EP2591994B1 - Device for lowering the fuel consumption of the propulsion of a watercraft - Google Patents
Device for lowering the fuel consumption of the propulsion of a watercraft Download PDFInfo
- Publication number
- EP2591994B1 EP2591994B1 EP12184827.9A EP12184827A EP2591994B1 EP 2591994 B1 EP2591994 B1 EP 2591994B1 EP 12184827 A EP12184827 A EP 12184827A EP 2591994 B1 EP2591994 B1 EP 2591994B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fin
- nozzle
- propeller
- fins
- fore
- 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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- 239000000446 fuel Substances 0.000 title description 2
- 230000000087 stabilizing effect Effects 0.000 claims description 14
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 8
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000001976 improved effect Effects 0.000 description 2
- 238000003466 welding Methods 0.000 description 2
- 241001417523 Plesiopidae Species 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000004941 influx Effects 0.000 description 1
- 230000014759 maintenance of location Effects 0.000 description 1
- 238000007747 plating Methods 0.000 description 1
- 230000008092 positive effect Effects 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 230000006641 stabilisation Effects 0.000 description 1
- 238000011105 stabilization Methods 0.000 description 1
- 238000010408 sweeping Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
- B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
- B63B1/08—Shape of aft part
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D5/00—Blades; Blade-carrying members; Heating, heat-insulating, cooling or antivibration means on the blades or the members
- F01D5/02—Blade-carrying members, e.g. rotors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens
Definitions
- the invention relates to a device for reducing the power requirement of a watercraft, in particular a ship.
- the device according to the invention is particularly suitable for a propulsion system of a watercraft for improving the energy efficiency.
- Such a device comprises a pre-nozzle.
- This pre-nozzle is, in particular at a short distance or directly, viewed in front of the propeller in the direction of navigation.
- fins ie (guide) fins or hydrofoils, are arranged in the pre-nozzle.
- the pre-nozzle has substantially the shape of a flat conical cutout, wherein both openings, both the water inlet and the water outlet opening, are formed as a substantially circular opening and the water inlet opening has a larger diameter than the water outlet opening.
- the prior art device described above has a relatively large resistance to the propeller inflow, so that the reduction of the power requirement in relevant proportions predominantly occurs only in slower or more complete ships, so that the known device also usually only in such ships is used.
- a device for reducing the drive power requirement of a watercraft which includes a pre-nozzle, at least one, from the pre-nozzle outwardly projecting outer fin is provided.
- the pre-nozzle is arranged in the direction of travel of the ship or watercraft in front of a propeller of the vessel.
- the term "in the direction of travel” is to be understood here as the forward direction of travel of a ship or a watercraft.
- Within the pre-nozzle is not a propeller, unlike z. B. with Kortdüsen or Rudderpropellern arranged.
- the pre-nozzle is spaced from the propeller.
- the pre-nozzle is formed such that water flow therethrough is at least partially directed to the subsequently arranged propeller.
- the pre-nozzle will have a tubular shape. However, it is also basically any other cross-sectional shape, such as a polygonal cross-sectional shape, conceivable.
- the pre-nozzle may be formed in one piece or in one piece, or be composed of several individual parts to a pre-nozzle, wherein the items are preferably welded together or with the hull.
- the pre-nozzle may comprise only a partial section of a nozzle or a nozzle ring (for example a quarter-nozzle ring, a third nozzle ring, a half nozzle ring, etc.).
- the pre-nozzle seen over the circumference is open.
- the pre-nozzle is formed closed in the circumferential direction.
- the nozzle may be formed continuously in the circumferential direction by 360 °.
- a multi-part pre-nozzle can also, especially with closed nozzle circumference, the items of the pre-nozzle with the hull and / or the Be connected stern tube so that then forms the hull and / or the stern tube part of the nozzle circumference.
- this has an inner region, which is enclosed by the nozzle shell of a at the two openings (water inlet and water outlet opening) mentally closed pre-nozzle.
- the at least one outer fin is now arranged outside this inner region and rather protrudes outward from the front nozzle.
- the at least one outer fin may protrude from the outside of the pre-nozzle.
- a first end of the at least one outer-fin is attached to the pre-nozzle.
- the first end of the outer fin may be attached either to the outer wall surface of the pre-nozzle, for example by flanging, or into the nozzle profile, d. H. the wall of the pre-nozzle, be led into it.
- a passage of the outer fins through the pre-nozzle profile or the front nozzle wall is possible.
- the first end forms the root of the at least one outer-fin and the second end forms the tip of the at least one outer-fin.
- the second end of the at least one outer fin is further formed as a free end, d. h., it is free in the propeller influx.
- first end of the outer fin is attached, namely to the pre-nozzle, and the remainder of the outer-fin is free-standing.
- a fin belonging to the pre-nozzle namely the at least one outer fin
- the at least one outer fin is now also provided outside the pre-nozzle.
- at least one end portion of the outer fin is disposed on the outer wall surface of the pre-nozzle and projects outwardly therefrom. That is, the remaining area of the at least one outer fin is spaced from the pre-nozzle (except one end portion of the outer-fin).
- the diameter and / or the profile thickness of the pre-nozzle can be significantly reduced compared to the devices known from the prior art and the at least one (outer) fin still still those regions reached, in which the flow losses are particularly high and in which a Vordrall must be generated for efficient operation. If the diameters were simply reduced in the devices known from the prior art, the fins, in contrast to the present invention, would not extend far enough away from the propeller hub (viewed radially from the propeller hub) and thus the inflow to the respectively associated one Propellers no longer or only to a lesser extent positively influence.
- the diameter of the pre-nozzle and thus their resistance can be reduced So that the device is now also applicable to fast and very fast ships, the positive effects on the reduction of the drive power requirement are maintained or possibly even improved. Due to the fact that the outer fin protrudes outwards from the pre-nozzle and not from the propeller hub or sterntube, it can extend relatively far outward from the propeller axis and still have sufficient strength, in particular with regard to bending stresses ,
- the at least one outer fin is a fin, d. H. a fin or a wing, which is arranged on the outside of the pre-nozzle.
- the at least one outer fin is fixedly arranged on the pre-nozzle.
- the term "fin" basically means any guiding device influencing the propeller inflow, the fins generally having an airfoil profile, ie. H. have a suction and a pressure side.
- the fins are flow guide surfaces in the sense of stators, which are arranged on the pre-nozzle and influence the propeller inflow.
- the fins have a, in particular circular arc, outwardly curved suction side and a substantially flat pressure side.
- the profile of the fins can be uniform or even different over their length. In particular, viewed in the longitudinal direction of the fins, the profile can be turned in, d. H. to be twisted.
- the pre-nozzle may be rotationally symmetrical or rotationally asymmetric. Furthermore, the pre-nozzle can be arranged concentrically with the propeller axis or eccentrically thereto. In particular, the axis of rotation and / or the longitudinal axis of the pre-nozzle relative to the propeller axis can be arranged offset upwards and / or laterally. Furthermore, the pre-nozzle may be arranged such that its axis of rotation or its longitudinal axis is parallel to the propeller axis or extends at an angle to the propeller axis and thus is inclined with respect to the propeller axis. Preferably, the pre-nozzle is further centered in the horizontal direction with respect to the propeller axis.
- the axis of rotation of the pre-nozzle and the propeller axis lie in a vertical plane.
- a twisted arrangement of the pre-nozzle relative to a vertical axis extending through the propeller axis or a parallel thereto is possible.
- the displacement of the pre-nozzle relative to the propeller axis upwards and / or to the side may be particularly advantageous because the water velocity is usually faster due to the shape of the ship or the design of the hull in the lower region of the pre-nozzle or the propeller than in the upper region , Due to the displacement of the pre-nozzle relative to the propeller axis, an equalization of the propeller inflow and thus a better efficiency can be achieved, adapted to the particular design of the hull.
- the pre-nozzle consists of a continuous and / or one-piece annular body or nozzle ring.
- the pre-nozzle is arranged in front of the ship in the direction of travel and at a distance from the propeller.
- the device according to the invention can also be advantageously used in multi-screw, in which case expediently each propeller is assigned to a pre-nozzle.
- the propeller associated with the device are usually fixed or fixed in position on the hull installed.
- the pre-nozzle, together with the propeller of the vessel, forms a propulsion system.
- the extension of the individual (outer) fins in the longitudinal direction of the pre-nozzle is smaller, or shorter, than the length of the pre-nozzle.
- expansion is to be understood as the range or the length of the longitudinal profile of the pre-nozzle over which the fins extend in Vordüsenlnaturesraum.
- the expansion of the individual fins in the longitudinal direction of the pre-nozzle is less than 90%, very particularly preferably less than 80%, or even less than 60% of the length of the pre-nozzle.
- the longitudinal direction substantially corresponds to the flow direction.
- the fins substantially in the rear region, ie in the area facing the propeller, the pre-nozzle are arranged. In principle, however, it would also be possible to design the fins over the entire length of the pre-nozzle in the longitudinal direction or to arrange the fins in the center or the front in relation to the direction of travel.
- At least one inner fin is disposed within the pre-nozzle.
- the at least one inner fin is preferably located substantially, particularly preferably completely, within the pre-nozzle, ie it does not protrude or only slightly protrude from one of the two openings of the pre-nozzle.
- a first end of the at least one inner fin is preferably arranged on an inner wall surface of the pre-nozzle and expediently also attached to the pre-nozzle.
- the at least one inner fin is fixed with a second end to a shaft bearing, in particular sterntube, which is designed to mount the propeller shaft of a propeller of a watercraft.
- the inner fin extends between two fixed bearing points from the shaft bearing to the pre-nozzle. Between the two ends, the inner fin has a pressure side, a suction side, a leading edge and an end strip.
- This training is also analogous to the outer fin.
- the at least one inner fin may also be attached directly to the hull or to the plating of the hull with its second end instead of on a shaft bearing.
- the pre-nozzle may preferably be connected to the hull via the at least one inner fin. Additionally or alternatively, the pre-nozzle can also be connected to the hull via other connecting means, for example "brackets" or holding clamps or shaft jib arms arranged below or above the pre-nozzle.
- the shaft bracket arms could, at least in certain areas, also be designed as fins, inside fin and / or outside fin.
- the at least one inner fin and the at least one outer fin may have the same or different lengths.
- the at least one outer fin and / or the at least one inner fin are arranged substantially in the radial direction to the longitudinal axis or rotation axis of the pre-nozzle or to the propeller axis of a propelling propeller of a watercraft.
- both fins, outer and inner fin are arranged in the radial direction.
- the fins are preferably to be arranged radially to the propeller axis.
- the at least one outer fin and the at least one inner fin could also be arranged at different angles to their respective tangents. The tangent for the at least one outer fin passes through a point on the outer wall surface of the pre-nozzle, while the tangent for the at least one inner fin passes through a point of the inner wall surface of the pre-nozzle.
- a plurality of outer fins and / or a plurality of inner fins are provided.
- an equal number of external fins and internal fins are provided.
- the provision of an unequal number of outside fins and inside fins would be possible.
- the device has at least three inner fins and / or at least three outer fins, preferably three to seven inner fins and / or three to seven outer fins. Also, in a preferred embodiment, an odd number of external fins and / or internal fins may be provided.
- more outer fins are arranged on the propeller-contacting side of the pre-nozzle than on the propeller-deflecting side of the pre-nozzle, and / or that more inner fins are arranged on the propeller-contacting side of the pre-nozzle than on the propeller-deflecting side of the pre-nozzle.
- the term "propeller-impacting side of the pre-nozzle” is understood to mean that side of the pre-nozzle on which the propeller, which is arranged behind the pre-nozzle in a front view of the pre-nozzle, rotates from the bottom upwards. Accordingly, the propeller turns on the propeller off-striking side from top to bottom.
- the presently described embodiment is particularly useful in the case of pre-nozzles, the axis of rotation of which is not displaced laterally relative to the propeller axis, but rather lies in a plane vertical to the propeller axis, so that with imaginary division of the pre-nozzle by a central vertical axis one half of the pre-nozzle on the propelleraufurgiden side and the other on the propeller ab toden side.
- the pre-nozzle arranged fins creates a (pre-) spin , which is oriented so that sets behind the propeller in Propellerabstrom Scheme compared to a propeller without prefixed nozzle with fins a lower twist of the flow.
- the twist in the propeller effluent is now particularly low if at least one outer fin and / or one inner fin is arranged more on the propeller-impacting side of the jet propeller than on the propeller-deflecting side.
- the outer fins and / or the inner fins can form an asymmetric outer-fin system or an asymmetric inner-fin system ,
- an asymmetry relates, for example, to an angular arrangement of the fins directed with respect to the propeller axis or rotation axis of the pre-nozzle and / or their dimensioning, such as profile length, profile cross-section or another size.
- an unequal angle division between the axes of the individual outer fins and / or inner fins occurs in the radial direction from the propeller axis or the rotation axis of the pre-nozzle.
- An asymmetric arrangement may also be present if, in a cross-sectional view of the pre-nozzle, the vertical central axis of the pre-nozzle is used as the axis of symmetry. As a rule, this symmetry axis separates the up and down side of the pre-nozzle at the same time. As a result, a particularly effective external fin system or internal fin system is obtained in a manner which is easy to form and to be arranged.
- the at least one outer fin is arranged in extension of the at least one inner fin, so that together they form an overall fin.
