EP2897858A1 - Nacelle contrarotative avec volet - Google Patents

Nacelle contrarotative avec volet

Info

Publication number
EP2897858A1
EP2897858A1 EP13838601.6A EP13838601A EP2897858A1 EP 2897858 A1 EP2897858 A1 EP 2897858A1 EP 13838601 A EP13838601 A EP 13838601A EP 2897858 A1 EP2897858 A1 EP 2897858A1
Authority
EP
European Patent Office
Prior art keywords
propeller
counter rotating
pod
rotating propeller
propellers
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.)
Withdrawn
Application number
EP13838601.6A
Other languages
German (de)
English (en)
Other versions
EP2897858A4 (fr
Inventor
Anders LOBELL
Per Nahnfeldt
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.)
Kongsberg Maritime Sweden AB
Original Assignee
Rolls Royce AB
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 Rolls Royce AB filed Critical Rolls Royce AB
Publication of EP2897858A1 publication Critical patent/EP2897858A1/fr
Publication of EP2897858A4 publication Critical patent/EP2897858A4/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—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
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters

Definitions

  • the present invention relates to a counter rotating propeller propulsion system for a vessel, comprising a first propeller mounted at a front end of a shaft that extends essentially horizontally within a POD/thruster housing, wherein said housing is attached to a column extending downwardly from the bottom of the vessel, via a shaft enabling rotation of the POD/thruster unit.
  • Propulsion of various ships or similar vessels most usually is accomplished by a pushing or pulling (see e.g.
  • W09746445 force provided by a rotatable propeller or a plurality of propellers.
  • Known applications also include CRP (Contra Rotating Propellers), which is beneficial since the contra rotating arrangement leads to that rotative losses behind a single propeller are regained in the second propeller.
  • CRP Contra Rotating Propellers
  • This can be achieved either by having two propellers on a single shaft line (see e.g. US 6,966,804) or by arranging a thruster (being a mechanical thruster or electrical pod) behind the shaft line propeller, e.g. as known from WO 0154971.
  • Both or any of the propellers can be of either fixed or controllable pitch type.
  • the benefits of having a thruster behind the shaft line propeller are several.
  • the shaft lines for the two propellers are separated and a complex arrangement with double tube propeller shafts may be avoided. Also, by using separate shaft lines complex gear-, bearing- and sealing arrangements can be avoided. Another benefit is the advanced
  • the drawback in this arrangement is that when arranging the propellers behind each other, large dynamic loads will appear due to the interaction between the propellers when steering with the thruster, especially at high speeds. There are different arrangements to avoid this.
  • One is to use a reduced thrust on one of the propellers when steering, which may not be an optimal way of operating.
  • Another one is to arrange the thruster in a pushing arrangement, like in the patent EP1270404.
  • the drawback of EP1270404 is that the regenerative propeller is situated far behind the first propeller and thus reducing the efficiency of the regeneration, and also in that the arrangement occupies much space. It is also possible to fit a separate rudder behind the thruster unit as suggested in patent EP1466826 and EP1329379.
  • the problem to be solved relates to a marine propulsion and steering unit of the kind described in EP-B-0 394 320, comprising a pod having front and rear ends, a driving machine accommodated in the pod, a substantially horizontal propeller shaft drivingly connected to the driving machine and provided with a propeller externally of the front end of the pod, and an upright pod supporting strut rigidly attached to the pod and having at the upper end thereof swivel bearing means supporting the pod supporting strut and the pod below a buoyant body for angular motion about a substantially vertical axis, wherein the buoyant body may be a ship, a work platform, a pontoon, or a similar floating body.
  • the unit is angularly movable about a vertical axis, it may be used not only for the propulsion, but also for the steering of the ship or other buoyant body equipped with the unit, and at the same time the rudder can also be used for the steering. Angular adjustment of the entire unit may also be combined with deflection of the rudder. If the buoyant body equipped with the unit is a ship adapted to be run at a high speed, 20 knots or more, for example, the unit will be subjected to very great forces by the water if it is turned while the ship is running at such high speed. The swivel bearing and the actuators and other components used for the turning of the unit will therefore be heavily stressed during steering manoeuvres.
  • Fig. 1 is a side view of a propulsion system according to a schematically presented embodiment of the present invention.
  • Fig. 2 is the same view as above showing a more realistic embodiment and added with lines indicating space requirements.
  • Fig. 1 there is shown a schematic side view of an arrangement according to the invention.
  • a fixed (position) propeller 6 mounted on a fixed shaft 8 protruding from the hull 7 of a vessel.
  • a second propeller 1 which forms a pulling propeller 1 of a thruster unit 2, 4, 5 (which may be an electrical POD or a mechanical thruster).
  • both propellers have the same diameter Dl .
