EP2594478A1 - Agencement à hélice, notamment pour bateaux - Google Patents

Agencement à hélice, notamment pour bateaux Download PDF

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Publication number
EP2594478A1
EP2594478A1 EP12191460.0A EP12191460A EP2594478A1 EP 2594478 A1 EP2594478 A1 EP 2594478A1 EP 12191460 A EP12191460 A EP 12191460A EP 2594478 A1 EP2594478 A1 EP 2594478A1
Authority
EP
European Patent Office
Prior art keywords
propeller
fin
stator
rotor
fins
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP12191460.0A
Other languages
German (de)
English (en)
Other versions
EP2594478B1 (fr
Inventor
Dirk Lehmann
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 PL12191460T priority Critical patent/PL2594478T3/pl
Priority to TW101141557A priority patent/TWI510407B/zh
Priority to US13/674,186 priority patent/US9328613B2/en
Priority to KR1020120129803A priority patent/KR101574105B1/ko
Priority to SG2012083788A priority patent/SG190535A1/en
Priority to CA2795760A priority patent/CA2795760C/fr
Priority to JP2012251722A priority patent/JP5770705B2/ja
Priority to CN201210469489.8A priority patent/CN103121502B/zh
Publication of EP2594478A1 publication Critical patent/EP2594478A1/fr
Application granted granted Critical
Publication of EP2594478B1 publication Critical patent/EP2594478B1/fr
Priority to HRP20150991TT priority patent/HRP20150991T1/hr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • F01D5/12—Blades
    • F01D5/14—Form or construction
    • 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
    • B63H1/18—Propellers with means for diminishing cavitation, e.g. supercavitation
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • 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
    • B63H2001/283—Propeller hub caps with fins having a pitch different from pitch of propeller blades, or a helix hand opposed to the propellers' helix hand