- the longitudinal axes of the outer-fin and the inner-fin may be substantially on one another and / or the outer-fin and the inner-fin may be arranged on a common radial axis.
- the first end of the inner fin which is expediently arranged on the inner wall surface of the pre-nozzle, arranged opposite to the first end of the outer-fin, which is arranged on the outer wall surface, so that then only the pre-nozzle wall between the two fins is located.
- both end regions could each be introduced into the profile or the nozzle wall, so that they then abut one another if necessary or are only slightly spaced from one another. It is also possible to use a continuous fin, which is passed through a recess in the pre-nozzle and in which one section forms an outer fin and another section forms an inner fin. This preferred arrangement of the two fins results in fluidically a single fin, which expediently extends from the shaft bearing to the free end of the outer fins. If a plurality of outer fins and inner fins, in particular an equal number of outer fins and inner fins, are provided, these are advantageously arranged respectively in fin pairs, which then each form overall fins. For example, three exterior fins and three interior fins could together make up three total fins.
- the length of the total fin may be generally greater or smaller than the radius of a propeller of the watercraft associated with the pre-nozzle.
- the length of the total fin is measured from the propeller axis to the outermost (free) end of the outer fin, optionally including the nozzle wall disposed between both fins (outer and inner fin).
- the length of the total fins is at most 90% of the radius of the propeller, more preferably at most only 75%. As a result, a sufficient strength of the device is ensured.
- the at least one outer fin and / or the at least one inner fin are arranged at an angle of attack radially to the propeller axis and / or to the longitudinal axis of the pre-nozzle.
- the at least one outer fin and the at least one inner fin can have different angles of incidence. If a plurality of outer fins and / or inner fins are provided, they can also have different angles of incidence with one another. By adjusting the different angles of attack it is possible to optimize the pre-twist.
- the setting angle is enclosed, for example, by a chord running from the leading edge to the end strip of the respective fin or also the longitudinal axis of the fin in cross-sectional view and the propeller axis or the longitudinal axis of the pre-nozzle.
- the at least one outer fin has a free end which represents the remotest region of the outer fin from the pre-nozzle.
- a fin-tail from the outer fin from.
- a longitudinal axis of this fin tail may be at an angle to the longitudinal axis of the outer fin.
- the term "projecting fin-end piece” in this case basically all arranged in the region of the free end of the outer fin components meant not exactly in the extension of the outer fin are arranged, but obliquely from the outer fin or under a certain Angle from the outer Fin stand out, or deviate from the fictitious extended profile contour of the outer fin.
- the fin tail thus stands out from the fin plane.
- Such a projecting fin tail acts similar to aircraft wings known “Winglets” and reduces the likelihood of detaching vertebrae in the end of the outer fins and cavitation occurring in the same.
- the fin tail may merge at a radius into the free end region of the outer fin.
- the fin tail may also be mounted at an angle at the free end of the outer fin, so that then the fin-end plane and outer-fin plane at this angle to each other.
- the fin-end piece projects only toward the suction side of the outer-fin, since it can achieve the greater hydrodynamic effects with respect to the reduction of vortex formation.
- two separate fin-end pieces can be provided, which then each protrude to one side. In principle, however, a one-piece design of the fin-end piece is also possible in this embodiment.
- the length of the outer fin may be at least one and a half times, preferably at least twice, the length of the inner fin.
- the pre-nozzle or the nozzle ring is arranged relatively close to the shaft bearing of the propeller shaft, so that the device has a relatively low resistance and can also be used for very fast ships.
- the at least one inner fin has a greater length than the at least one outer fin, for example at least one and a half or at least twice the length, or in which both have an approximately equal length.
- the diameter of the pre-nozzle is not more than 85%, preferably not more than 70%, more preferably not more than 50% or not more than 35% of the diameter of the (ship) propeller to which the Pre-nozzle is assigned. This also ensures that the nozzle profile or the nozzle ring is not too large overall and thus the resistance of the pre-nozzle is so low that it is possible to use the device even with fast and very fast ships. If the pre-nozzle is not rotationally symmetric or cylindrical or conical, instead of the diameter, the greatest extent of the pre-nozzle in height or width can be set in relation to the propeller diameter. Furthermore, the outer diameter of the pre-nozzle is expediently to be set.
- the profile thickness of the pre-nozzle not more than 10%, preferably not more than 7.5%, more preferably not more than 6% corresponds to the length of the pre-nozzle.
- a stabilizing strut is further provided, which is arranged between the shaft bearing and the inside of the pre-nozzle and attached to both the shaft bearing and the pre-nozzle.
- a stabilizing strut can be provided if, depending on the local conditions or respective configuration of the device, an additional stabilization or retention of the device or the pre-nozzle is desired. Outside the pre-nozzle in extension of the stabilizing strut is usually no further strut or even an outer Fin provide.
- the strut can basically be designed as a normal pressure or tension rod, without flow-conducting properties.
- the stabilizing strut itself may also have a fin profile, ie a hydrofoil profile or the like, for targeted influencing the Propellerzströmömung, for example, for Vordrallermaschineung have.
- the at least one outer fin and / or the at least one inner fin can be formed in a swept manner.
- swept which is known, inter alia, from aviation, in the present context means an angular deviation of the outer fin and / or the inner fin with respect to an orthogonal of the longitudinal axis of the pre-nozzle.
- the forward edge and / or rear edge of the fins (inner fins and / or outer fins) viewed in the flow direction can be set at an angle to the orthogonal (these states are also called leading edge sweep).
- only the leading edge of the outer-fin and / or the inner-fin is positioned opposite the orthogonal and at an angle to the orthogonal, and the trailing edge is oriented approximately parallel to the orthogonal.
- only the at least one outer fin is swept, but not the at least one inner fin.
- both the at least one outer fin and the at least one inner fin are swept. This may be particularly preferred if the pre-nozzle has at least one overall fin, in which case the overall fin is particularly preferably designed to be continuously swept, i. with the same angular deviations of the leading edges and / or trailing edges of the at least one outer fin and the at least one inner fin to the orthogonal of the longitudinal axis of the pre-nozzle.
- Fig. 1 shows a rear view of the rear lower portion of a hull 30. From the hull 30 is approximately in a horizontal direction designed as a stern tube shaft bearing 31 from the rear. In the presentation of the Fig. 1 the shaft bearing 31 extends out of the plane of the drawing or into it. In the shaft bearing 31, a propeller shaft (not shown here) is mounted, which extends along the propeller axis 32. The propeller axis 32 leads in the illustration of the Fig. 1 out of or into the drawing plane. The propeller axis 32 simultaneously forms the longitudinal axis of a concentric about the propeller axis 32 arranged pre-nozzle 10.
- the propeller axis 32 also forms the axis of rotation of the pre-nozzle 10.
- the propeller 33 is only schematically as a propeller circle indicated, since this is behind the pre-nozzle 10 in the direction of travel and thus outside the plane of the drawing.
- the present ship is a so-called screwing ship and therefore has only one propeller 33.
- the pre-nozzle 10 has a circumferentially closed nozzle wall 11, which in turn comprises an inner wall surface 12 and an outer nozzle wall surface 13.
- the propeller 33 is a vertical center line 34 and a horizontal center line 35 drawn. Since the pre-nozzle 10 is arranged concentric with the propeller 33, the center line 34, 35 are also center line for the pre-nozzle 10. At the intersection of the two center lines 34, 35 is the propeller axis 32.
- the left pre-nozzle half is the propellerauf toode side 14 of the pre-nozzle 10 and the right pre-nozzle half propellerab protagonistde page 15 of the pre-nozzle 10th
- the outer fins 20a, 20b, 20c, 20d are respectively arranged in extension of the inner fins 21a, 21b, 21c, 21d.
- the outer fins 20a, 20b, 20c, 20d and also the inner fins 21a, 21b, 21c, 21d are all arranged radially to the propeller axis 32 or rotational axis of the pre-nozzle and extend correspondingly in the radial direction to the propeller axis 32.
- the longitudinal axis of the inner Fins 21a, 21b, 21c, 21d correspond in an imaginary extension approximately to the longitudinal axis of the outer fins 20a, 20b, 20c, 20d.
- the individual fin pairs 20a, 21a; 20b, 21b; 20c, 21c; 20d, 21d are each a total Fin. D. h., They act fluidically in about as a continuous fin, but are de facto interrupted by the pre-nozzle 10 and each attached thereto (for example, by welding or by welding with the pre-nozzle) , This gives the device 100 with a relatively large length of the total fins a high stability.
- a stabilizing strut 22 is further provided which extends between shaft bearing 31 and pre-nozzle 10 and is connected to both.
- This stabilizing strut 22 is designed so that it acts as a push rod and the pre-nozzle 10 is attached to the hull and this stabilized.
- the stabilizing strut 22 is not formed as a fin, ie it has no airfoil profile o. The like. On, but is designed such that it affects the flow as little as possible.
- the stabilizing strut 22 has a larger profile width than the fins 20a, 20b, 20c, 20d, 21a, 21b, 21c, 21d.
- the outer fins 20 a, 20 b, 20 c, 20 d each have a first end 201, which is arranged on the outer wall surface 13 of the pre-nozzle 10 and connected to the pre-nozzle 10. Furthermore, the outer fins have a, opposite the first end 201 second end 202, which is formed as a free end. Finite end pieces 23 are each on the side of the second end 202. In the presentation in the Fig. 1 The fin end pieces 23 each face the lower side of the outer fins 20a, 20b, 20c, which is the suction side. In the case of the outer fin 20d, two fin end pieces 23, which are arranged symmetrically with respect to one another, are provided at the free end 202.
- a fin tail 23 projects to the upper side and one to the lower side of the outer fin 20d.
- the fin-end pieces 23 act as "winglets” and reduce the occurrence of so-called separation swirls and cavitation in the region of the free ends 202 of the outer fins 20a, 20b, 20c, 20d.
- the fin end pieces 23 each go under a radius into the respective outer fin 20a, 20b, 20c, 20d.
- Fig. 2 shows a similar representation as the Fig. 1
- the pre-nozzle 10 with its axis of rotation 16 which also represents the longitudinal axis of the pre-nozzle 10 at the same time, relative to the propeller axis 32 moved upward.
- the inner fins 21 a, 21 b, 21 c, 21 d have different lengths, whereas in the illustration of the Fig. 1 the inner fins 21a, 21b, 21c, 21d all have the same lengths.
- the stabilizing strut 22 is compared with the embodiment of the Fig. 1 shortened. In the presentation from the Fig.
- outer fins 20a, 20b, 20c, 20d have different lengths, whereas in the illustration of the Fig. 1 the outer fins 20a, 20b, 20c, 20d each have the same lengths. Both in the embodiment of the Fig. 1 as well as at the
- the radius of the propeller 33 is greater than the length of the (longest) total fins.
- the length of the longest total fins (for example, composed of outer fin 20c and inner fin 21c) is longer than the total fins of the Fig. 1 ,
- Fig. 3 shows a side view of the lower rear portion of a ship. From the stern of a hull 30 is approximately horizontally a shaft bearing 31, which is designed as a sterntube, forth, in which a propeller shaft (not shown here) is arranged.
- the propeller shaft extends along a propeller axis 32.
- a propeller 33 is provided at the end of the shaft bearing 31, a propeller 33 is provided.
- a pre-nozzle 10 is also arranged.
- the rotational or longitudinal axis 16 extends centrally through the rotationally symmetrical pre-nozzle 10.
- the pre-nozzle 10 is arranged with its axis of rotation 16 displaced upward relative to the propeller axis 32.
- the axis of rotation 16 is inclined at an angle ⁇ to the propeller axis 32.
- the pre-nozzle 10 is seen with its seen in the direction of travel front upper edge region inclined forward or down with respect to the propeller axis 32 or arranged.
- an outer fin 20 protrudes upward from the pre-nozzle 10.
- the outer fin 20 is arranged in the direction of travel considered rear, the propeller 33 facing the region of the pre-nozzle 10.
- a rudder 36 is provided for maneuvering the ship.
- Fig. 4 shows a cross-sectional view of an example of a fin.
- the fin shown may basically be the cross-section of an outer fin 20a, 20b, 20c, 20d or else an inner fin 21a, 21b, 21c, 21d.
- the fin shown is an outside fin 20.
- the fin 20 has one in the drawing of FIG Fig. 4 above arranged, curved suction side 203 and an oppositely arranged, substantially flat pressure side 204.
- the rounded formed, front face 205 which forms part of the front edge of the fin 20 would be placed in a built-in state in the pre-nozzle in the flow, that is arranged upstream.
- the approximately pointed, rear end face 206 (dr the profile end), which forms part of the trailing edge of the fin 20, are arranged downstream of the propeller 10 in the installed state in the pre-nozzle.
- Fig. 5 shows a perspective view of another embodiment of the device 100 according to the invention.
- This device 100 includes a circumferentially closed in itself nozzle ring or a nozzle 10 and four outer fins 20a to 20d and four inner fins 21a to 21d, wherein in each case a Finquest 20a, 21a; 20b, 21b; 20c, 21c; 20d, 21d forms a total fin.
- the individual fins 20a to 20d; 21a to 21d each have a cross-sectional profile, in the manner as shown in FIG Fig. 4 is shown on.
- each of the fins 20a to 20d; 21a to 21d, a suction side 203 and a pressure side 204 are shown on.
