexity and without weakening the cross section of the actual wing in fluidic terms, the beneficial effect of reducing the vortex formation in the end bar can be achieved.
  • the process of vortex formation is disturbed or impeded, as a result of which a much more stable or laminar flow pattern arises in the flow direction behind the wing.
  • the at least one projection body is provided in particular exclusively on the end strip and not on other areas of the wing.
  • the at least one projection body is expediently designed such that it does not cover the entire width. Rather, it advantageously protrudes only from a partial area with respect to the Endologicalnbreite. This ensures that a blockage of the vortex flow is achieved. If the at least one projection body cover the entire width of the end strip, the projection body could act fluidically as a pure extension of the wing and replace the unwanted, opposing vertebrae on both sides of the projection body.
  • the at least one projection body extends over at least 50% of the length of the end strip, preferably at least 75%, more preferably substantially over the entire length of the end strip.
  • the term "length of the end bar" is to be understood in the present context, the distance between the upper and lower end of the wing in the end bar.
  • the end bar usually runs over the entire height of the wing. Therefore, it is expedient that the at least one projection body extends over as large as possible a region of the end strip, so that the vortex formation is reduced or disturbed as widely as possible in relation to the height of the wing.
  • the at least one projection body may expediently consist of a single body whose length corresponds to the length of the end strip and which is fastened to the end strip. Basically it would be However, it is also possible for the at least one projection body to be composed of a plurality of partial bodies.
  • the at least one projection body may be of arbitrary design with respect to a cross-sectional view. Often, however, it will be expedient that, in a cross-sectional view of the wing, the at least one projection body extends substantially parallel to a center line of the wing or along the center line. In this respect, the at least one projection body is preferably rectilinear in cross section. In corresponding tests, it has been shown that such an alignment of the at least one projection body can achieve a particularly good disturbance of vortex formation or a particularly favorable flow pattern. In particular, when arranged along the center line at least one projection body a particularly even disturbance of the vortex formation is achieved on both sides of the wing.
  • the flow of the at least one projection body in the cross-sectional consideration refers to the course between endologicaln wornem and free end of the at least one projection body.
  • the at least one projection body extends substantially parallel to the longitudinal axis of the wing.
  • the longitudinal axis is that axis which extends from the upper wing end to the lower wing end. In rowing, the longitudinal axis will often also be the rudder axis of rotation.
  • the at least one projection body may extend substantially parallel to the outer edges of the end strip. The outer edges of the end bar become common also be aligned parallel to the longitudinal axis of the wing. This results in a uniform flow pattern.
  • the at least one projection body extends parallel to the longitudinal axis and over the entire length of the end strip. This results in a particularly even flow pattern.
  • the at least one projection body protrudes substantially at right angles or orthogonally from the surface of the end strip.
  • the right angle is formed between the end bar and the axis along the width of the wing (transverse axis). If the end strip surface is flat, in the case of a plurality of projection bodies, the projection bodies are arranged correspondingly parallel to one another. As a result, the uniformity of the flow in the flow direction behind the wing is further improved.
  • the at least one projection body can each be aligned orthogonally relative to that end strip section to which it is adjacent.
  • the width of the projection body d. H. its distance between end bar and its free end, at least half the width of the end bar. Tests have shown that with such dimensions of the at least one projection body particularly good results with respect to the reduction of vortex formation can be achieved.
  • At least two projection bodies are provided, it is expedient to arrange the two projection bodies spaced from one another and / or parallel to one another.
  • the spaced arrangement of the at least two projection body further complicates the vortex formation, since now two independently projecting objects block the vortex flow.
  • the parallel alignment of the two projection bodies in turn improves the evenness of the flow pattern.
  • one of the protrusion bodies is arranged substantially centrally on the end bar, and an even number of protrusion bodies are arranged on each side of the centrally arranged protrusion body.
  • the center line of the wing in the cross-sectional view expediently forms the line of symmetry.
  • the individual projection bodies are arranged spaced from one another and / or parallel to one another.
  • the centrally arranged projection body has the largest width, that is, the maximum width. h., Has the largest distance between end bar and free end.
  • two equal projection body may be arranged in a central region.
  • the width of the other projection bodies can advantageously decrease continuously in the outward direction, so that the outermost projection bodies have the smallest width.
  • the training is provided symmetrically in this case, d. h., The mirror image arranged protrusion body pairs each have a same width. As a result, a gradual blocking of the vortex flow is achieved from the outside inwards.
  • the distances between the individual projection bodies can in principle be different or be the same. Which arrangement is the most favorable in terms of flow technology depends in each case on the circumstances of the individual case, in particular the geometry and width of the end strip, the flow velocity, the precise formation of the projection bodies, etc.
  • the at least one projection body is plate-shaped or designed as a rib projecting from the end strip, and / or with a rectangular cross-section.
  • the rib is expediently made of a plate, for example a steel plate o. The like., Which is fastened with an end face on the end bar. If the plate is elongated, in particular running over a large part or over the entirety of the length of the end strip, the rib or plate is preferably to be arranged or fastened to the end strip with a longitudinal end face. With such a design results in a strip-shaped arrangement of the rib. If several ribs are provided, it is expedient to arrange them parallel to one another and parallel to the longitudinal axis of the wing. Instead of a plate, the ribs could be slightly rounded in their free end or tapering towards its free end o. The like. Be formed. The rib is expediently continuous, or the rectangular cross section is expediently constant over the entire projection body.