Definitions

  • the invention relates to a propeller arrangement, in particular for a propulsion system of a watercraft, for example a ship, comprising a propeller, which is rotatable about a propeller axis.
  • Most marine vehicles include a propulsion system that includes a propeller rotatable about a propeller axis.
  • a propulsion system that includes a propeller rotatable about a propeller axis.
  • Object of the present invention is now to provide a propeller assembly, with which the hub vortex further reduced and the efficiency can thus be further improved.
  • a propeller arrangement in particular for a drive system of a watercraft, comprising a propeller, which is rotatable about a propeller axis, further provided at least one rotor fin is.
  • the rotor fin is expediently designed like a wing and freely rotatable about the propeller axis. Accordingly, the rotor fin is free-rotating or unpowered, that is, it has no separate drive for rotation about the propeller axis, but is optionally driven by the respective prevailing environmental conditions, in particular by the prevailing water flow, for rotation about the propeller axis.
  • the at least one rotor Fin propellerabstrom solution, ie in the outflow of (propeller), arranged.
  • the at least one rotor fin is located in the direction of the ship behind the propeller. This ensures that the outflow of the propeller meets the at least one rotor fin and this is expediently designed such that it is thereby set in rotation.
  • the rotor fin is designed such that it influences the propeller effluent in such a way that the vortex formation in the region of the hub, ie the so-called hub vortex, is reduced.
  • This can be achieved, for example, by the fact that the rotor fin produces a counter-rotation with respect to the twisting in the flow from the propeller in the region of the hub, which then leads to an overall homogenization of the flow of the propeller in the hub region and thus to a more laminar flow.
  • This effect is achieved in particular by the freely rotatable design of the rotor-fin.
  • the invention freely rotatable rotor fin compared to the known from the prior art, fixedly mounted on the hub cap and forcibly mitfitenden with the propeller fins on a variable speed on the configuration of the storage and the flow, for example, the velocity of the flow, Degree of twisting, etc., depends.
  • This results in an improved flow pattern of the propeller exhaust flow in the region of the hub and thus an overall better efficiency.
  • the overall drive power of the propeller is thereby sustainably improved.
  • the rotational speed of the free-rotating at least one rotor-Fins will be lower than that of the propeller. However, this does not necessarily have to be the case in every operating state.
  • the diameter of a circular path described by the rotation of the at least one rotor fin is smaller than the diameter of the propeller.
  • the circular path is described by the outermost tip of the rotor-Fins, viewed in the radial direction of the propeller axis. This imaginary circular path is created by a full rotation of the rotor-Fins.
  • the rotor-fin surface spanned by the at least one rotor fin during a full rotation is smaller or has a smaller diameter than the propeller surface spanned by the propeller.
  • the length of the rotor-fin is less than the length of the propeller blades.
  • the diameter of the circular path of the at least one rotor fin is less than 75%, particularly less than 55% and in particular less than 35% of the diameter of the propeller. If the diameter of the rotor fin were larger and thus the individual rotor fin blades viewed in the radial direction longer, could possibly be a negative effect on the propeller flow and there might be strength problems at least one rotor fin.
  • the rotor fin can basically be made of any suitable material. Preferably, stainless steel or other suitable metal is used to make the rotor fin.
  • any flow guide body which is designed to actively influence the flow to a non-insignificant extent can be used as a rotor fin.
  • the rotor fin may be formed in the form of a fin.
  • the rotor fin may be formed with or without airfoil profile. In training with airfoil, the fin has a pressure and a suction side, wherein then in particular the suction side arcuately arched outward and the pressure side can be formed substantially flat.
  • the profile of the rotor-Fins over the length considered uniform or different.
  • the profile of the rotor-fin may be turned, ie twisted, in itself.
  • the at least one rotor fin has a free end.
  • the free end of the opposite end of the rotor-Fins is expediently attached to a rotary bearing, which allows the rotation about the propeller axis.
  • the free end is therefore generally farthest from the propeller axis, as viewed in the radial direction from the propeller axis.
  • the term "free end" is to be understood that this end portion of the rotor-fin is not attached to another component.
  • no nozzle or turbine ring is provided around the free end portion of the rotor fin, d. h., The at least one rotor fin is not disposed within a nozzle or turbine ring.
  • the propeller assembly according to the invention is particularly suitable for fixed propellers.
  • the term "fixed propeller” is understood in the present case to mean those propellers which, although rotatable about the propeller axis, are not pivotable about a rudder axis for controlling the watercraft.
  • the at least one rotor fin is expediently arranged on or in the region of the propeller hub of the propeller.
  • the at least one rotor fin will also be mounted on the hub, so that it is freely rotatably mounted on the hub.