- the fins 20a to 20d; 21a to 21d are respectively arranged in the rear region of the pre-nozzle 10.
- the representation in Fig. 5 shows a kind of exploded view, so that the individual fins 20a to 20d; 21a to 21d are not shown continuously in their connected to the pre-nozzle 10 state.
- Both the outer fins 20 a to 20 d and the inner fins 21 a to 21 d viewed in the direction of travel 37 are arranged in the rear region of the pre-nozzle 10.
- the rear area is not more than 70%, preferably 55%, of the total length of the pre-nozzle 10 viewed in the direction of travel.
- the pre-nozzle 10 in the Fig. 5 is shown transparent, so that for reasons of clarity, the outer fins 20a to 20d and the inner fins 21a to 21d are each completely visible.
- the front edge or front end 205 of the outer fins 20a-20d facing edge 231 formed as a plate fin-end piece 23 extends to Hauptanströmungscardi 18 of the pre-nozzle 10 laterally and slightly obliquely backwards.
- the two lateral edges 232 of the fin end pieces 23 are aligned approximately parallel to the main flow direction 18, while the trailing edge 233 of the fin end pieces 23 extends substantially orthogonal to the main flow direction 18.
- the fin end pieces 23 project outward at an angle of 90 ° to 120 ° with the fin end pieces 23 project in the case of a right-handed propeller laterally from the outer fins 20a to 20d in propeller rotation direction.
- the inner fins 21a to 21d each have a greater length than the outer fins 20a to 20d.
- all outer fins 20a to 20d are dimensioned equal in terms of their length, width and depth and also profile shape. The same applies analogously to the inner fins 21a to 21d. Since the inner fins 21a to 21d have the same lengths, the rotation axis or longitudinal axis of the pre-nozzle 10 is correspondingly arranged coaxially with the propeller axis, that is, the two axes lie on one another.
- the outer fins 20a to 20d are formed in a swept manner, whereas the inner fins 21a to 21d are formed unswept.
- the device 100 from the Fig. 5 in a side view shows.
- the axis of rotation or longitudinal axis 16 of the pre-nozzle 10 is located.
- a first, upwardly projecting orthogonal 17a and a second downwardly projecting orthogonal 17b is located.
- the pre-nozzle 10 in the Fig. 6 is shown transparent, so that for reasons of clarity, the inner inner fins 21b to 21d can be seen.
- leading edge 205 of the inner fin 21b is disposed substantially parallel to the orthogonal 17a.
- trailing edge 206 of the inner fin 21d is arranged substantially parallel to the orthogonal 17b. Since the inner fins 21b to 21d are identical, these parallel arrangements apply analogously to all inner fins 21b to 21d. In other words, the depth of the inner fins 21b to 21d viewed in the skin inflow direction 18 and viewed in the direction of travel 37 is substantially constant over the length of the inner fins 21b to 21d. The inner fins 21b to 21d are therefore designed to be unswept.
- the outer fins 20b to 20d are swept, with a leading edge sweep. Accordingly, the leading edge 205 of the outer fin 20b is oriented at a sweep angle ⁇ to the orthogonal 17a. This applies due to the same training for the rest Outdoor Fins.
- the trailing edges 206 of the outer fins 20b to 20d are oriented substantially parallel to the orthogonal 17a, 17b so that the trailing edge of the outer fins 20b to 20d is not swept, that is not angled, to the orthogonal. Accordingly, the depth of the outer fins 20b to 20d decreases in the direction of travel 37 from the first end 201 to the second end 202.
- outer fin 20a and inner fin 21a are formed analogously to the other inner fins 21b to 21d and outer fins 20b to 20d.
- Fig. 7 showed a further embodiment of a device 100 according to the invention, similar to that of the Fig. 5 and 6 is trained.
- this device 100 also includes four outer fins 20a-20d and four inner fins 21a-21d, each fin pair forming an overall fin. Both in the embodiment of the Fig. 7 as well as in the embodiment of the Fig. 5 and 6 and 1 and 2, the total fins are arranged asymmetrically distributed inside the pre-nozzle 10.
- the second end 203 of the outer fins 20a to 20d not at an angle, but under a radius having transition 23a in the fin-end pieces 23 via.
- the total fins in the Fig. 7 through the pre-nozzles 10 that is, the total fins are integrally formed, whereas in the embodiment of the Fig. 5 and 6 the total fins each formed in two pieces and the inner fins and outer fins are each attached separately to the pre-nozzle 10.
- Another difference in the Embodiment according to Fig. 7 over the embodiment according to the Fig. 5 and 6 is that both the inner fins 21a to 21d and the outer fins 20a to 20d are formed arrowed.
- Fig. 7 It can be seen that the device 100 is attached to the hull 30, in the direction of travel 37 at the rear end of the hull 30.
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Description
Die Erfindung betrifft eine Vorrichtung zur Verringerung des Antriebsleistungsbedarfs eines Wasserfahrzeuges, insbesondere eines Schiffes. Die Vorrichtung gemäß der Erfindung ist insbesondere geeignet für ein Antriebssystem eines Wasserfahrzeuges zur Verbesserung der Energieeffizienz.The invention relates to a device for reducing the power requirement of a watercraft, in particular a ship. The device according to the invention is particularly suitable for a propulsion system of a watercraft for improving the energy efficiency.
Aus dem Stand der Technik sind Vorrichtungen zur Verringerung des Antriebsleistungsbedarfs eines Wasserfahrzeuges bekannt. Bei der
Die vorbekannte, oben beschriebene Vorrichtung weist jedoch einen relativ großen Widerstand für die Propellerzuströmung auf, so dass sich die Verringerung des Antriebsleistungsbedarfs in relevantem Ausmaße vorwiegend nur bei langsameren bzw. völligeren Schiffen einstellt, so dass die bekannte Vorrichtung auch in der Regel nur bei derartigen Schiffen eingesetzt wird.However, the prior art device described above has a relatively large resistance to the propeller inflow, so that the reduction of the power requirement in relevant proportions predominantly occurs only in slower or more complete ships, so that the known device also usually only in such ships is used.
Ferner ist aus dem Stand der Technik durch die
Daher ist es Aufgabe der vorliegenden Erfindung, eine Vorrichtung zur Verringerung des Antriebsleistungsbedarfs eines Wasserfahrzeuges anzugeben, die insbesondere auch wirkungsvoll bei schnellen und sehr schnellen Wasserfahrzeugen, beispielsweise Schiffen mit einer Geschwindigkeit von 20 Knoten oder mehr bzw. 25 Knoten und mehr, einsetzbar ist.It is therefore an object of the present invention to provide a device for reducing the power requirement of a watercraft, in particular Also effective in fast and very fast watercraft, such as ships with a speed of 20 knots or more or 25 knots and more, can be used.
Diese Aufgabe wird dadurch gelöst, dass bei einer Vorrichtung zur Verringerung des Antriebsleistungsbedarfs eines Wasserfahrzeuges, die eine Vordüse umfasst, mindestens ein, von der Vordüse nach außen vorstehender Außen-Fin vorgesehen wird. Die Vordüse ist in Fahrtrichtung des Schiffes bzw. Wasserfahrzeugs vor einem Propeller des Wasserfahrzeuges angeordnet. Unter der Bezeichnung "in Fahrtrichtung" ist hier die Vorwärtsfahrrichtung eines Schiffes bzw. eines Wasserfahrzeuges zu verstehen. Innerhalb der Vordüse ist kein Propeller, anders als z. B. bei Kortdüsen oder Ruderpropellern, angeordnet. Des Weiteren ist die Vordüse beabstandet zum Propeller angeordnet. Die Vordüse ist derart ausgebildet, dass durch sie hindurchströmende Wasserströmung zumindest teilweise auf den nachstehend angeordneten Propeller geleitet wird. In der Regel wird die Vordüse eine röhrenförmige Form aufweisen. Es ist jedoch auch grundsätzlich jede anderweitige Querschnittsform, beispielsweise eine eckige Querschnittsform, denkbar.This object is achieved in that in a device for reducing the drive power requirement of a watercraft, which includes a pre-nozzle, at least one, from the pre-nozzle outwardly projecting outer fin is provided. The pre-nozzle is arranged in the direction of travel of the ship or watercraft in front of a propeller of the vessel. The term "in the direction of travel" is to be understood here as the forward direction of travel of a ship or a watercraft. Within the pre-nozzle is not a propeller, unlike z. B. with Kortdüsen or Rudderpropellern arranged. Furthermore, the pre-nozzle is spaced from the propeller. The pre-nozzle is formed such that water flow therethrough is at least partially directed to the subsequently arranged propeller. In general, the pre-nozzle will have a tubular shape. However, it is also basically any other cross-sectional shape, such as a polygonal cross-sectional shape, conceivable.
Die Vordüse kann einteilig bzw. einstückig ausgebildet sein, oder aus mehreren Einzelteilen zu einer Vordüse zusammengesetzt sein, wobei die Einzelteile bevorzugt miteinander bzw. mit der Schiffshülle verschweißt sind. Bevorzugt ist zumindest ein Teilbereich der Vordüse unterhalb der Propellerwelle des Schiffspropellers angeordnet.The pre-nozzle may be formed in one piece or in one piece, or be composed of several individual parts to a pre-nozzle, wherein the items are preferably welded together or with the hull. Preferably, at least a portion of the pre-nozzle is arranged below the propeller shaft of the ship's propeller.
Grundsätzlich ist es möglich, dass die Vordüse nur einen Teilausschnitt einer Düse bzw. eines Düsenrings umfasst (z. B. einen Viertel-Düsenring, einen Drittel-Düsenring, einen halben Düsenring, etc.). Bei einer solchen Ausführungsform ist die Vordüse über den Umfang gesehen offen ausgebildet. Bevorzugt ist die Vordüse jedoch in Umfangsrichtung geschlossen ausgebildet. Hierfür kann die Düse in Umfangsrichtung um 360° durchgehend ausgebildet sein. Bei einer mehrteilig ausgebildeten Vordüse können ferner, insbesondere auch bei geschlossenem Düsenumfang, die Einzelteile der Vordüse mit der Schiffshülle und/oder dem Stevenrohr verbunden sein, so dass dann die Schiffshülle und/oder das Stevenrohr einen Teil des Düsenumfangs bildet.In principle, it is possible for the pre-nozzle to comprise only a partial section of a nozzle or a nozzle ring (for example a quarter-nozzle ring, a third nozzle ring, a half nozzle ring, etc.). In such an embodiment, the pre-nozzle seen over the circumference is open. Preferably, the pre-nozzle is formed closed in the circumferential direction. For this purpose, the nozzle may be formed continuously in the circumferential direction by 360 °. In a multi-part pre-nozzle can also, especially with closed nozzle circumference, the items of the pre-nozzle with the hull and / or the Be connected stern tube so that then forms the hull and / or the stern tube part of the nozzle circumference.
Durch das bevorzugt um den Umfang geschlossene Profil der Vordüse weist diese einen inneren Bereich auf, welcher durch den Düsenmantel einer an den beiden Öffnungen (Wassereintritts- und Wasseraustrittsöffnung) gedanklich geschlossenen Vordüse eingeschlossen ist. Der mindestens eine Außen-Fin ist nunmehr erfindungsgemäß außerhalb dieses inneren Bereichs angeordnet und steht vielmehr von der Vordüse aus gesehen nach außen hin vor. Insbesondere kann der mindestens eine Außen-Fin von der Außenseite der Vordüse vorstehen.By preferably closed around the circumference profile of the pre-nozzle, this has an inner region, which is enclosed by the nozzle shell of a at the two openings (water inlet and water outlet opening) mentally closed pre-nozzle. According to the invention, the at least one outer fin is now arranged outside this inner region and rather protrudes outward from the front nozzle. In particular, the at least one outer fin may protrude from the outside of the pre-nozzle.
Ferner ist ein erstes Ende des mindestens einen Außen-Fins an der Vordüse befestigt. Hierbei kann das erste Ende des Außen-Fins entweder an der äußeren Wandfläche der Vordüse befestigt sein, beispielsweise durch Anflanschen, oder auch in das Düsenprofil, d. h. die Wand der Vordüse, hineingeführt sein. Alternativ ist auch eine Durchführung des Außen-Fins durch das Vordüsenprofil bzw. die Vordüsenwand möglich. Das erste Ende bildet die Wurzel des mindestens einen Außen-Fins und das zweite Ende bildet die Spitze des mindestens einen Außen-Fins.Further, a first end of the at least one outer-fin is attached to the pre-nozzle. In this case, the first end of the outer fin may be attached either to the outer wall surface of the pre-nozzle, for example by flanging, or into the nozzle profile, d. H. the wall of the pre-nozzle, be led into it. Alternatively, a passage of the outer fins through the pre-nozzle profile or the front nozzle wall is possible. The first end forms the root of the at least one outer-fin and the second end forms the tip of the at least one outer-fin.
Das zweite Ende des mindestens einen Außen-Fins ist ferner als freies Ende ausgebildet, d. h., es steht frei im Propellerzustrom. Insbesondere ist nur das erste Ende des Außen-Fins befestigt, nämlich an der Vordüse, und der Restbereich des Außen-Fins ist freistehend.The second end of the at least one outer fin is further formed as a free end, d. h., it is free in the propeller influx. In particular, only the first end of the outer fin is attached, namely to the pre-nozzle, and the remainder of the outer-fin is free-standing.
