EP2591994B1 - Dispositif de réduction de la cosommation de combustible de la propulsion d'une embarcation - Google Patents

Dispositif de réduction de la cosommation de combustible de la propulsion d'une embarcation Download PDF

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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.)
Active
Application number
EP12184827.9A
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German (de)
English (en)
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EP2591994A1 (fr
Inventor
Dirk Lehmann
Friedrich Mewis
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Becker Marine Systems GmbH and Co KG
Original Assignee
Becker Marine Systems GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Becker Marine Systems GmbH and Co KG filed Critical Becker Marine Systems GmbH and Co KG
Priority to PL12184827T priority Critical patent/PL2591994T3/pl
Priority to KR1020120110542A priority patent/KR101521772B1/ko
Priority to SG2012082327A priority patent/SG190525A1/en
Priority to TW101141551A priority patent/TWI505966B/zh
Priority to US13/672,825 priority patent/US8814496B2/en
Priority to JP2012246958A priority patent/JP5357319B2/ja
Priority to CA 2794875 priority patent/CA2794875C/fr
Priority to CN201210452132.9A priority patent/CN103101610B/zh
Publication of EP2591994A1 publication Critical patent/EP2591994A1/fr
Priority to HK13108707.2A priority patent/HK1181358A1/zh
Application granted granted Critical
Publication of EP2591994B1 publication Critical patent/EP2591994B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • 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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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Turbine Rotor Nozzle Sealing (AREA)
  • Nozzles (AREA)
  • Hydraulic Turbines (AREA)

Claims (18)