  • the at least one rotor fin may also be arranged on a component placed on the hub, for example a separate hub end piece or the like.
  • the rotor fin is arranged in the region of the (free) hub end.
  • At least one stator fin which rotates with the propeller, is also provided.
  • the at least one stator fin is expediently arranged between the freely rotatable rotor fin and the propeller. Accordingly, in a preferred arrangement, the at least one stator fin in the axial direction behind the propeller and behind the at least one stator fin, in turn, the at least one rotor fin arranged.
  • the term "co-rotating" is to be understood in the present case that the stator Fin forced to rotate in unison with the propeller, d. H. at the same speed and frequency. Conveniently, therefore, the stator fin is connected directly to the propeller or to the propeller hub.
  • the at least one stator fin comprises a fin, ie a fin for non-insignificant influencing of the flow.
  • a fin ie a fin for non-insignificant influencing of the flow.
  • the length of the fin or fin blade of the at least one stator fin is not longer than the length of the propeller blades.
  • a circular path described by the stator fin during rotation can have a smaller diameter than the diameter of the propeller.
  • the circular path of the stator fin is preferably less than 75%, particularly preferably less than 55%, in particular less than 35%, of the diameter of the propeller.
  • the length of the stator fins the length of the rotor-Fins - each viewed in the radial direction - correspond.
  • other dimensioning and design aspects such as the angle of attack or the depth of the fins in the axial direction, similar or similar to the rotor fin may be different.
  • the at least one stator fin is offset by an angle relative to the propeller blades of the propeller.
  • the stator fin as viewed over the circumference of the propeller hub, is mounted at different positions on the propeller hub than the propeller blades. If a plurality of stator fins are provided, advantageously all the stator fins, and particularly preferably each, are to be arranged at the same distance offset from the propeller blades. The staggered arrangement results in a more favorable hydrodynamic efficiency.
  • the stator Fin is arranged such that it is arranged in the circumferential direction approximately centrally disposed between two propeller blades.
  • stator fin viewed in the circumferential direction on the route from one propeller blade to the other propeller blades (each viewed from the propeller blade center) in the range between 25% and 75% of the total distance, preferably in Range between 35% and 65% of the total distance (in each case on the basis of the center of the stator fin) is arranged.
  • a number of rotor fins and / or a number of stator fins are provided.
  • the plurality of rotor fins and the plurality of stator fins are expediently arranged in the axial direction at the same height and distributed over the circumference. Particularly preferably, the distribution is uniform over the circumference, ie at equal intervals.
  • the rotor fins and / or the stator fins may each be the same in terms of their design (shape, size, material, etc.) may be formed. Basically, the number of rotor fins and / or the stator fins is not limited.
  • stator fins and / or stator fins Preferably, two to seven rotor fins and / or stator fins, more preferably three to five rotor fins and / or stator fins are provided.
  • the stator fins and / or the rotor fins may each have an equal length.
  • the number of rotor fins and / or the stator fins may correspond to the number of propeller blades.
  • the stator fins be offset from the propeller blades to be arranged, in which case viewed in the axial direction between two propeller blades in each case a stator fin is arranged.
  • the respective portion of a propeller blade at the turbulent outflow of the propeller is assigned to a respective stator, so that then a particularly efficient setting or alignment of the stator fins can be done.
  • the at least one rotor fin and / or the at least one stator fin is arranged at an angle of attack with respect to the propeller axis.
  • the angle of attack is included, for example, between a longitudinal axis of the fin in a cross-sectional view and the propeller axis or a parallel to the propeller axis.
  • the individual rotor fins and / or stator fins can each have the same or different angles of attack. It is also possible to arrange all rotor fins with a predetermined angle of attack and all stator fins with a different predetermined angle of attack.
  • the employment of the stator fins and the rotor fins is preferably in the same direction, for example both to port or both to starboard.
  • a propeller blade is set in the same direction as the stator fins and / or the rotor fins.
  • the stator fins and / or the rotor fins may have the same angle of attack as the propeller blades or different thereto. If the individual rotor fins and / or stator fins are twisted or twisted, different pitch angles for the individual fin are also obtained in sections. In particular, the pitch angle can be between 10 ° and 80 °, preferably 25 ° to 70 ° preferably 40 ° to 60 °.
  • the stator fins and / or the rotor fins are preferably arranged fixed with respect to their angle of attack. Basically, however, an adjustable arrangement that allows adjustment of the angle of attack, conceivable.
  • the optimum angle of attack can vary depending on the particular circumstances (eg propeller size, propeller speed, propeller blade profile, etc.) from one propeller arrangement to another.