Im Gegensatz zum Stand der Technik wird nunmehr auch außerhalb der Vordüse ein zur Vordüse gehörender Fin, nämlich der mindestens eine Außen-Fin, vorgesehen. Zweckmäßigerweise ist wenigstens ein Endbereich des Außen-Fins an der äußeren Wandfläche der Vordüse angeordnet und steht von dieser nach außen hin vor. D. h., der restliche Bereich des mindestens einen Außen-Fins ist beabstandet von der Vordüse angeordnet (ausgenommen des einen Endbereichs des Außen-Fins). Durch die erstmalige Anordnung eines Fins außen an der Vordüse wird nunmehr erreicht, dass der Durchmesser und/oder die Profildicke der Vordüse gegenüber den aus dem Stand der Technik bekannten Vorrichtungen deutlich reduziert werden kann und der mindestens eine (Außen-)Fin trotzdem noch diejenigen Bereiche erreicht, in denen die Strömungsverluste besonders hoch sind und in denen ein Vordrall für einen effizienten Betrieb erzeugt werden muss. Würde man die Durchmesser bei den aus dem Stand der Technik bekannten Vorrichtungen einfach nur verringern, würden die Fins im Gegensatz zur vorliegenden Erfindung nicht weit genug von der Propellernabe weg reichen (in Radialrichtung von der Propellernabe aus gesehen) und somit die Zuströmung auf den jeweils zugeordneten Propeller nicht mehr oder nur in geringerem Maße positiv beeinflussen.In contrast to the prior art, a fin belonging to the pre-nozzle, namely the at least one outer fin, is now also provided outside the pre-nozzle. Conveniently, at least one end portion of the outer fin is disposed on the outer wall surface of the pre-nozzle and projects outwardly therefrom. That is, the remaining area of the at least one outer fin is spaced from the pre-nozzle (except one end portion of the outer-fin). By the first-time arrangement of a fin on the outside of the pre-nozzle it is now achieved that the diameter and / or the profile thickness of the pre-nozzle can be significantly reduced compared to the devices known from the prior art and the at least one (outer) fin still still those regions reached, in which the flow losses are particularly high and in which a Vordrall must be generated for efficient operation. If the diameters were simply reduced in the devices known from the prior art, the fins, in contrast to the present invention, would not extend far enough away from the propeller hub (viewed radially from the propeller hub) and thus the inflow to the respectively associated one Propellers no longer or only to a lesser extent positively influence.
Durch die Anbringung eines oder mehrerer Außen-Fins an der Außenseite der Vordüse kann der Durchmesser der Vordüse und damit deren Widerstand verringert werden, so dass die Vorrichtung nunmehr auch für schnelle und sehr schnelle Schiffe anwendbar ist, wobei die positiven Wirkungen auf die Verringerung des Antriebsleistungsbedarfs erhalten bleiben bzw. gegebenenfalls sogar noch verbessert werden. Dadurch, dass der Außen-Fin von der Vordüse nach außen vorsteht und nicht etwa von der Propellernabe bzw. dem Stevenrohr, kann dieser relativ weit nach außen von der Propellerachse aus gesehen reichen und trotzdem noch eine ausreichende Festigkeit, insbesondere in Bezug auf Biegebeanspruchungen, aufweisen.By attaching one or more external fins on the outside of the pre-nozzle, the diameter of the pre-nozzle and thus their resistance can be reduced So that the device is now also applicable to fast and very fast ships, the positive effects on the reduction of the drive power requirement are maintained or possibly even improved. Due to the fact that the outer fin protrudes outwards from the pre-nozzle and not from the propeller hub or sterntube, it can extend relatively far outward from the propeller axis and still have sufficient strength, in particular with regard to bending stresses ,
Der mindestens eine Außen-Fin ist ein Fin, d. h. eine Leitflosse bzw. ein Tragflügel, der außen an der Vordüse angeordnet ist. Im Regelfall ist der mindestens eine Außen-Fin feststehend an der Vordüse angeordnet. Dabei kann unter dem Begriff "Fin" grundsätzlich jede die Propellerzuströmung beeinflussende Leiteinrichtung verstanden werden, wobei die Fins in der Regel ein Tragflügelprofil aufweisen, d. h. eine Saug- und eine Druckseite haben. So sind die Fins im vorliegenden Zusammenhang Strömungsleitflächen im Sinne von Statoren, die an der Vordüse angeordnet sind und die Propellerzuströmung beeinflussen. Insbesondere ist es bevorzugt, dass die Fins eine, insbesondere kreisbogenförmig, nach außen gewölbte Saugseite und eine im Wesentlichen ebene Druckseite aufweisen.The at least one outer fin is a fin, d. H. a fin or a wing, which is arranged on the outside of the pre-nozzle. As a rule, the at least one outer fin is fixedly arranged on the pre-nozzle. In this case, the term "fin" basically means any guiding device influencing the propeller inflow, the fins generally having an airfoil profile, ie. H. have a suction and a pressure side. Thus, in the present context, the fins are flow guide surfaces in the sense of stators, which are arranged on the pre-nozzle and influence the propeller inflow. In particular, it is preferred that the fins have a, in particular circular arc, outwardly curved suction side and a substantially flat pressure side.
Das Profil der Fins kann über deren Länge betrachtet gleichmäßig oder auch unterschiedlich sein. Insbesondere kann das Profil entlang der Längsrichtung der Fins betrachtet in sich gedreht, d. h. getwistet, sein.The profile of the fins can be uniform or even different over their length. In particular, viewed in the longitudinal direction of the fins, the profile can be turned in, d. H. to be twisted.
Die Vordüse kann rotationssymmetrisch oder auch rotationsasymmetrisch ausgebildet sein. Ferner kann die Vordüse konzentrisch mit der Propellerachse oder auch exzentrisch hierzu angeordnet sein. Insbesondere kann die Rotationsachse und/oder die Längsachse der Vordüse gegenüber der Propellerachse nach oben und/oder seitlich versetzt angeordnet sein. Ferner kann die Vordüse derart angeordnet sein, dass ihre Rotationsachse oder ihre Längsachse parallel zur Propellerachse verläuft oder in einem Winkel zur Propellerachse verläuft und somit in Bezug auf die Propellerachse schräg gestellt ist. Bevorzugt ist die Vordüse ferner in horizontaler Richtung mittig, bezogen auf die Propellerachse, ausgerichtet. Dadurch liegen die Rotationsachse der Vordüse und die Propellerachse in einer vertikalen Ebene. Grundsätzlich ist jedoch auch eine verdrehte Anordnung der Vordüse gegenüber einer durch die Propellerachse verlaufenden Vertikalen bzw. einer Parallelen hierzu möglich.The pre-nozzle may be rotationally symmetrical or rotationally asymmetric. Furthermore, the pre-nozzle can be arranged concentrically with the propeller axis or eccentrically thereto. In particular, the axis of rotation and / or the longitudinal axis of the pre-nozzle relative to the propeller axis can be arranged offset upwards and / or laterally. Furthermore, the pre-nozzle may be arranged such that its axis of rotation or its longitudinal axis is parallel to the propeller axis or extends at an angle to the propeller axis and thus is inclined with respect to the propeller axis. Preferably, the pre-nozzle is further centered in the horizontal direction with respect to the propeller axis. As a result, the axis of rotation of the pre-nozzle and the propeller axis lie in a vertical plane. In principle, however, a twisted arrangement of the pre-nozzle relative to a vertical axis extending through the propeller axis or a parallel thereto is possible.
Die Verschiebung der Vordüse gegenüber der Propellerachse nach oben und/oder zur Seite kann insbesondere deswegen vorteilhaft sein, da die Wassergeschwindigkeit aufgrund der Schiffsform bzw. der Ausgestaltung des Schiffskörpers im unteren Bereich der Vordüse bzw. des Propellers in der Regel schneller ist als im oberen Bereich. Durch die Verschiebung der Vordüse gegenüber der Propellerachse kann, angepasst an die jeweilige Gestaltung des Schiffskörpers, gegebenenfalls eine Vergleichmäßigung des Propellerzustroms und somit ein besserer Wirkungsgrad erreicht werden.The displacement of the pre-nozzle relative to the propeller axis upwards and / or to the side may be particularly advantageous because the water velocity is usually faster due to the shape of the ship or the design of the hull in the lower region of the pre-nozzle or the propeller than in the upper region , Due to the displacement of the pre-nozzle relative to the propeller axis, an equalization of the propeller inflow and thus a better efficiency can be achieved, adapted to the particular design of the hull.
Zweckmäßigerweise besteht die Vordüse aus einem durchgehenden und/oder einstückigen Ringkörper bzw. Düsenring. Die Vordüse ist in Fahrtrichtung des Schiffes vor und beabstandet zum Propeller angeordnet. Die erfindungsgemäße Vorrichtung kann auch vorteilhaft bei Mehrschraubenschifen eingesetzt werden, wobei dann zweckmäßigerweise jedem Propeller eine Vordüse zuzuordnen ist. Die der Vorrichtung zugeordneten Propeller sind in der Regel feststehend bzw. lagefixiert am Schiffskörper installiert. Die Vordüse bildet zusammen mit dem Propeller des Wasserfahrzeugs ein Antriebssystem.Conveniently, the pre-nozzle consists of a continuous and / or one-piece annular body or nozzle ring. The pre-nozzle is arranged in front of the ship in the direction of travel and at a distance from the propeller. The device according to the invention can also be advantageously used in multi-screw, in which case expediently each propeller is assigned to a pre-nozzle. The propeller associated with the device are usually fixed or fixed in position on the hull installed. The pre-nozzle, together with the propeller of the vessel, forms a propulsion system.
Vorzugsweise ist die Ausdehnung der einzelnen (Außen-)Fins in Längsrichtung der Vordüse kleiner, bzw. kürzer, als die Länge der Vordüse. Unter "Ausdehnung" ist dabei der Bereich bzw. die Länge des Längsprofils der Vordüse zu verstehen, über die sich die Fins in Vordüsenlängsrichtung erstrecken. Besonders bevorzugt ist die Ausdehnung der einzelnen Fins in Längsrichtung der Vordüse kleiner als 90 %, ganz besonders bevorzugt kleiner als 80 %, oder auch kleiner als 60 % der Länge der Vordüse. Die Längsrichtung entspricht im Wesentlichen der Strömungsrichtung. Weiterhin ist es bevorzugt, dass die Fins im Wesentlichen im hinteren Bereich, d. h. im den Propeller zugewandten Bereich, der Vor-düse angeordnet sind. Grundsätzlich wäre jedoch auch eine Ausbildung der Fins über die gesamte Ausdehnung der Vordüse in Längsrichtung oder eine mittige oder vordere Anordnung der Fins in Bezug auf die Fahrtrichtung möglich.Preferably, the extension of the individual (outer) fins in the longitudinal direction of the pre-nozzle is smaller, or shorter, than the length of the pre-nozzle. Under "expansion" is to be understood as the range or the length of the longitudinal profile of the pre-nozzle over which the fins extend in Vordüsenlängsrichtung. Particularly preferably, the expansion of the individual fins in the longitudinal direction of the pre-nozzle is less than 90%, very particularly preferably less than 80%, or even less than 60% of the length of the pre-nozzle. The longitudinal direction substantially corresponds to the flow direction. Furthermore, it is preferred that the fins substantially in the rear region, ie in the area facing the propeller, the pre-nozzle are arranged. In principle, however, it would also be possible to design the fins over the entire length of the pre-nozzle in the longitudinal direction or to arrange the fins in the center or the front in relation to the direction of travel.
In einer bevorzugten Ausführungsform ist innerhalb der Vordüse mindestens ein Innen-Fin angeordnet. Unter "innerhalb der Vordüse" ist der innere Bereich der Vordüse zu verstehen. Der mindestens eine Innen-Fin befindet sich bevorzugt im Wesentlichen, besonders bevorzugt komplett, innerhalb der Vordüse, d. h., er ragt nicht bzw. nur geringfügig aus einer der beiden Öffnungen der Vordüse hervor. Ein erstes Ende des mindestens einen Innen-Fins ist bevorzugt an einer inneren Wandfläche der Vordüse angeordnet und zweckmäßigerweise an der Vordüse auch befestigt.In a preferred embodiment, at least one inner fin is disposed within the pre-nozzle. By "within the pre-nozzle" is meant the inner region of the pre-nozzle. The at least one inner fin is preferably located substantially, particularly preferably completely, within the pre-nozzle, ie it does not protrude or only slightly protrude from one of the two openings of the pre-nozzle. A first end of the at least one inner fin is preferably arranged on an inner wall surface of the pre-nozzle and expediently also attached to the pre-nozzle.
Ferner ist es bevorzugt, dass der mindestens eine Innen-Fin mit einem zweiten Ende an einem Wellenlager, insbesondere Stevenrohr, welches zur Lagerung der Propellerwelle eines Propellers eines Wasserfahrzeuges ausgebildet ist, befestigt ist. Somit verläuft der Innen-Fin zwischen zwei festen Lagerpunkten vom Wellenlager bis zur Vordüse. Zwischen den beiden Enden weist der Innen-Fin eine Druckseite, eine Saugseite, eine Nasenleiste und eine Endleiste auf. Diese Ausbildung gilt auch analog für den Außen-Fin. Je nach Gestaltung des Schiffskörpers, kann der mindestens eine Innen-Fin anstatt an einem Wellenlager auch direkt am Schiffskörper bzw. an der Beplattung des Schiffskörpers mit seinem zweiten Ende angebracht sein.Furthermore, it is preferred that the at least one inner fin is fixed with a second end to a shaft bearing, in particular sterntube, which is designed to mount the propeller shaft of a propeller of a watercraft. Thus, the inner fin extends between two fixed bearing points from the shaft bearing to the pre-nozzle. Between the two ends, the inner fin has a pressure side, a suction side, a leading edge and an end strip. This training is also analogous to the outer fin. Depending on the design of the hull, the at least one inner fin may also be attached directly to the hull or to the plating of the hull with its second end instead of on a shaft bearing.