  • the thruster unit in a traditional manner, comprises a lower housing 5, containing the electrical motor and/or a transmission, to drive a shaft 50 having the propeller 1 at it's front end. Also in a traditional manner the thruster unit 2, 4, 5 is turnable attached to the hull 7, by means of a steering shaft 4 (or any other structure) attached to a steering machinery (not shown) that enables positioning of the thruster unit 5 in any desired deflected position, in relation to its substantially vertically extending turning axis C. Between the thruster housing 5 and the steering shaft 4 there is a column 2 acting as a kind of rudder device. Further, in the preferred embodiment the downwardly facing surface 52 of the pod body 5 is unobstructed to provide minimum drag of the unit.
  • a rudder flap 3 in the rear portion of the column 2.
  • This rudder flap 3 has a form that corresponds to the design of the column 2 and is hingedly attached to the intermediate body 2 by means of pivotal arrangement (not shown) that allows positioning of the rudder flap 3 in any desired deflected position by means of pivoting about its pivoting axis P.
  • the pivoting axis P is positioned adjacent the front edge 30 of the rudder flap 3 and extends substantially vertically but preferably forming a sharp angle a in relation to the turning axis C.
  • the area A 3 of the rudder flap 3 is preferably in the range of 10 - 40 %, in relation to the total area A 2 of the whole intermediate portion 2, i.e. also including A 3 .
  • the lower most edge 31 of the rudder flap 3 is positioned at a distance Si above the propeller axis PC, wherein Si is shorter than Di/2. (Preferably Si ⁇ 0,7*Di/2) to have a substantial amount of flow from the POD propeller 1 interacting efficiently with the rudder flap 3.
  • One aspect that enables a more compact unit is the beneficial effect provided by the positioning of the rudder flap 3 in accordance with the invention.
  • the total azimuthal torque exerted on the pod unit when it is turned, will be lower in comparison with a traditional concept.
  • the turning centre C is adjacent a mid position in relation to the length extension Li of the unit including the length L of the housing and also the protruding hub part 51 of the propeller 1.
  • the distance Yi between the front end 51 A of the hub 51 and the turning centre C is in a range of 0.45 - 0.65 x Li, preferably 0.45 Li ⁇ Yi ⁇ 0,55 L 1; with the thruster unit 2, 4, 5 preferably rotatable 360° around its turning axis C.
  • Yi is about equal to Di facilitating the propeller blades to not interfere with the hub shaft 8 of the front propeller 6.
  • the two propellers 1, 6 may be positioned very close to each other (as mentioned above). It may be possible to position the propellers 1, 6 even closer to each other by eliminating the use of any traditional hub portion, i.e. not having a distinct stream lined spherical upstream end.
  • the hub portions 51, 80 have a combined form that has as its main object to provide a streamlined transition between the two propellers 1, 6, and closely positioned opposing hub portions 51 A, 80 of the propeller 1 on the fixed shaft 8 and the propeller 1 on the shaft 50 of the thruster propeller 1. Thanks to the fact that the propellers 1, 6 are coaxially positioned, in combination with the fact that the most frequent positioning of the propellers are in a coaxial position (during high speed) the normal, streamlined hub cap may be eliminated and replaced with a hub 51 with optimized surface transition between the two hubs 8, 51, with increase of efficiency, and thereby obtaining an even closer positioning of the propellers 1, 6.
  • the maximum gap Z between the opposing hub portions 51 A, 80 may be arranged to be less than 3% of Dl, even more preferred less than 2% of Dl .
  • the opposing end surfaces 51 A, 80 are shaped to be essentially flat, i.e. having an average radius that is substantially larger than traditional hub surfaces, implying an average radius that is at least larger than 1 m.
  • Fig. 2 there is shown another (more realistic) embodiment in accordance with the invention wherein dotted lines represent the swept action volume of the concept, i.e. positioning the turning centre C adjacent the middle of length extension LI of the unit. Further it is shown that in some applications it may be preferred to have the fixed position propeller 6 with a larger diameter D 2 than the diameter Di of the propeller 1.
  • a rudder flap 3 positioned and designed in accordance with the invention there is achieved a compact unit, wherein considerably smaller deflections need to be used about the steering shaft 4 to achieve a desired turn compared to known kinds of CRP systems. Further the distance X between the pulling propeller 1 and the fixed propeller 6 may be considerably smaller than has been possible with known, traditional solutions.
  • the thruster unit may have an output within the range of 0,5 till 30 MW, and a propeller having a diameter within the range of 1 till 10 m, enabling the vessel to have a maximum speed of within the range 10 till 40 kn.
  • the deflection range of the rudder flap 3 may be in the range -90 till +90 degrees, preferably -50 till -50, and more preferred -30 till +30 degrees.
  • the invention is not to be seen as limited by the preferred embodiments described above, but can be varied within the scope of the appended claims.
  • the rudder flap 3 may be combined with an interceptor arrangement (not shown) or indeed in some applications even exchanged for an interceptor arrangement.
  • the propellers 1, 6 may be varied in many ways without departing from the scope of invention, e.g. by varying the number of blades, for instance using a different number of blades on the two propellers 1, 6.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Abstract