  • the at least one rotor fin and / or the at least one stator fin extend radially to the propeller axis.
  • a stator body is provided, the front end, d. H. at the free end, located at the propeller hub of the propeller and firmly connected to the propeller hub.
  • the at least one stator fin is arranged on this stator body and expediently also attached thereto.
  • the at least one stator fin and the stator body may be formed as an integral unit.
  • the bearing for the at least one rotor fin is expediently designed to be lubricated with water. Accordingly, it is not oil lubricated and not formed sealed or sealed. This has the advantage that no complex lubrication / sealing system must be provided, which reduces the manufacturing and maintenance costs of storage.
  • the bearing is preferably designed as a combined axial and radial bearings. In principle, however, it is also possible to provide two or more separate bearings for mounting the rotor finger in radial as well as in axial direction.
  • the bearing is preferably designed as a plain bearing and provided on the propeller hub or on the stator body.
  • the bearing can be designed to be self-lubricating.
  • Self-lubricating bearings are also called “solid friction bearings” because they generally experience solid friction. This is due to a self-lubrication property of one of the bearing partners or one of the two bearing elements. These bearings do not require additional lubrication, since solid lubricants are embedded in the material from which the layers are made Micro-wear causes the surface of the company to reach the surface and thus reduce friction and wear on the bearings.
  • one of the two mutually movable bearing elements made of plastic or plastic composite and / or ceramic materials is formed for the formation of the self-lubricating bearing.
  • a part of the bearing or one of the bearing elements of the bearing can be made of PTFE or ACM.
  • the other bearing part or the bearing partner is preferably made of metal, for example bronze or brass.
  • the movable, second bearing part or bearing partner may preferably be formed as a bearing ring, in particular bronze ring, wherein suitably the at least one rotor fin is fixedly attached to this second bearing element.
  • the at least one rotor fin is arranged in the axial direction at a small distance from the propeller.
  • the distance can be a maximum of 0.8 times the diameter of the propeller, preferably at most 0.5 times the diameter of the propeller, particularly preferably at most 0.3 times the diameter of the propeller.
  • an arrangement may be provided at a pitch of 0.2 times the propeller diameter or less.
  • the arrangement of the at least one rotor-fins is to be provided at a small distance from the propeller on the downstream side of the propeller.
  • the propeller assembly 100 includes a marine propeller 10 that includes a propeller hub 11 fixedly connected to a propeller shaft (not shown).
  • the propeller shaft extends along a propeller shaft 13.
  • the propeller shaft is mounted in a shaft bearing 12, which is designed here as a sterntube. End side of the shaft bearing 12, the propeller hub 11 is arranged. From the propeller hub 11 are in the radial direction of the propeller axis 13, five propeller blades 14 before.
  • the propeller blades 14 are arranged distributed over the circumference of the propeller hub 11 evenly distributed.
  • each propeller blade 14 each have an angle of incidence relative to the propeller axis 13, the propeller blades 14 being twisted or twisted toward one another along their length in the radial direction, so that different angles of incidence prevail depending on the section of the propeller blade 14.
  • the shape of each propeller blade 14 is the same.
  • five stator fins 20 are arranged behind the propeller 10.
  • the term "navigation direction" is to be understood here as the direction of travel of the ship or watercraft when driving forwards.
  • the stator fins 20 are arranged on a stator body 21 (see Fig. 4 ), which in turn is fixedly connected to the propeller hub 11.
  • stator fins 20 rotate with rotation of the propeller shaft with the propeller hub 11 and thus with the propeller 10 forcibly with.
  • the stator fins 20 are formed as substantially flat, plate-like (fin) bodies toward both fin sides.
  • the stator fins 20 have an angle of attack relative to the propeller axis 13. This angle of attack is about 45 °.
  • the angle of attack of the stator fins is greater than the average angle of attack of the propeller blades.
  • the rotor fins 30 Seen in the direction of ship 15 behind the stator fins 20 five rotor fins 30 are also provided.
  • the rotor fins 30 are fixed to a bearing ring 41 of a sliding bearing 40 (see in particular Fig. 4 ) appropriate.
  • the rotor fins 30 are arranged distributed at a uniform distance around the bearing ring 41 and are freely rotatable about the propeller axis 13.
  • the rotor fins 30 are provided with flat sides, plate-shaped guide or fin body, which has an angle of attack to the propeller axis 13 have.
  • the angle of attack has the same direction as that of the stator fins 20 or the propeller blades 14, however, the angle of attack of the rotor fins 30 has a smaller amount than the pitch of the stator fins 20 or the propeller blades 14.
  • the individual rotor fins 30th are the same in terms of their shape and angle of attack.
  • Both the rotor fins 30 and the stator fins 20 are formed of noble metal.