Die vorstehend für den Außen-Fin beschriebenen Ausgestaltungen und Formgebungen sind analog auch auf die Ausgestaltung des Innen-Fins übertragbar bzw. dort anwendbar.The embodiments and shapes described above for the outer fin are analogous to the design of the inner fin transferable or applicable there.
Die Vordüse kann bevorzugt über den mindestens einen Innen-Fin mit dem Schiffskörper verbunden sein. Zusätzlich oder alternativ kann die Vordüse auch über weitere Verbindungsmittel, beispielsweise unterhalb oder oberhalb der Vordüse angeordnete "Brackets" bzw. Halteklammern oder auch Wellenbockarme, mit dem Schiffskörper verbunden sein. Die Wellenbockarme könnten, zumindest bereichsweise, ebenfalls als Fins, Innen-Fin und/oder Außen-Fin, ausgebildet sein. Der mindestens eine Innen-Fin und der mindestens eine Außen-Fin können gleiche oder unterschiedliche Längen aufweisen.The pre-nozzle may preferably be connected to the hull via the at least one inner fin. Additionally or alternatively, the pre-nozzle can also be connected to the hull via other connecting means, for example "brackets" or holding clamps or shaft jib arms arranged below or above the pre-nozzle. The shaft bracket arms could, at least in certain areas, also be designed as fins, inside fin and / or outside fin. The at least one inner fin and the at least one outer fin may have the same or different lengths.
Ferner ist es zweckmäßig, dass der mindestens eine Außen-Fin und/oder der mindestens eine Innen-Fin im Wesentlichen in Radialrichtung zur Längsachse oder Rotationsachse der Vordüse oder zur Propellerachse eines Antriebspropellers eines Wasserfahrzeuges angeordnet sind. Vorzugsweise sind beide Fins, Außen- und Innen-Fin, in Radialrichtung angeordnet. In Fällen, in denen die Vordüse koaxial zur Propellerachse angeordnet und rotationssymmetrisch ausgebildet ist, wird die Längsachse bzw. die Rotationsachse der Vordüse auf die Propellerachse fallen, so dass dann die Fins radial zu allen drei Achsen angeordnet sind. Ist die Vordüse mit ihrer Rotationsachse bzw. ihrer Längsachse gegenüber der Propellerachse verschoben, fallen diese nicht mehr zusammen und die Fins sind bevorzugt radial zur Propellerachse anzuordnen. Grundsätzlich könnten der mindestens eine Außen-Fin und der mindestens eine Innen-Fin auch unter unterschiedlichen Winkeln zu ihren jeweiligen Tangenten angeordnet sein. Die Tangente für den mindestens einen Außen-Fin läuft durch einen Punkt an der äußeren Wandfläche der Vordüse, während die Tangente für den mindestens einen Innen-Fin durch einen Punkt der inneren Wandfläche der Vordüse verläuft.Furthermore, it is expedient that the at least one outer fin and / or the at least one inner fin are arranged substantially in the radial direction to the longitudinal axis or rotation axis of the pre-nozzle or to the propeller axis of a propelling propeller of a watercraft. Preferably, both fins, outer and inner fin, are arranged in the radial direction. In cases where the pre-nozzle is arranged coaxially with the propeller axis and rotationally symmetrical, the longitudinal axis or the axis of rotation of the pre-nozzle will fall onto the propeller axis, so that then the fins are arranged radially to all three axes. Is the pre-nozzle with its axis of rotation or its longitudinal axis opposite shifted the propeller axis, these no longer coincide and the fins are preferably to be arranged radially to the propeller axis. In principle, the at least one outer fin and the at least one inner fin could also be arranged at different angles to their respective tangents. The tangent for the at least one outer fin passes through a point on the outer wall surface of the pre-nozzle, while the tangent for the at least one inner fin passes through a point of the inner wall surface of the pre-nozzle.
In einer bevorzugten Ausführungsform sind mehrere Außen-Fins und/oder mehrere Innen-Fins vorgesehen. Insbesondere ist es bevorzugt, dass eine gleiche Anzahl von Außen-Fins und von Innen-Fins vorgesehen ist. Grundsätzlich wäre aber auch die Vorsehung einer ungleichen Anzahl von Außen-Fins und Innen-Fins möglich.In a preferred embodiment, a plurality of outer fins and / or a plurality of inner fins are provided. In particular, it is preferred that an equal number of external fins and internal fins are provided. In principle, however, the provision of an unequal number of outside fins and inside fins would be possible.
Es ist besonders bevorzugt, dass die Vorrichtung mindestens drei Innen-Fins und/oder mindestens drei Außen-Fins, bevorzugt drei bis sieben Innen-Fins und/oder drei bis sieben Außen-Fins, aufweist. Auch kann in einer bevorzugten Ausführungsform eine ungerade Anzahl an Außen-Fins und/oder Innen-Fins vorgesehen sein.It is particularly preferred that the device has at least three inner fins and / or at least three outer fins, preferably three to seven inner fins and / or three to seven outer fins. Also, in a preferred embodiment, an odd number of external fins and / or internal fins may be provided.
Ferner ist es bevorzugt, dass auf der propelleraufschlagenden Seite der Vordüse mehr Außen-Fins als auf der propellerabschlagenden Seite der Vordüse angeordnet sind, und/oder dass auf der propelleraufschlagenden Seite der Vordüse mehr Innen-Fins angeordnet sind als auf der propellerabschlagenden Seite der Vordüse. Unter dem Begriff "propelleraufschlagende Seite der Vordüse" wird diejenige Seite der Vordüse verstanden, auf der der bei einer Frontalansicht der Vordüse hinter der Vordüse angeordnete Propeller bei Vorwärtsfahrt von unten nach oben dreht. Entsprechend dreht der Propeller auf der propellerabschlagenden Seite von oben nach unten. Daher ist die vorliegend beschriebene Ausführungsform besonders zweckmäßig einsetzbar bei Vordüsen, deren Rotationsachse gegenüber der Propellerachse nicht seitlich verschoben ist, sondern vielmehr in einer vertikal auf der Propellerachse stehenden Ebene liegt, so dass bei gedachter Teilung der Vordüse durch eine mittige Vertikalachse eine Hälfte der Vordüse auf der propelleraufschlagenden Seite und die andere auf der propellerabschlagenden Seite liegt.Further, it is preferable that more outer fins are arranged on the propeller-contacting side of the pre-nozzle than on the propeller-deflecting side of the pre-nozzle, and / or that more inner fins are arranged on the propeller-contacting side of the pre-nozzle than on the propeller-deflecting side of the pre-nozzle. The term "propeller-impacting side of the pre-nozzle" is understood to mean that side of the pre-nozzle on which the propeller, which is arranged behind the pre-nozzle in a front view of the pre-nozzle, rotates from the bottom upwards. Accordingly, the propeller turns on the propeller off-striking side from top to bottom. Therefore, the presently described embodiment is particularly useful in the case of pre-nozzles, the axis of rotation of which is not displaced laterally relative to the propeller axis, but rather lies in a plane vertical to the propeller axis, so that with imaginary division of the pre-nozzle by a central vertical axis one half of the pre-nozzle on the propelleraufschlagenden side and the other on the propeller abschlagenden side.
Um die Rotationsverluste am Propeller zu minimieren und um die durch die von der Hülle des Schiffes gestörte Propelleranströmung induzierte Verdrillung im Propellerabstrom zu reduzieren, wird durch die an der Vordüse angeordneten Fins (Außen-Fins oder Innen-Fins) ein (Vor-)Drall erzeugt, der derart ausgerichtet ist, dass sich hinter dem Propeller im Propellerabstrombereich im Vergleich zu einem Propeller ohne vorangestellte Vordüse mit Fins eine geringere Verdrillung der Strömung einstellt. Die Verdrillung im Propellerabstrom ist nunmehr besonders gering, wenn auf der propelleraufschlagenden Seite des Düsenpropellers wenigstens ein Außen-Fin und/oder ein Innen-Fin mehr angeordnet ist als auf der propellerabschlagenden Seite.In order to minimize the rotational losses on the propeller and to reduce the induced in the Propellerabstrom by the disturbed by the hull of the ship propeller flow, the pre-nozzle arranged fins (external fins or inside fins) creates a (pre-) spin , which is oriented so that sets behind the propeller in Propellerabstrombereich compared to a propeller without prefixed nozzle with fins a lower twist of the flow. The twist in the propeller effluent is now particularly low if at least one outer fin and / or one inner fin is arranged more on the propeller-impacting side of the jet propeller than on the propeller-deflecting side.
Alternativ oder zusätzlich zur Verteilung der Außen-Fins und/oder Innen-Fins auf der propelleraufschlagenden und propellerabschlagenden Seite können die Außen-Fins und/oder die Innen-Fins ein asymmetrisches Außen-Fin-System bzw. ein asymmetrisches Innen-Fin-System bilden. Hierbei bezieht sich eine Asymmetrie beispielsweise auf eine bezüglich der Propellerachse oder Rotationsachse der Vordüse gerichtete Winkelanordnung der Fins und/oder deren Dimensionierung, wie Profillänge, Profilquerschnitt oder eine andere Größe. Bei einer Asymmetrie bezüglich der auf die Propellerachse oder Rotationsachse der Vordüse gerichteten Winkelanordnung stellt sich eine ungleiche Winkelteilung zwischen den Achsen der einzelnen Außen-Fins und/oder Innen-Fins in Radialrichtung von der Propellerachse oder Rotationsachse der Vordüse betrachtet ein. Auch kann eine asymmetrische Anordnung vorliegen, wenn in einer Querschnittsbetrachtung der Vordüse die vertikale Mittelachse der Vordüse als Symmetrieachse herangezogen wird. Diese Symmetrieachse trennt in der Regel gleichzeitig die auf- und abschlagende Seite der Vordüse. Hierdurch ergibt sich auf einfach auszubildende und anzuordnende Art und Weise ein besonders wirksames Außen-Fin-System bzw. Innen-Fin-System.As an alternative or in addition to the distribution of the outer fins and / or inner fins on the propeller-impacting and propeller-deflecting side, the outer fins and / or the inner fins can form an asymmetric outer-fin system or an asymmetric inner-fin system , In this case, an asymmetry relates, for example, to an angular arrangement of the fins directed with respect to the propeller axis or rotation axis of the pre-nozzle and / or their dimensioning, such as profile length, profile cross-section or another size. In an asymmetry with respect to the angular arrangement directed towards the propeller axis or the rotation axis of the pre-nozzle, an unequal angle division between the axes of the individual outer fins and / or inner fins occurs in the radial direction from the propeller axis or the rotation axis of the pre-nozzle. An asymmetric arrangement may also be present if, in a cross-sectional view of the pre-nozzle, the vertical central axis of the pre-nozzle is used as the axis of symmetry. As a rule, this symmetry axis separates the up and down side of the pre-nozzle at the same time. As a result, a particularly effective external fin system or internal fin system is obtained in a manner which is easy to form and to be arranged.
In einer weiteren bevorzugten Ausführungsform ist der mindestens eine Außen-Fin in Verlängerung des mindestens einen Innen-Fins angeordnet, so dass beide zusammen einen Gesamt-Fin bilden. So können beispielsweise die Längsachsen des Außen-Fins und des Innen-Fins im Wesentlichen aufeinander stehen und/oder der Außen-Fin und der Innen-Fin auf einer gemeinsamen Radialachse angeordnet sein. Bevorzugt ist das erste Ende des Innen-Fins, welches zweckmäßigerweise an der Innenwandfläche der Vordüse angeordnet ist, gegenüberliegend zum ersten Ende des Außen-Fins angeordnet, der an der Außenwandfläche angeordnet ist, so dass dann nur noch die Vordüsenwand zwischen den beiden Fins liegt. Grundsätzlich könnten auch beide Endbereiche jeweils in das Profil bzw. die Düsenwand eingeführt werden, so dass diese dann gegebenenfalls aneinanderstoßen oder nur noch geringfügig voneinander beabstandet sind. Auch ist es möglich, einen durchgehenden Fin zu verwenden, der durch eine Ausnehmung in der Vordüse hindurchgeführt wird und an dem ein Teilabschnitt einen Außen-Fin und ein anderer Teilabschnitt einen Innen-Fin bildet. Durch diese bevorzugte Anordnung der beiden Fins ergibt sich strömungstechnisch ein einzelner Fin, der zweckmäßigerweise vom Wellenlager bis zum freien Ende des Außen-Fins verläuft. Sind mehrere Außen-Fins und Innen-Fins, insbesondere eine gleiche Anzahl von Außen-Fins und Innen-Fins, vorgesehen, sind diese vorteilhafterweise jeweils in Fin-Paaren angeordnet, die dann jeweils Gesamt-Fins bilden. So könnten beispielsweise drei Außen-Fins und drei Innen-Fins zusammen drei Gesamt-Fins bilden.In a further preferred embodiment, the at least one outer fin is arranged in extension of the at least one inner fin, so that together they form an overall fin. Thus, for example, the longitudinal axes of the outer-fin and the inner-fin may be substantially on one another and / or the outer-fin and the inner-fin may be arranged on a common radial axis. Preferably, the first end of the inner fin, which is expediently arranged on the inner wall surface of the pre-nozzle, arranged opposite to the first end of the outer-fin, which is arranged on the outer wall surface, so that then only the pre-nozzle wall between the two fins is located. In principle, both end regions could each be introduced into the profile or the nozzle wall, so that they then abut one another if necessary or are only slightly spaced from one another. It is also possible to use a continuous fin, which is passed through a recess in the pre-nozzle and in which one section forms an outer fin and another section forms an inner fin. This preferred arrangement of the two fins results in fluidically a single fin, which expediently extends from the shaft bearing to the free end of the outer fins. If a plurality of outer fins and inner fins, in particular an equal number of outer fins and inner fins, are provided, these are advantageously arranged respectively in fin pairs, which then each form overall fins. For example, three exterior fins and three interior fins could together make up three total fins.