  1. Dispositif (100) pour réduire le besoin de puissance motrice d'un navire, en particulier d'un bateau, comprenant une pré-buse (10),
    caractérisé en ce qu'au moins une ailette extérieure (20a, 20b, 20c, 20d) fait saillie vers l'extérieur depuis la pré-buse (10), et
    qu'une première extrémité (201) de l'au moins une ailette extérieure (20a, 20b, 20c, 20d) est fixée sur la pré-buse (10) et une seconde extrémité (202) de l'au moins une ailette extérieure (20a, 20b, 20c, 20d) est formée en tant extrémité libre.
  2. Dispositif selon la revendication 1,
    caractérisé en ce qu'
    au moins une ailette intérieure (21a, 21b, 21c, 21d) est disposée à l'intérieur de la pré-buse (10), sachant que de préférence, une première extrémité de l'ailette intérieure (21a, 21b, 21c, 21d) est disposée sur une paroi intérieure (12) de la pré-buse (10) et est fixée de préférence particulièrement sur la pré-buse (10).
  3. Dispositif selon la revendication 2,
    caractérisé en ce que
    l'au moins une ailette intérieure (21a, 21b, 21c, 21d) est fixée par une seconde extrémité à un palier d'arbre (31), en particulier un tube Steven, lequel est conçu pour soutenir un arbre d'une hélice (33) du navire.
  4. Dispositif selon l'une des revendications précédentes,
    caractérisé en ce que
    l'au moins ailette extérieure (20a, 20b, 20c, 20d) et/ou l'au moins une ailette intérieure (21a, 21b, 21c, 21d) sont disposées radialement à l'axe longitudinal ou à l'axe de rotation (16) de la pré-buse (10) ou radialement à l'axe (32) d'une hélice (33) du navire.
  5. Dispositif selon l'une des revendications précédentes,
    caractérisé en ce que
    plusieurs ailettes extérieures (20a, 20b, 20c, 20d) sont prévues, sachant qu'en particulier plus d'ailettes extérieures (20a, 20b, 20c, 20d) sont disposées sur le côté percutant d'hélice (14) de la pré-buse (10) que sur le côté refoulant d'hélice (15) de la pré-buse (10) et/ou que les ailettes extérieures (20a, 20b, 20c, 20d) sont ainsi disposées que celles-ci forment un système d'ailettes extérieures asymétrique.
  6. Dispositif selon l'une des revendications 2 à 5,
    caractérisé en ce que
    plusieurs ailettes intérieures (21a, 21b, 21c, 21d) sont prévues, sachant qu'en particulier plus d'ailettes intérieures (21a, 21b, 21c, 21d) sont disposées sur le côté percutant d'hélice (14) de la pré-buse (10) que sur le côté refoulant d'hélice (15) de la pré-buse (10) et/ou que les ailettes intérieures (21a, 21b, 21c, 21d) sont ainsi disposées que celles-ci forment un système d'ailettes intérieures asymétrique.
  7. Dispositif selon l'une des revendications 2 à 6,
    caractérisé en ce que
    l'au moins une ailette extérieure (20a, 20b, 20c, 20d) est disposée dans le prolongement de l'au moins une ailette intérieure (21a, 21b, 21c, 21d) et qu'elles forment ensemble une ailette intégrale.
  8. Dispositif selon la revendication 7,
    caractérisé en ce que
    la longueur de l'ailette intégrale est supérieure ou inférieure au rayon d'une hélice (33) du navire, de préférence, la longueur de l'ailette intégrale fait au maximum 90 % du rayon de l'hélice (33), de préférence en particulier, la longueur de l'ailette intégrale fait au maximum 75 % du rayon de l'hélice (33).
  9. Dispositif selon l'une des revendications précédentes,
    caractérisé en ce que
    l'au moins une ailette extérieure (20a, 20b, 20c, 20d) et/ou l'au moins une ailette intérieure (21a, 21b, 21c, 21d) sont disposées dans un angle d'incidence par rapport à l'axe de l'hélice (32) et/ou l'axe longitudinal de la pré-buse (10), sachant qu'en particulier, l'au moins une ailette extérieure (20a, 20b, 20c, 20d) et l'au moins une ailette intérieure (21a, 21b, 21c, 21d) présentent des angles d'incidence différents.
  10. Dispositif selon l'une des revendications précédentes,
    caractérisé en ce que
    l'au moins une ailette extérieure (20a, 20b, 20c, 20d) présente une extrémité libre (202) sur laquelle une extrémité d'ailette (23) éloignée de l'ailette extérieure (20a, 20b, 20c, 20d) est prévue.
  11. Dispositif selon la revendication 10,
    caractérisé en ce que
    l'extrémité d'ailette (23) passe dans l'extrémité libre de l'ailette extérieure (20a, 20b, 20c, 20d), dans un rayon ou dans un angle.
  12. Dispositif selon la revendication 10 ou 11,
    caractérisé en ce que
    l'extrémité d'ailette (23) est éloignée de l'ailette extérieure (20a, 20b, 20c, 20d) uniquement d'un côté ou des deux côtés de l'ailette extérieure (20a, 20b, 20c, 20d), sachant que lorsque elle l'est d'un côté seulement, l'extrémité d'ailette (23) est éloignée de préférence vers le côté aspiration (203) de l'au moins une ailette extérieure (20a, 20b, 20c, 20d).
  13. Dispositif selon l'une des revendications 2 à 12,
    caractérisé en ce que
    l'au moins une ailette extérieure (20a, 20b, 20c, 20d) présente une longueur supérieure à l'au moins une ailette intérieure (21a, 21b, 21c, 21d), de préférence, la longueur de l'au moins une ailette extérieure (20a, 20b, 20c, 20d) fait une fois et demie la longueur de l'au moins une ailette intérieure (21a, 21b, 21c, 21d), de préférence particulièrement, la longueur de l'au moins une ailette extérieure (20a, 20b, 20c, 20d) fait au moins le double de la longueur de l'au moins une ailette intérieure (21a, 21b, 21c, 21d).
  14. Dispositif selon l'une des revendications précédentes,
    caractérisé en ce que
    le diamètre de la pré-buse (10) fait de préférence moins de 70 %, de préférence moins de 50 %, de préférence particulièrement moins de 35 % du diamètre d'une hélice (33) du navire.
  15. Dispositif selon l'une des revendications précédentes,
    caractérisé en ce que
    la plus grande épaisseur de profilé de la pré-buse (10) fait moins de 10 %, de préférence moins de 7,5 %, de préférence particulièrement moins de 6 % de la longueur de la pré-buse (10).
  16. Dispositif selon l'une des revendications précédentes,
    caractérisé en ce qu'
    au moins une potence de stabilisation (22) pour stabiliser la pré-buse (10) est disposée à l'intérieur de la pré-buse (10), sachant que la potence de stabilisation (22) est fixée par une extrémité à la pré-buse (10) et par une autre extrémité à un palier d'arbre (31), en particulier un tube Steven, lequel est conçu pour soutenir un arbre d'une hélice (33) du navire, sachant que la potence de stabilisation (22) peut être conçue avec ou sans profilé d'ailette.
  17. Dispositif selon l'une des revendications précédentes,
    caractérisé en ce que
    l'au moins une ailette extérieure (20a, 20b, 20c, 20d) et/ou l'au moins une ailette intérieure (21a, 21b, 21c, 21d) sont conçues en flèche.
  18. Dispositif selon la revendication 17, en référence à la revendication 7,
    caractérisé en ce que
    l'ailette intégrale est en flèche continue.
EP12184827.9A 2011-11-11 2012-09-18 Dispositif de réduction de la cosommation de combustible de la propulsion d'une embarcation Active EP2591994B1 (fr)