  • the at least one projection body is provided in the case of a wing designed as a fishtail or Schilling® rudder, in which the profile is in a cross-sectional view from one of the end strip opposite arranged nose strip in the direction of the end bar to a central area out, which is the widest Site of the airfoil profile, widened, from the central region to a rear area, which forms the narrowest point of the airfoil, tapered and widened from the rear to the end bar, in particular dovetailed again, the end bar preferably rectilinear, convex or concave is trained. Due to the Relative width of the end bar in comparison to other airfoils occur in the above-described airfoils particularly frequently on vortices. In this respect, the provision of the at least one projection body in such profiles is particularly expedient.
  • the at least one projection body is preferably formed as a monolithic body, d. H. In particular, it has no perforations, recesses, o. The like. On. Furthermore, the at least one projection body preferably has a constant cross section.
  • Fig. 1 shows a perspective view of a wing 100.
  • the wing 100 of a rudder with fishtail or Schilling® profile formed.
  • the rudder comprises a nose strip 10 and an end bar 20. Between the nose strip 10 and the end bar 20, the side surface 11 extends at the upper end 12 and at the lower end 13 of the wing 100 each a cover plate 14 is provided. Since the present wing 100 is a rudder with fishtail profile, the end portion 15 of the rudder widens from a narrowest point of the rudder forming rear portion 16 to the end bar 20.
  • On the end bar 20 are a total of five plate-shaped ribs formed protrusion body 30 is provided, each extending from an upper end 12 to the lower end 13 and are arranged parallel to each other.
  • the middle rib 30a has the largest width.
  • two further ribs 30b, 30c are respectively arranged, wherein the width of these ribs decreases towards the outside.
  • the plate-shaped ribs 30a, 30b, 30c are fixed with their longitudinal end faces on the end bar 20, which is rectilinear or as a flat surface.
  • the ribs 30a, 30b, 30c abut with their transverse end faces on the end plates 14 and are also attached to these.
  • the outer ribs 30c have the shortest width and are offset from the outer edge 21 of the end bar 20 only slightly inward.
  • the plate-shaped ribs 30a, 30b, 30c project in each case substantially perpendicularly from the end bar surface and extend parallel to the outer edge 21 of the end bar 20 or to the longitudinal axis of the wing 100.
  • Fig. 2A shows a plan view of the end portion 15 of the wing of the Fig. 1 , It can be seen that the center of the rib 30a has the largest width b1 and the outer ribs 30c have the smallest width b3, whereas the ribs 30b arranged between the ribs 30a and 30c have a mean width b2. Further, the distances between the ribs 30c and 30b (a2) and the ribs 30b and 30a (a1) are different, wherein the distance a1 is greater than a2. The exact dimensioning of the widths and distances can each be matched to an optimal vortex reduction effect with respect to the respective geometry of the end bar or the ribs 30.
  • the rib 30a extends along the center line 17, whereas the ribs 30b and 30c extend parallel to the center line 17.
  • the centerline 17 also forms the symmetry axis for the fin arrangement.
  • the Fig. 2B to 2E show further examples of embodiments of the end portion 15 of the invention wings 100. So is in the Fig. 2B a central rib 30a arranged along the center line 17 is provided. Furthermore, two further, each arranged on the outside and the same width ribs 30c are provided. The ribs 30c are arranged symmetrically with respect to the center line 17. At the three-rib training from the Fig. 2B the end bar 20 is concave in plan view and cross-sectional view. In the Fig. 2C the end bar 20, however, formed rectilinear, or the end bar 20 forms a flat surface. Further, only a single rib 30 a is provided, which is arranged along the center line 17. In the Fig.
  • FIG. 2D is the end bar 20 in a plan view and cross-sectional view, similar to the Fig. 2B , concave running formed.
  • a middle rib 30a extending along the center line 17 and two outer ribs 30c are provided.
  • the two outer ribs 30c are not parallel to the center line 17 and the middle rib 30a, respectively, but extend at an angle thereto. In particular, they run away from the inside in the direction of the end bar.
  • the Fig. 2E five ribs are also provided, wherein the end bar 20 is formed in a plan view and cross-sectional view convex.
  • the central rib 30a which again has the largest width, runs along the center line 17.
  • the two outer ribs 30c have the smallest width.
  • the ribs 30b and 30c are not arranged parallel to the center line 17 or to the rib 30a, but are each at an angle of approximately 90 ° from the convex shaped end bar 20, so that from the end bar 20 to the free end of the ribs 30a 30b, 30c forms an outwardly extending arrangement of the ribs. All in the Fig. 2A to 2E shown ribs 30a, 30b, 30c are formed as plates.
  • Fig. 3 shows a plan view of an end portion 15 of an airfoil 100 according to the invention.
  • the end bar 20 is formed in a straight plan view and cross-sectional view.
  • the five ribs 30a, 30b, 30c projecting from the end bar 20 are substantially in accordance with the arrangement Fig. 2A arranged and formed, wherein in the illustration shown in FIG Fig. 3 Unlike Fig. 2A the distance between the ribs 30c and 30b is greater than that between the ribs 30b and 30a.
  • the flow pattern is represented by the plurality of arrows.
  • a swirl 40 which is made to rotate counterclockwise.
  • the vortex formation in the spaces between the individual ribs due to the blocking by the ribs 30a, 30b, 30c can not take place.
  • a laminar flow pattern arises over the entire width of the wing 100.
  • only a single vortex 40 is produced, thus suppressing the formation of a Kármán vortex street, each formed by pairs of counter-rotating vertebrae.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Wind Motors (AREA)
  • Traffic Control Systems (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Metal Rolling (AREA)
  • Road Paving Machines (AREA)
  • Shovels (AREA)
EP10172836.8A 2009-08-17 2010-08-13 Aile de support pour bateaux Not-in-force EP2287071B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE202009010904U DE202009010904U1 (de) 2009-08-17 2009-08-17 Tragflügel für Wasserfahrzeuge