Im Vergleich zum aus dem Stand der Technik bekannten, reinen Statoranordnungen bzw. Anordnungen mit radial vom Stevenrohr abstehenden Fins ohne Düse bzw. Düsenelement ergibt sich durch das Vorsehen der Vordüse eine deutlich erhöhte Festigkeit der gesamten Anordnung. Hierdurch können die Gesamt-Fins bei einer sichergestellten Dauerfestigkeit ausreichend lang ausgeführt werden, um die Anströmung auf den Propeller optimal zu beeinflussen bzw. einen möglichst optimalen Wirkungsgrad zu erreichen. Bei den vorgenannten bekannten Anordnungen mit langen Fins ohne Düsenring ist eine Dauerfestigkeit häufig nicht gewährleistet.In comparison to the known from the prior art, pure stator assemblies or arrangements with radially projecting from the stern tube fins without nozzle or nozzle element results in the provision of the pre-nozzle a significantly increased strength of the entire arrangement. As a result, the total fins can be made sufficiently long with a ensured fatigue strength to optimally influence the flow to the propeller or to achieve the best possible efficiency. In the aforementioned known arrangements with long fins without nozzle ring fatigue resistance is often not guaranteed.
Die Länge des Gesamt-Fins kann grundsätzlich größer oder kleiner als der Radius eines der Vordüse zugeordneten Propellers des Wasserfahrzeuges sein. Die Länge des Gesamt-Fins wird von der Propellerachse bis zum äußersten (freien) Ende des Außen-Fins gemessen, wobei gegebenenfalls die zwischen beiden Fins (Außen- und Innen-Fin) angeordnete Düsenwand mit eingerechnet wird. Bevorzugt beträgt die Länge des Gesamt-Fins maximal 90 % des Radius des Propellers, besonders bevorzugt maximal nur 75 %. Hierdurch wird eine ausreichende Festigkeit der Vorrichtung sichergestellt.The length of the total fin may be generally greater or smaller than the radius of a propeller of the watercraft associated with the pre-nozzle. The length of the total fin is measured from the propeller axis to the outermost (free) end of the outer fin, optionally including the nozzle wall disposed between both fins (outer and inner fin). Preferably, the length of the total fins is at most 90% of the radius of the propeller, more preferably at most only 75%. As a result, a sufficient strength of the device is ensured.
In einer weiteren bevorzugten Ausführungsform sind der mindestens eine Außen-Fin und/oder der mindestens eine Innen-Fin unter einem Anstellwinkel radial zur Propellerachse und/oder zur Längsachse der Vordüse angeordnet. Insbesondere können der mindestens eine Außen-Fin und der mindestens eine Innen-Fin unterschiedliche Anstellwinkel aufweisen. Sind mehrere Außen-Fins und/oder Innen-Fins vorgesehen, können diese untereinander auch unterschiedliche Anstellwinkel aufweisen. Durch die Einstellung der unterschiedlichen Anstellwinkel ist eine Optimierung des Vordralles möglich. Der Einstellwinkel wird beispielsweise von einer von der Nasenleiste zur Endleiste des jeweiligen Fins verlaufenden Sehne oder auch der Längsachse des Fins in Querschnittsansicht und der Propellerachse bzw. der Längsachse der Vordüse eingeschlossen.In a further preferred embodiment, the at least one outer fin and / or the at least one inner fin are arranged at an angle of attack radially to the propeller axis and / or to the longitudinal axis of the pre-nozzle. In particular, the at least one outer fin and the at least one inner fin can have different angles of incidence. If a plurality of outer fins and / or inner fins are provided, they can also have different angles of incidence with one another. By adjusting the different angles of attack it is possible to optimize the pre-twist. The setting angle is enclosed, for example, by a chord running from the leading edge to the end strip of the respective fin or also the longitudinal axis of the fin in cross-sectional view and the propeller axis or the longitudinal axis of the pre-nozzle.
In einer weiteren bevorzugten Ausführungsform weist der mindestens eine Außen-Fin ein freies Ende auf, welches den am entferntesten angeordneten Bereich des Außen-Fins von der Vordüse darstellt. An diesem freien Endbereich steht ein Fin-Endstück vom Außen-Fin ab. So kann beispielsweise eine Längsachse dieses Fin-Endstückes unter einem Winkel zur Längsachse des Außen-Fins stehen. Mit dem Begriff "abstehenden Fin-Endstück" sind vorliegend grundsätzlich alle im Bereich des freien Endes des Außen-Fins angeordneten Bauteile gemeint, die nicht genau in der Verlängerung des Außen-Fins angeordnet sind, sondern schräg vom Außen-Fin bzw. unter einem bestimmten Winkel vom Außen-Fin abstehen, bzw. von der fiktiv verlängerten Profilkontur des Außen-Fins abweichen. Das Fin-Endstück steht somit aus der Fin-Ebene hervor. Ein solches abstehendes Fin-Endstück wirkt ähnlich wie von Flugzeugtragflügeln bekannte "Winglets" und verringert die Wahrscheinlichkeit von sich ablösenden Wirbeln im Endbereich des Außen-Fins sowie von im selbigen auftretender Kavitation.In a further preferred embodiment, the at least one outer fin has a free end which represents the remotest region of the outer fin from the pre-nozzle. At this free end region is a fin-tail from the outer fin from. For example, a longitudinal axis of this fin tail may be at an angle to the longitudinal axis of the outer fin. The term "projecting fin-end piece" in this case basically all arranged in the region of the free end of the outer fin components meant not exactly in the extension of the outer fin are arranged, but obliquely from the outer fin or under a certain Angle from the outer Fin stand out, or deviate from the fictitious extended profile contour of the outer fin. The fin tail thus stands out from the fin plane. Such a projecting fin tail acts similar to aircraft wings known "Winglets" and reduces the likelihood of detaching vertebrae in the end of the outer fins and cavitation occurring in the same.
Das Fin-Endstück kann unter einem Radius in den freien Endbereich des Außen-Fins übergehen. Alternativ kann das Fin-Endstück auch unter einem Winkel am freien Ende des Außen-Fins angebracht sein, so dass dann die Fin-Endstückebene und Außen-Fin-Ebene unter diesem Winkel aufeinanderstehen.The fin tail may merge at a radius into the free end region of the outer fin. Alternatively, the fin tail may also be mounted at an angle at the free end of the outer fin, so that then the fin-end plane and outer-fin plane at this angle to each other.
Grundsätzlich kann das Fin-Endstück zu beiden Seiten, d. h., sowohl zur Druckals auch zur Saugseite, des Außen-Fins von diesem abstehen oder nur zu einer der beiden Seiten. Bei letzterer Ausführungsform ist es bevorzugt, dass das Fin-Endstück nur zur Saugseite des Außen-Fins hin absteht, da hierdurch die größeren hydrodynamischen Effekte in Bezug auf die Verringerung der Wirbelbildung erreicht werden können. Für die Ausführungsform, bei der das Fin-Endstück zu beiden Seiten des Außen-Fins absteht bzw. vorsteht, können auch zwei separate Fin-Endstücke vorgesehen sein, die dann jeweils zu einer Seite abstehen. Grundsätzlich ist aber auch bei dieser Ausführungsform eine einstückige Ausführung des Fin-Endstückes möglich.Basically, the fin-tail on both sides, d. h., Both the pressure and the suction side of the outer fin of this project or only to one of the two sides. In the latter embodiment, it is preferable that the fin-end piece projects only toward the suction side of the outer-fin, since it can achieve the greater hydrodynamic effects with respect to the reduction of vortex formation. For the embodiment in which the fin-end piece projects on both sides of the outer-fin, two separate fin-end pieces can be provided, which then each protrude to one side. In principle, however, a one-piece design of the fin-end piece is also possible in this embodiment.
Weiterhin ist es bevorzugt, dass bei Vorhandensein von mindestens einem Außen-Fin und mindestens einem Innen-Fin der Außen-Fin eine größere Länge aufweist als der Innen-Fin. Insbesondere kann die Länge des Außen-Fins mindestens anderthalb mal, bevorzugt mindestens zweimal so groß sein, wie die Länge des Innen-Fins. Durch diese Ausführungsform wird eine verbesserte Wirkung in Bezug auf die Antriebsleistungsverringerung und in Bezug auf die Stabilität der Vorrichtung erhalten. Durch die Längenverteilung bei dieser bevorzugten Ausführungsform ist die Vordüse bzw. der Düsenring relativ nah am Wellenlager der Propellerwelle angeordnet, so dass die Vorrichtung einen relativ geringen Widerstand aufweist und auch für sehr schnelle Schiffe verwendbar ist. Grundsätzlich ist jedoch auch eine Ausführung möglich, bei der der mindestens eine Innen-Fin eine größere Länge aufweist als der mindestens eine Außen-Fin, z.B. eine mindestens anderthalbfache oder mindestens zweifache Länge, oder bei der beide eine in etwa gleiche Länge aufweisen.Furthermore, it is preferred that in the presence of at least one outer fin and at least one inner fin of the outer fin has a greater length than the inner fin. In particular, the length of the outer fin may be at least one and a half times, preferably at least twice, the length of the inner fin. By this embodiment, an improved effect in terms of drive power reduction and with respect to the stability of the device is obtained. Due to the length distribution in this preferred embodiment, the pre-nozzle or the nozzle ring is arranged relatively close to the shaft bearing of the propeller shaft, so that the device has a relatively low resistance and can also be used for very fast ships. In principle, however, an embodiment is possible in which the at least one inner fin has a greater length than the at least one outer fin, for example at least one and a half or at least twice the length, or in which both have an approximately equal length.
In ähnlicher Weise ist es vorteilhaft, wenn der Durchmesser der Vordüse nicht mehr als 85%, bevorzugt nicht mehr als 70 %, besonders bevorzugt nicht mehr als 50 % oder nicht mehr als 35 % desjenigen Durchmessers des (Schiffs)-Propellers beträgt, dem die Vordüse zugeordnet ist. Auch hierdurch wird sichergestellt, dass das Düsenprofil bzw. der Düsenring insgesamt nicht zu groß wird und damit der Widerstand der Vordüse so niedrig ist, dass es möglich ist, die Vorrichtung auch bei schnellen und sehr schnellen Schiffen einzusetzen. Sollte die Vordüse nicht rotationssymmetrisch bzw. zylindrisch oder kegelig sein, kann statt dem Durchmesser die größte Ausdehnung der Vordüse in Höhe oder Breite ins Verhältnis zum Propellerdurchmesser gesetzt werden. Ferner ist zweckmäßigerweise der Außendurchmesser der Vordüse anzusetzen.Similarly, it is advantageous if the diameter of the pre-nozzle is not more than 85%, preferably not more than 70%, more preferably not more than 50% or not more than 35% of the diameter of the (ship) propeller to which the Pre-nozzle is assigned. This also ensures that the nozzle profile or the nozzle ring is not too large overall and thus the resistance of the pre-nozzle is so low that it is possible to use the device even with fast and very fast ships. If the pre-nozzle is not rotationally symmetric or cylindrical or conical, instead of the diameter, the greatest extent of the pre-nozzle in height or width can be set in relation to the propeller diameter. Furthermore, the outer diameter of the pre-nozzle is expediently to be set.
Zur Sicherstellung eines ausreichend geringen Widerstandes der Vorrichtung kann gemäß einer weiteren Ausführungsform vorgesehen sein, dass die Profildicke der Vordüse nicht mehr als 10 %, bevorzugt nicht mehr als 7,5 %, besonders bevorzugt nicht mehr als 6 % der Länge der Vordüse entspricht. Hier sind jeweils die maximale Profildicke und die maximale Ausdehnung in Längsrichtung, d. h. von einer Öffnung der Vordüse zur anderen, anzusetzen. Auch hierdurch wird der Widerstand der Vorrichtung weiter reduziert.To ensure a sufficiently low resistance of the device can be provided according to a further embodiment that the profile thickness of the pre-nozzle not more than 10%, preferably not more than 7.5%, more preferably not more than 6% corresponds to the length of the pre-nozzle. Here are the maximum profile thickness and the maximum extent in the longitudinal direction, d. H. from one opening of the pre-nozzle to the other. This also further reduces the resistance of the device.