  • the bearing ring 41 is made of bronze. In particular from the Fig. 3 It can be seen that the radial length of the stator fins 20 and the rotor fins 30 is approximately equal and the length of a fin 20, 30 is only about 10% to 20%, in particular 15%, of the length of a propeller blade 14.
  • the diameter 31 of the circular path described by the rotation of the rotor fins 30 is correspondingly much smaller than the diameter 16 of the propeller 10. In particular, the diameter 31 of the rotor fins 30 is only about 25% of the diameter 16 of the propeller 10. Der Diameter 31 of the rotor fins 30 also corresponds approximately to the diameter of a circular path described by the stator fins 20 due to the similar radial lengths.
  • the individual stator fins 20 are each arranged approximately directly behind a propeller blade 14 in the axial direction.
  • Fig. 4 shows a sectional view through the viewed in direction of ship 15 rear part of the propeller assembly 100.
  • a stator body 21 is placed on the front end portion 11a of the propeller hub 11.
  • the stator body 21 has a similar diameter to the propeller hub 11.
  • the stator body 21 has a taper 22. This taper is also cylindrical as the other portion of the stator body 21. This results in a stepped outer contour of the stator body 21 with a laterally over the Rejuvenation region 22 protruding outside area 23.
  • stator fins 20 protrude radially outwards. These are preferably formed integrally with the stator body 21.
  • the stator fins 20 have a substantially rectangular plan, wherein the two remote from the hub 11 corner portions 201, 202 are rounded. A front portion 203 of the stator fins 20 projects beyond a portion of the propeller hub 11. On the other side (in the axial direction towards the rear), the stator fin 20 terminates approximately flush with the outer portion 23 of the stator body 21.
  • the taper portion 22 of the stator body 21 has a peripheral surface 221 and an end surface 222.
  • a bearing sleeve 42 made of plastic is firmly attached on the peripheral surface 221.
  • On this bearing sleeve 42 is also the bearing ring 41 of the rotor fins 30, which is formed of bronze.
  • the bearing sleeve 42 has self-lubricating properties, so that a total of a self-lubricating sliding bearing 40 results.
  • the rotor fins 30 can rotate freely with the bearing ring 41 on the bearing sleeve 42. In the axial direction, the bearing ring 41 is enclosed in each case by two bearing rings 43, 44 aligned perpendicular to the propeller axis 13 and likewise formed from a self-lubricating plastic material.
  • the bearing ring 43 is fixedly arranged on the end face of the outer region portion 23 of the stator body 21.
  • the bearing ring 44 is fixedly arranged on an end cap 50, which in turn is fastened with bolts 51 to the taper 22 of the stator body and bears against the end face 222.
  • the sliding bearing 40 consists of the bearing sleeve 42, the bearing ring 41 on which the rotor fins 30 are mounted, and the two transverse to the propeller shaft 13 aligned bearing rings 43, 44.
  • the sliding bearing 40 is thus formed as a combined axial and radial bearings.
  • the rotor fins 30 have a substantially rectangular ground plan, wherein the two of the propeller hub 11 and the stator body 21 remote corner portions 301, 302 are rounded. A back Part 303 projects beyond the end cap 50 and terminates approximately flush with this. On the opposite side (seen in the axial direction forward), the leading edge 304 of the rotor-fin 30 is located practically directly behind the trailing edge 204 of the stator-fins. D. h., The stator fins 20 and the rotor fins 30 follow in the axial direction immediately one behind the other. Likewise, the stator fins 20 are also arranged only at an extremely short distance from the propeller 10.
  • Fig. 5 shows a front view of a propeller assembly 100 according to the invention with stator fins 20 which are arranged offset relative to the propeller blades 14.
  • the stator fins 20 are arranged approximately centrally between two propeller blades 14, ie the stator fins 20 are arranged in the circumferential direction on the path from one propeller blade 14 to the next propeller blade 14.
  • the distance from one propeller blade 14 to the next is measured circumferentially from a propeller blade center CP1 of a first propeller blade 14a to a propeller blade center CP2 of a second propeller blade 14b.
  • a stator fin 20 is interposed between two propeller blades 14a, 14b when a center point CP3 of the stator fin 20 extends circumferentially (or circumferentially concentric and parallel) between the first propeller blade center CP1 and the first second propeller wing center CP2 is located.
  • the centers CP1, CP2, and CP3 may be defined as the geometric centroids of the areas covered by a propeller blade 14 or stator fin 20, in the direction of the propeller axis 13.
  • the center may also be defined as the center of mass of a propeller blade 14 or stator fin 20. Other definitions are also possible.
  • first line L1 through the propeller shaft 13 and the first propeller blade center CP1, a second line L2 through the propeller shaft 13 and the second propeller center CP2, and a third line L3 through the propeller shaft 13 and the center CP3 of the stator fin 20 are considered , wherein the lines L1, L2 and L3 are at right angles to the propeller axis 13 and extend radially outwardly, an angle A1 included between the first and second lines L 1, L2 becomes approximately equal in two through the third line L3 Angle, a second angle A2 and a third angle A3, divided.
  • approximately equal means that the second angle A2 (or equivalently the complementary angle A3) is between 25% and 75% of the first angle A1.