L'invention concerne un système de propulsion par hélices contrarotatives comprenant une première hélice (6) montée sur un arbre (8) et dépassant de la coque (7) d'un navire, une seconde hélice (1) contrarotative montée à l'extrémité avant d'un arbre (50) qui s'étend pour l'essentiel horizontalement dans un carter (5) de nacelle/propulseur, ledit carter (5) étant fixé sur une colonne (2) s'étendant vers le bas depuis le fond du vaisseau (7), par un arbre (4) rendant possible la rotation de l'unité nacelle/propulseur (2, 4, 5).
EP13838601.6A 2012-09-24 2013-09-24 Nacelle contrarotative avec volet Withdrawn EP2897858A4 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1251077 2012-09-24
PCT/SE2013/051108 WO2014046608A1 (fr) 2012-09-24 2013-09-24 Nacelle contrarotative avec volet

Publications (2)

Publication Number Publication Date
EP2897858A1 true EP2897858A1 (fr) 2015-07-29
EP2897858A4 EP2897858A4 (fr) 2016-07-06

Family

ID=50341770

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13838601.6A Withdrawn EP2897858A4 (fr) 2012-09-24 2013-09-24 Nacelle contrarotative avec volet

Country Status (2)

Country Link
EP (1) EP2897858A4 (fr)
WO (1) WO2014046608A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106585885A (zh) * 2017-01-25 2017-04-26 上海佳豪船海工程研究设计有限公司 绿色节能尾破冰型多用途重吊船

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE459249B (sv) * 1987-12-09 1989-06-19 Kamewa Ab Kombinerad roder- och propelleranordning
SE506926C2 (sv) * 1996-06-06 1998-03-02 Kamewa Ab Marint framdrivnings- och styraggregat
FI963230A0 (fi) * 1996-08-16 1996-08-16 Kvaerner Masa Yards Oy Propulsionsanordning
JP3958051B2 (ja) * 2002-01-22 2007-08-15 三菱重工業株式会社 船舶およびその運用方法
FI115210B (fi) * 2002-12-20 2005-03-31 Abb Oy Laite propulsiojärjestelmässä
JP4012967B2 (ja) * 2003-07-29 2007-11-28 独立行政法人海上技術安全研究所 ポッドプロペラ船
JP2005239083A (ja) * 2004-02-27 2005-09-08 Mitsubishi Heavy Ind Ltd ポッド型推進器およびこれを備えた船舶
EP2670656A1 (fr) * 2011-01-31 2013-12-11 Abb Oy Dispositif pour diriger un navire et alimenter son système de propulsion en énergie

Also Published As

Publication number Publication date
EP2897858A4 (fr) 2016-07-06
WO2014046608A1 (fr) 2014-03-27

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