In einer weiteren bevorzugten Ausführungsform ist ferner eine Stabilisierungsstrebe vorgesehen, die zwischen Wellenlager und Innenseite der Vordüse angeordnet und sowohl am Wellenlager als auch an der Vordüse befestigt ist. Eine solche Stabilisierungsstrebe kann vorgesehen werden, wenn je nach örtlichen Gegebenheiten bzw. jeweiliger Ausgestaltung der Vorrichtung eine zusätzliche Stabilisierung bzw. Halterung der Vorrichtung bzw. der Vordüse gewünscht wird. Außerhalb der Vordüse in Verlängerung der Stabilisierungsstrebe ist in der Regel keine weitere Strebe oder gar ein Außen-Fin vorzusehen. Die Strebe kann grundsätzlich als normaler Druck- bzw. Zugstab, ohne strömungsleitende Eigenschaften, ausgebildet sein. Alternativ kann die Stabilisierungsstrebe selbst auch ein Fin-Profil, d. h. ein Tragflügelprofil oder ähnliches, zur gezielten Beeinflussung der Propellerzuströmung, beispielsweise zur Vordrallerzeugung, aufweisen.In a further preferred embodiment, a stabilizing strut is further provided, which is arranged between the shaft bearing and the inside of the pre-nozzle and attached to both the shaft bearing and the pre-nozzle. Such a stabilizing strut can be provided if, depending on the local conditions or respective configuration of the device, an additional stabilization or retention of the device or the pre-nozzle is desired. Outside the pre-nozzle in extension of the stabilizing strut is usually no further strut or even an outer Fin provide. The strut can basically be designed as a normal pressure or tension rod, without flow-conducting properties. Alternatively, the stabilizing strut itself may also have a fin profile, ie a hydrofoil profile or the like, for targeted influencing the Propellerzströmömung, for example, for Vordrallerzeugung have.
Der mindestens eine Außen-Fin und/oder der mindestens eine Innen-Fin können gepfeilt ausgebildet sein. Unter dem unter anderem aus der Luftfahrt bekannten Begriff "gepfeilt" ist im vorliegenden Zusammenhang eine Winkelabweichung des Außen-Fins und/oder des Innen-Fins in Bezug zu einer Orthogonalen der Längsachse der Vordüse zu verstehen. Dabei kann die in Durchströmungsrichtung betrachtet vordere Kante und/oder hintere Kante der Fins (Innen-Fins und/oder Außen-Fins) gegen über der Orthogonalen in einem Winkel angestellt sein (diese Zustände werden auch Vorderkantenpfeilung bzw. Hinterkantenpfeilung genannt). In einer Ausführungsform ist nur die Vorderkante des Außen-Fins und/oder des Innen-Fins gegenüber der Orthogonalen angestellt bzw. in einem Winkel zur Orthogonalen angeordnet und die Hinterkante ist in etwa parallel zur Orthogonalen ausgerichtet. Auch kann es Ausführungsformen geben, bei denen nur der mindestens eine Außen-Fin gepfeilt ausgebildet ist, nicht jedoch der mindestens eine Innen-Fin. Bei einer anderen Ausführungsform sind sowohl der mindestens eine Außen-Fin als auch der mindestens eine Innen-Fin gepfeilt ausgebildet. Dies kann insbesondere bevorzugt sein, wenn die Vordüse mindestens einen Gesamt-Fin aufweist, wobei dann der Gesamt-Fin besonders bevorzugt durchgehend gepfeilt ausgebildet ist, d.h. mit gleichem Winkelabweichungen der Vorderkanten und/oder der Hinterkanten des mindestens einen Außen-Fins und des mindestens einen Innen-Fins zur Orthogonalen der Längsachse der Vordüse.The at least one outer fin and / or the at least one inner fin can be formed in a swept manner. The term "swept", which is known, inter alia, from aviation, in the present context means an angular deviation of the outer fin and / or the inner fin with respect to an orthogonal of the longitudinal axis of the pre-nozzle. In this case, the forward edge and / or rear edge of the fins (inner fins and / or outer fins) viewed in the flow direction can be set at an angle to the orthogonal (these states are also called leading edge sweep). In one embodiment, only the leading edge of the outer-fin and / or the inner-fin is positioned opposite the orthogonal and at an angle to the orthogonal, and the trailing edge is oriented approximately parallel to the orthogonal. Also, there may be embodiments in which only the at least one outer fin is swept, but not the at least one inner fin. In another embodiment, both the at least one outer fin and the at least one inner fin are swept. This may be particularly preferred if the pre-nozzle has at least one overall fin, in which case the overall fin is particularly preferably designed to be continuously swept, i. with the same angular deviations of the leading edges and / or trailing edges of the at least one outer fin and the at least one inner fin to the orthogonal of the longitudinal axis of the pre-nozzle.
Die Erfindung wird nachfolgend anhand der in der Zeichnung dargestellten Ausführungsbeispiele weiter erläutert. Es zeigen schematisch:
- Fig. 1:
- eine Heckansicht eines unteren Bereiches eines Schiffskörpers mit koaxial zum Propeller angeordneter Vordüse;
- Fig. 2:
- eine Heckansicht eines unteren Teils eines Schiffskörpers mit gegenüber der Propellerachse nach oben verschobener Vordüse;
- Fig. 3:
- eine Seitenansicht einer Vordüse mit Außen-Fin, die gegenüber der Propellerachse geneigt ist;
- Fig. 4:
- eine Schnittdarstellung eines Fins;
- Fig. 5:
- eine perspektivische Ansicht einer weiteren Ausführungsform der Vorrichtung;
- Fig. 6:
- eine Seitenansicht der Vorrichtung aus
Fig. 5 ; und - Fig. 7:
- eine perspektivische Ansicht einer weiteren Ausführungsform der Vorrichtung, installiert an einem Schiffskörper.
- Fig. 1:
- a rear view of a lower portion of a hull with coaxial with the propeller arranged pre-nozzle;
- Fig. 2:
- a rear view of a lower part of a hull with respect to the propeller axis shifted up front nozzle;
- 3:
- a side view of a pre-nozzle with outer fin, which is inclined relative to the propeller axis;
- 4:
- a sectional view of a fin;
- Fig. 5:
- a perspective view of another embodiment of the device;
- Fig. 6:
- a side view of the device
Fig. 5 ; and - Fig. 7:
- a perspective view of another embodiment of the device installed on a hull.
Bei den im Folgenden dargestellten, verschiedenen Ausführungsformen sind gleiche Bestandteile mit gleichen Bezugszeichen versehen.In the various embodiments shown below, the same components are provided with the same reference numerals.
Die Vordüse 10 weist eine umlaufend geschlossene Düsenwand 11 auf, die wiederum eine innere Wandfläche 12 und eine äußere Düsenwandfläche 13 umfasst. Durch den Propeller 33 ist eine vertikale Mittenlinie 34 und eine horizontale Mittenlinie 35 gezeichnet. Da die Vordüse 10 konzentrisch zum Propeller 33 angeordnet ist, sind die Mittenlinie 34, 35 ebenfalls Mittenlinie für die Vordüse 10. Im Schnittpunkt der beiden Mittenlinie 34, 35 liegt die Propellerachse 32. Bei einer gedachten Teilung der Vordüse 10 durch die vertikale Mittenlinie 34 ist die linke Vordüsenhälfte die propelleraufschlagende Seite 14 der Vordüse 10 und die rechte Vordüsenhälfte die propellerabschlagende Seite 15 der Vordüse 10.The pre-nozzle 10 has a circumferentially closed
Auf der propelleraufschlagenden Seite 14 der Vordüse 10 (in Bezug auf einen rechtsdrehenden Propeller) sind jeweils zwischen dem Wellenlager 31 und der Innenseite 12 der Vordüsenwand 11 verlaufend angeordnete Innen-Fins 21a, 21b, 21c vorgesehen. Auf der propellerabschlagenden Seite 15, und zwar oberhalb der horizontalen Mittenlinie 35, ist ein weiterer Innen-Fin 21d angebracht, der ebenfalls zwischen Wellenlager 31 und Vordüsenwand 11 verläuft. Die Innen-Fins 21a, 21b, 21c, 21d sind jeweils am Wellenlager 31 und an der Vordüse 10 befestigt. Von der äußeren Vordüsenwandfläche 13 stehen vier Außen-Fins 20a, 20b, 20c, 20d nach außen von der Vordüse 10 ab. Die Außen-Fins 20a, 20b, 20c, 20d sind jeweils in Verlängerung der Innen-Fins 21a, 21b, 21c, 21d angeordnet. Die Außen-Fins 20a, 20b, 20c, 20d und auch die Innen-Fins 21a, 21b, 21c, 21d sind allesamt radial zur Propellerachse 32 bzw. Rotationsachse der Vordüse angeordnet und verlaufen entsprechend in Radialrichtung zur Propellerachse 32. Die Längsachse der Innen-Fins 21a, 21b, 21c, 21d entspricht in einer gedachten Verlängerung in etwa der Längsachse der Außen-Fins 20a, 20b, 20c, 20d. Somit stellen die einzelnen Fin-Paare 20a, 21a; 20b, 21b; 20c, 21c; 20d, 21d jeweils einen Gesamt-Fin dar. D. h., sie wirken strömungstechnisch in etwa wie ein durchgehender Fin, sind jedoch de facto von der Vordüse 10 unterbrochen und jeweils daran befestigt (beispielsweise durch Schweißen bzw. durch Verschweißung mit der Vordüse). Hierdurch erhält die Vorrichtung 100 bei relativ großer Länge der Gesamt-Fins eine hohe Stabilität.On the propeller-impacting
Insgesamt sind auf der propelleraufschlagenden Seite 14 drei Gesamt-Fins und auf der propellerabschlagenden Seite 15 ein Gesamt-Fin angeordnet. Auf der propellerabschlagenden Seite 15, und zwar unterhalb der horizontalen Mittenlinie 35, ist ferner eine Stabilisierungsstrebe 22 vorgesehen, die zwischen Wellenlager 31 und Vordüse 10 verläuft und mit beiden verbunden ist. Diese Stabilisierungsstrebe 22 ist derart gestaltet, dass sie als Druck- bzw. Zugstab wirkt und die Vordüse 10 mit dem Schiffskörper befestigt und diese stabilisiert. Die Stabilisierungsstrebe 22 ist nicht als Fin ausgebildet, d. h. sie weist kein Tragflügelprofil o. dgl. auf, sondern ist derart gestaltet, dass sie die Strömung möglichst wenig beeinflusst. Die Stabilisierungsstrebe 22 weist gegenüber den Fins 20a, 20b, 20c, 20d, 21a, 21b, 21c, 21d eine größere Profilbreite auf.Overall, on the
Die Außen-Fins 20a, 20b, 20c, 20d weisen jeweils ein erstes Ende 201 auf, das an der Außenwandfläche 13 der Vordüse 10 angeordnet und mit der Vordüse 10 verbunden ist. Ferner weisen die Außen-Fins ein, dem ersten Ende 201 gegenüberliegendes zweites Ende 202 auf, das als freies Ende ausgebildet ist. Seitlich von dem zweiten Ende 202 stehen jeweils Fin-Endstücke 23 ab. In der Darstellung in der
Ausführungsform aus der
Die Fin-Endstücke 23, die an jedem der zweiten Enden 202 der Außen-Fins 20a bis 20d angebracht sind, sind in der Art von Platten ausgebildet und stehen einseitig seitlich von den Außen-Fins 20a bis 20d ab. Die der Vorderkante bzw. vorderen Stirnseite 205 der Außen-Fins 20a-20d zugewandte Kante 231 der als Platten ausgebildeten Fin-Endstücke 23 verläuft zur Hauptanströmungsrichtung 18 der Vordüse 10 seitlich und leicht schräg nach hinten. Die beiden seitlichen Kanten 232 der Fin-Endstücke 23 sind in etwa parallel zur Hauptanströmungsrichtung 18 ausgerichtet, während die Hinterkante 233 der Fin-Endstücke 23 im Wesentlichen orthogonal zu der Hauptanströmungsrichtung 18 verläuft. In Bezug auf die Längsrichtung der Außen-Fins 20a bis 20d stehen die Fin-Endstücke 23 unter einem Winkel von 90° bis 120° nach außen ab, wobei die Fin-Endstücke 23 im Falle eines rechtsdrehenden Propellers seitlich von den Außen-Fins 20a bis 20d in Propellerdrehrichtung vorstehen. Bei der Vorrichtung 100 aus der
Die Außen-Fins 20a bis 20d sind gepfeilt ausgebildet, wohingegen die Innen-Fins 21a bis 21d ungepfeilt ausgebildet sind. Dies ist im Detail in der Darstellung in der
Im Gegensatz dazu sind die Außen-Fins 20b bis 20d gepfeilt ausgebildet und zwar mit einer Vorderkantenpfeilung aufweisend. Entsprechend ist die Vorderkante 205 des Außen-Fins 20b unter einem Pfeilungswinkel β zur Orthogonalen 17a ausgerichtet. Dies gilt aufgrund der gleichen Ausbildung analog für die übrigen Außen-Fins. Die Hinterkanten 206 der Außen-Fins 20b bis 20d sind wiederum im Wesentlichen parallel zu den Orthogonalen 17a, 17b ausgerichtet, so dass die Hinterkante der Außen-Fins 20b bis 20d nicht gepfeilt, das heißt nicht unter einem Winkel zu den Orthogonalen angestellt, ist. Entsprechend verringert sich die Tiefe der Außen-Fins 20b bis 20d in Fahrtrichtung 37 vom ersten Ende 201 bis zum zweiten Ende 202 betrachtet. Dadurch, dass die Vorderkante 205 gradlinig ausgebildet ist, erfolgt die Verringerung von einem Ende 201 bis zum anderen Ende 202 kontinuierlich. Die in
In der
Im Gegensatz zur Ausführungsform nach den
Ferner ist in