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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)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Motor Power Transmission Devices (AREA)
  • Friction Gearing (AREA)
EP12191460.0A 2011-11-18 2012-11-06 Agencement à hélice, notamment pour bateaux Not-in-force EP2594478B1 (fr)

Priority Applications (9)

Application Number Priority Date Filing Date Title
PL12191460T PL2594478T3 (pl) 2011-11-18 2012-11-06 Układ śmigła, zwłaszcza do pojazdów wodnych
TW101141557A TWI510407B (zh) 2011-11-18 2012-11-08 特別用於水上運輸工具之推進器裝置
US13/674,186 US9328613B2 (en) 2011-11-18 2012-11-12 Propeller arrangement, in particular for watercraft
SG2012083788A SG190535A1 (en) 2011-11-18 2012-11-15 Propeller arrangement, in particular for watercraft
KR1020120129803A KR101574105B1 (ko) 2011-11-18 2012-11-15 선박의 구동 시스템용 프로펠러 장치
CA2795760A CA2795760C (fr) 2011-11-18 2012-11-16 Dispositif d'helice, en particulier pour une embarcation
JP2012251722A JP5770705B2 (ja) 2011-11-18 2012-11-16 特に船舶のためのプロペラ装置
CN201210469489.8A CN103121502B (zh) 2011-11-18 2012-11-19 尤其用于船舶的推进器装置
HRP20150991TT HRP20150991T1 (hr) 2011-11-18 2015-09-18 Sklop propelera, naroäśito za plovilo

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102011055515A DE102011055515A1 (de) 2011-11-18 2011-11-18 Propelleranordnung, insbesondere für Wasserfahrzeuge

Publications (2)

Publication Number Publication Date
EP2594478A1 true EP2594478A1 (fr) 2013-05-22
EP2594478B1 EP2594478B1 (fr) 2015-06-24

Family

ID=47143698

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12191460.0A Not-in-force EP2594478B1 (fr) 2011-11-18 2012-11-06 Agencement à hélice, notamment pour bateaux

Country Status (15)