Priority Applications (9)

Application Number Priority Date Filing Date Title
PL12184827T PL2591994T3 (pl) 2011-11-11 2012-09-18 Urządzenie do zmniejszania zapotrzebowania na moc napędową pojazdu wodnego
KR1020120110542A KR101521772B1 (ko) 2011-11-11 2012-10-05 선박의 구동력 필요조건들을 감소시키기 위한 장치
SG2012082327A SG190525A1 (en) 2011-11-11 2012-11-07 Device for reducing the drive power requirements of a watercraft
TW101141551A TWI505966B (zh) 2011-11-11 2012-11-08 降低水上運輸工具的驅動力需要之裝置
US13/672,825 US8814496B2 (en) 2011-11-11 2012-11-09 Device for reducing the drive power requirements of a watercraft
JP2012246958A JP5357319B2 (ja) 2011-11-11 2012-11-09 船舶の駆動力要件を低減するための装置
CA 2794875 CA2794875C (fr) 2011-11-11 2012-11-09 Dispositif reduisant les exigences d'alimentation moteur d'une embarcation
CN201210452132.9A CN103101610B (zh) 2011-11-11 2012-11-12 降低水运工具驱动功率要求的装置
HK13108707.2A HK1181358A1 (zh) 2011-11-11 2013-07-24 降低水運工具驅動功率要求的裝置

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102011055304 2011-11-11

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EP2591994A1 EP2591994A1 (fr) 2013-05-15
EP2591994B1 true EP2591994B1 (fr) 2014-06-18

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US (1) US8814496B2 (fr)
EP (1) EP2591994B1 (fr)
JP (1) JP5357319B2 (fr)
KR (1) KR101521772B1 (fr)
CN (1) CN103101610B (fr)
CA (1) CA2794875C (fr)
DK (1) DK2591994T3 (fr)
ES (1) ES2502475T3 (fr)
HK (1) HK1181358A1 (fr)
HR (1) HRP20140833T8 (fr)
PL (1) PL2591994T3 (fr)
PT (1) PT2591994E (fr)
SG (1) SG190525A1 (fr)
TW (1) TWI505966B (fr)

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Publication number Publication date
HK1181358A1 (zh) 2013-11-08
EP2591994A1 (fr) 2013-05-15
US20130121837A1 (en) 2013-05-16
TWI505966B (zh) 2015-11-01
CA2794875C (fr) 2015-04-28
ES2502475T3 (es) 2014-10-03
PT2591994E (pt) 2014-09-18
CN103101610A (zh) 2013-05-15
HRP20140833T1 (hr) 2014-10-10
DK2591994T3 (da) 2014-09-15
SG190525A1 (en) 2013-06-28
JP5357319B2 (ja) 2013-12-04
JP2013103717A (ja) 2013-05-30
CA2794875A1 (fr) 2013-05-11
TW201332838A (zh) 2013-08-16
CN103101610B (zh) 2016-04-13
KR20130052505A (ko) 2013-05-22
KR101521772B1 (ko) 2015-05-20
HRP20140833T8 (en) 2014-12-19
US8814496B2 (en) 2014-08-26
PL2591994T3 (pl) 2015-03-31

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