- 100100
- Vorrichtungcontraption
- 1010
- Vordüseprenozzle
- 1111
- VordüsenwandVordüsenwand
- 1212
- innere Vordüsenwandflächeinner pre-nozzle wall surface
- 1313
- äußere Vordüsenwandflächeouter pre-nozzle wall surface
- 1414
- Propelleraufschlagende SeitePropelleraufschlagende side
- 1515
- Propellerabschlagende SeitePropeller rebounding side
- 1616
- Rotationsachse der VordüseRotation axis of the pre-nozzle
- 1717
- Orthogonale zur RotationsachseOrthogonal to the axis of rotation
- 1818
- HauptanströmungsrichtungHauptanströmungsrichtung
- 20, 20a, 20b, 20c, 20d20, 20a, 20b, 20c, 20d
- Außen-FinsOutdoor Fins
- 201201
- erstes Ende Außen-Finfirst end outer fin
- 202202
- zweites Ende Außen-Finsecond end outside fin
- 203203
- Saugseitesuction
- 204204
- Druckseitepressure side
- 205205
- vordere Stirnseitefront end
- 206206
- rückwärtige Stirnseiterearward face
- 21a, 21b, 21c, 21d21a, 21b, 21c, 21d
- Innen-FinsInside Fins
- 2222
- Stabilisierungsstrebestabilizing strut
- 2323
- Fin-EndstückeFin Tails
- 23a23a
- Übergangcrossing
- 3030
- Schiffskörperhull
- 3131
- Wellenlagershaft bearing
- 3232
- Propellerachsepropeller axis
- 3333
- Propellerpropeller
- 3434
- Vertikale MittenlinieVertical centerline
- 3535
- Horizontale MittenlinieHorizontal centerline
- 3636
- Ruderrudder
- 3737
- Fahrtrichtungdirection of travel
- αα
- Schnittwinkel zwischen Rotationsachse und PropellerachseCutting angle between rotation axis and propeller axis
- ββ
- Pfeilungswinkelsweep angle
Claims (18)
- A device (100) for reducing the drive power requirement of a watercraft, in particular a ship, comprising a fore-nozzle (10),
characterized in that
at least one outer fin (20a, 20b, 20c, 20d) projects outwards from the fore-nozzle (10) and that
a first end (201) of the at least one outer fin (20a, 20b, 20c, 20d) is fastened to the fore-nozzle (10) and a second end (202) of the at least one outer fin (20a, 20b, 20c, 20d) is configured as a free end. - The device according to claim 1,
characterized in that
at least one inner fin (21a, 21b, 21c, 21d) is disposed inside the fore-nozzle (10), wherein preferably a first end of the inner fin (21a, 21b, 21c, 21d) is disposed on an inner wall surface (12) of the fore-nozzle (10) and particularly preferably is fastened to the fore-nozzle (10). - The device according to claim 2,
characterized in that
the at least one inner fin (21a, 21b, 21c, 21d) is fastened with a second end to a shaft bearing (31), in particular a stern tube, configured for mounting of a propeller shaft of a propeller (33) of the watercraft. - The device according to any one of the preceding claims,
characterized in that
the at least one outer fin (20a, 20b, 20c, 20d) and/or the at least one inner fin (21a, 21b, 21c, 21d) is disposed radially to the longitudinal axis or the axis of rotation (16) of the fore-nozzle (10) or radially to the propeller axis (32) of a propeller (33) of the watercraft. - The device according to any one of the preceding claims,
characterized in that
a plurality of outer fins (20a, 20b, 20c, 20d) are provided, wherein in particular on the propeller upwards-turning side (14) of the fore-nozzle (10) more outer fins (20a, 20b, 20c, 20d) are provided than on the propeller downwards-turning side (15) of the fore-nozzle (10) and/or that the outer fins (20a, 20b, 20c, 20d) are arranged in such a manner that they form an asymmetric outer fin system. - The device according to any one of claims 2 to 5,
characterized in that
a plurality of inner fins (21a, 21b, 21c, 21d) are provided, wherein in particular on the propeller upwards-turning side (14) of the fore-nozzle (10) more inner fins (21a, 21b, 21c, 21d) are provided than on the propeller downwards-turning side (15) of the fore-nozzle (10) and/or that the inner fins (21a, 21b, 21c, 21d) are arranged in such a manner that they form an asymmetric inner fin system. - The device according to any one of claims 2 to 6,
characterized in that
the at least one outer fin (20a, 20b, 20c, 20d) is disposed in extension of the at least one inner fin (21a, 21b, 21c, 21d) and both together form a complete fin. - The device according to claim 7,
characterized in that
the length of the complete fin is greater than or smaller than the radius of a propeller (33) of the watercraft, preferably the length of the complete fin is a maximum of 90% of the radius of the propeller (33), particularly preferably the length of the complete fin is a maximum of 75% of the radius of the propeller (33). - The device according to any one of the preceding claims,
characterized in that
the at least one outer fin (20a, 20b, 20c, 20d) and/or the at least one inner fin (21a, 21b, 21c, 21d) is arranged at an angle of attack with respect to the propeller axis (32) and/or with respect to the longitudinal axis of the fore-nozzle (10), wherein in particular the at least one outer fin (20a, 20b, 20c, 20d) and the at least one inner fin (21a, 21b, 21c, 21d) have different angles of attack. - The device according to any one of the preceding claims,
characterized in that
the at least one outer fin (20a, 20b, 20c, 20d) has a free end (202) on which a fin end piece (23) protruding from the outer fin (20a, 20b, 20c, 20d) is provided. - The device according to claim 10,
characterized in that
the fin end piece (23) transforms into the free end of the outer fin (20a, 20b, 20c, 20d) at a radius or at an angle. - The device according to claim 10 or 11,
characterized in that
the fin end piece (23) protrudes only on one side or on both sides of the outer fin (20a, 20b, 20c, 20d) from the outer fin (20a, 20b, 20c, 20d), wherein in the case of a one-sided design the fin end piece (23) preferably protrudes on the suction side (203) of the at least one outer fin (20a, 20b, 20c, 20d). - The device according to any one of claim 2 to 12,
characterized in that
the at least one outer fin (20a, 20b, 20c, 20d) has a greater length than the at least one inner fin (21a, 21b, 21c, 21d), preferably the length of the at least one outer fin (20a, 20b, 20c, 20d) is at least one and a half times as great as the length of the at least one inner fin (21a, 21b, 21c, 21d), particularly preferably the length of the at least one outer fin (20a, 20b, 20c, 20d) is at least twice as great as the length of the at least one inner fin (21a, 21b, 21c, 21d). - The device according to any one of the preceding claims, characterized in that
the diameter of the fore-nozzle (10) is less than 70%, preferably less than 50%, particularly preferably less than 35%, of the diameter of a propeller (33) of the watercraft. - The device according to any one of the preceding claims,
characterized in that
the greatest profile thickness of the fore-nozzle (10) is less than 10%, preferably less than 7.5%, particularly preferably less than 6%, of the length of the fore-nozzle (10). - The device according to any one of the preceding claims,
characterized in that
inside the fore-nozzle (10) at least one stabilizing strut (22) is provided for stabilizing the fore-nozzle (10), wherein the stabilizing strut (22) is fastened with one end on the fore-nozzle (10) and with another end on a shaft bearing (31), in particular a stern tube, which is configured for mounting a propeller shaft of a propeller (33) of the watercraft, wherein the stabilizing strut (22) can be configured with or without a fin profile. - The device according to any one of the preceding claims,
characterized in that
the at least one outer fin (20a, 20b, 20c, 20d) and/or the at least one inner fin (21a, 21b, 21c, 21d) is configured as a sweptback fin. - The device according to claim 17, related back to claim 7,
characterized in that
the complete fin is configured as a sweptback fin.
Priority Applications (9)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL12184827T PL2591994T3 (en) | 2011-11-11 | 2012-09-18 | Device for lowering the fuel consumption of the propulsion of a watercraft |
KR1020120110542A KR101521772B1 (en) | 2011-11-11 | 2012-10-05 | Device for reducing the drive power requirements of a watercraft |
SG2012082327A SG190525A1 (en) | 2011-11-11 | 2012-11-07 | Device for reducing the drive power requirements of a watercraft |
TW101141551A TWI505966B (en) | 2011-11-11 | 2012-11-08 | Device for reducing the drive power requirements of a watercraft |
CA 2794875 CA2794875C (en) | 2011-11-11 | 2012-11-09 | Device for reducing the drive power requirements of a watercraft |
JP2012246958A JP5357319B2 (en) | 2011-11-11 | 2012-11-09 | Device for reducing ship driving force requirements |
US13/672,825 US8814496B2 (en) | 2011-11-11 | 2012-11-09 | Device for reducing the drive power requirements of a watercraft |
CN201210452132.9A CN103101610B (en) | 2011-11-11 | 2012-11-12 | Reduce the device that water craft driving power requires |
HK13108707.2A HK1181358A1 (en) | 2011-11-11 | 2013-07-24 | Device for reducing the driver power requirements of a watercraft |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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DE102011055304 | 2011-11-11 |
Publications (2)
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EP2591994B1 true EP2591994B1 (en) | 2014-06-18 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP12184827.9A Active EP2591994B1 (en) | 2011-11-11 | 2012-09-18 | Device for lowering the fuel consumption of the propulsion of a watercraft |
Country Status (14)
Country | Link |
---|---|
US (1) | US8814496B2 (en) |
EP (1) | EP2591994B1 (en) |
JP (1) | JP5357319B2 (en) |
KR (1) | KR101521772B1 (en) |
CN (1) | CN103101610B (en) |
CA (1) | CA2794875C (en) |
DK (1) | DK2591994T3 (en) |
ES (1) | ES2502475T3 (en) |
HK (1) | HK1181358A1 (en) |
HR (1) | HRP20140833T8 (en) |
PL (1) | PL2591994T3 (en) |
PT (1) | PT2591994E (en) |
SG (1) | SG190525A1 (en) |
TW (1) | TWI505966B (en) |
Families Citing this family (19)
Publication number | Priority date | Publication date | Assignee | Title |
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DE202013101943U1 (en) * | 2013-05-06 | 2013-06-11 | Becker Marine Systems Gmbh & Co. Kg | Device for reducing the power requirement of a watercraft |
CN103332280B (en) * | 2013-07-01 | 2017-09-29 | 中国船舶科学研究中心上海分部 | Radiance type preposed guide wheel |
CN103332281B (en) * | 2013-07-19 | 2017-03-08 | 上海船舶研究设计院 | Triangle conduit of prewhirling for dextrorotation single-blade ship |
KR101534284B1 (en) * | 2013-07-26 | 2015-07-07 | 에스티엑스마린서비스(주) | Apparatus for Improving Thrust of Ship |
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2012
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- 2012-09-18 PT PT121848279T patent/PT2591994E/en unknown
- 2012-09-18 PL PL12184827T patent/PL2591994T3/en unknown
- 2012-09-18 EP EP12184827.9A patent/EP2591994B1/en active Active
- 2012-09-18 ES ES12184827.9T patent/ES2502475T3/en active Active
- 2012-10-05 KR KR1020120110542A patent/KR101521772B1/en active IP Right Grant
- 2012-11-07 SG SG2012082327A patent/SG190525A1/en unknown
- 2012-11-08 TW TW101141551A patent/TWI505966B/en active
- 2012-11-09 JP JP2012246958A patent/JP5357319B2/en active Active
- 2012-11-09 CA CA 2794875 patent/CA2794875C/en active Active
- 2012-11-09 US US13/672,825 patent/US8814496B2/en active Active
- 2012-11-12 CN CN201210452132.9A patent/CN103101610B/en active Active
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HK1181358A1 (en) | 2013-11-08 |
JP2013103717A (en) | 2013-05-30 |
SG190525A1 (en) | 2013-06-28 |
PL2591994T3 (en) | 2015-03-31 |
TW201332838A (en) | 2013-08-16 |
PT2591994E (en) | 2014-09-18 |
US8814496B2 (en) | 2014-08-26 |
ES2502475T3 (en) | 2014-10-03 |
JP5357319B2 (en) | 2013-12-04 |
CN103101610A (en) | 2013-05-15 |
HRP20140833T8 (en) | 2014-12-19 |
KR101521772B1 (en) | 2015-05-20 |
HRP20140833T1 (en) | 2014-10-10 |
CA2794875C (en) | 2015-04-28 |
KR20130052505A (en) | 2013-05-22 |
EP2591994A1 (en) | 2013-05-15 |
CA2794875A1 (en) | 2013-05-11 |
CN103101610B (en) | 2016-04-13 |
US20130121837A1 (en) | 2013-05-16 |
DK2591994T3 (en) | 2014-09-15 |
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