Country Link
US (1) US9328613B2 (fr)
EP (1) EP2594478B1 (fr)
JP (1) JP5770705B2 (fr)
KR (1) KR101574105B1 (fr)
CN (1) CN103121502B (fr)
CA (1) CA2795760C (fr)
DE (1) DE102011055515A1 (fr)
DK (1) DK2594478T3 (fr)
ES (1) ES2546427T3 (fr)
HK (1) HK1184420A1 (fr)
HR (1) HRP20150991T1 (fr)
PL (1) PL2594478T3 (fr)
PT (1) PT2594478E (fr)
SG (1) SG190535A1 (fr)
TW (1) TWI510407B (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017178061A1 (fr) * 2016-04-15 2017-10-19 Wärtsilä Finland Oy Hélice pour navire et procédé d'installation de chapeau de moyeu sur le moyeu
WO2018065032A1 (fr) * 2016-10-04 2018-04-12 Wärtsilä Netherlands B.V. Hélice pour navire et procédé d'installation de chapeau de moyeu sur le moyeu

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10155575B2 (en) 2013-06-07 2018-12-18 National Taiwan Ocean University Diffuser-type endplate propeller
CN103803040A (zh) * 2014-01-24 2014-05-21 中国船舶重工集团公司第七○二研究所 螺旋桨桨毂消涡轮
KR101470896B1 (ko) * 2014-05-28 2014-12-09 한국해양과학기술원 허브 볼텍스 캐비테이션 저감을 위한 무회전 프로펠러 캡
WO2015182931A1 (fr) * 2014-05-28 2015-12-03 한국해양과학기술원 Cône d'hélice combiné pour réduire un écoulement rotatif et un tourbillon de moyeu et améliorer l'efficacité de propulsion
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CN105667747A (zh) * 2016-01-06 2016-06-15 浙江海洋学院 一种高效螺旋桨
JP2018039411A (ja) * 2016-09-08 2018-03-15 株式会社大内海洋コンサルタント フィン付プロペラボスキャップ
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JP6812057B2 (ja) * 2017-06-21 2021-01-13 ナカシマプロペラ株式会社 船舶用推進装置及びそれを備えた船舶
DE102017116516B3 (de) * 2017-07-21 2019-01-24 Promarin Propeller Und Marinetechnik Gmbh Propeller für ein Wasserfahrzeug
JP7146437B2 (ja) * 2018-04-23 2022-10-04 三菱重工業株式会社 舶用プロペラ及び船舶
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CN114750916A (zh) * 2022-06-08 2022-07-15 华东交通大学 一种具有辅螺旋桨的船舶螺旋桨装置
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WO2017178061A1 (fr) * 2016-04-15 2017-10-19 Wärtsilä Finland Oy Hélice pour navire et procédé d'installation de chapeau de moyeu sur le moyeu
WO2018065032A1 (fr) * 2016-10-04 2018-04-12 Wärtsilä Netherlands B.V. Hélice pour navire et procédé d'installation de chapeau de moyeu sur le moyeu
KR20190057375A (ko) * 2016-10-04 2019-05-28 바르트실라 네덜란드 비.브이. 선박용 프로펠러 및 허브에 허브 캡을 설치하는 방법
KR102134548B1 (ko) 2016-10-04 2020-07-16 바르트실라 네덜란드 비.브이. 선박용 프로펠러 및 허브에 허브 캡을 설치하는 방법

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HRP20150991T1 (hr) 2015-10-23
CN103121502A (zh) 2013-05-29
EP2594478B1 (fr) 2015-06-24
TW201341267A (zh) 2013-10-16
KR20130055528A (ko) 2013-05-28
PT2594478E (pt) 2015-10-09
DE102011055515A1 (de) 2013-05-23
HK1184420A1 (en) 2014-01-24
CA2795760A1 (fr) 2013-05-18
CN103121502B (zh) 2015-12-09
JP5770705B2 (ja) 2015-08-26
KR101574105B1 (ko) 2015-12-03
ES2546427T3 (es) 2015-09-23
JP2013116727A (ja) 2013-06-13
PL2594478T3 (pl) 2015-12-31
US20130129514A1 (en) 2013-05-23
US9328613B2 (en) 2016-05-03
CA2795760C (fr) 2015-05-05
TWI510407B (zh) 2015-12-01

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