Publications (3)

Publication Number Publication Date
EP2287071A2 true EP2287071A2 (fr) 2011-02-23
EP2287071A3 EP2287071A3 (fr) 2011-04-06
EP2287071B1 EP2287071B1 (fr) 2014-04-23

Family

ID=43253974

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10172836.8A Not-in-force EP2287071B1 (fr) 2009-08-17 2010-08-13 Aile de support pour bateaux

Country Status (7)

Country Link
EP (1) EP2287071B1 (fr)
JP (1) JP5327814B2 (fr)
KR (2) KR101421320B1 (fr)
CN (1) CN101992852B (fr)
DE (1) DE202009010904U1 (fr)
HK (1) HK1155130A1 (fr)
SG (1) SG169293A1 (fr)

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CN101879935A (zh) * 2010-06-25 2010-11-10 哈尔滨工程大学 船舶襟翼减摇鳍降阻装置
KR101324965B1 (ko) * 2011-10-06 2013-11-05 삼성중공업 주식회사 러더 및 이를 갖춘 선박
DE102013204033A1 (de) * 2013-03-08 2014-09-11 Voith Patent Gmbh Wasserfahrzeug, insbesondere Container- oder Schleppschiff
WO2014065672A1 (fr) 2013-04-18 2014-05-01 Ronny Skauen Dérive stabilisatrice et système de stabilisation actif pour véhicule nautique
JP5950971B2 (ja) * 2014-01-06 2016-07-13 ジャパン・ハムワージ株式会社 船舶用舵
CN108626055A (zh) * 2018-04-24 2018-10-09 东方电气集团东方电机有限公司 防止反击式水轮机固定导叶共振产生裂纹的方法
CN108386304A (zh) * 2018-04-24 2018-08-10 东方电气集团东方电机有限公司 反击式水轮机的座环
JP6643404B2 (ja) * 2018-06-11 2020-02-12 商船三井テクノトレード株式会社 船舶用舵及び船舶
KR102095259B1 (ko) * 2018-06-28 2020-05-22 삼성중공업 주식회사 선박용 러더

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Also Published As

Publication number Publication date
KR101421320B1 (ko) 2014-07-30
JP2011042360A (ja) 2011-03-03
DE202009010904U1 (de) 2010-12-30
KR20110018276A (ko) 2011-02-23
EP2287071A3 (fr) 2011-04-06
HK1155130A1 (en) 2012-05-11
CN101992852A (zh) 2011-03-30
JP5327814B2 (ja) 2013-10-30
CN101992852B (zh) 2014-06-04
KR20140003361A (ko) 2014-01-09
EP2287071B1 (fr) 2014-04-23
KR101494107B1 (ko) 2015-02-17
SG169293A1 (en) 2011-03-30

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