EP3118102B1 - Schiff mit einstellbarem durchflusstunnel - Google Patents

Schiff mit einstellbarem durchflusstunnel Download PDF

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Publication number
EP3118102B1
EP3118102B1 EP15177131.8A EP15177131A EP3118102B1 EP 3118102 B1 EP3118102 B1 EP 3118102B1 EP 15177131 A EP15177131 A EP 15177131A EP 3118102 B1 EP3118102 B1 EP 3118102B1
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EP
European Patent Office
Prior art keywords
tunnel
tunnel member
hull
vessel
nozzle
Prior art date
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EP15177131.8A
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English (en)
French (fr)
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EP3118102A1 (de
Inventor
Edwin Simon Van Buren
Niels Groen
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Damen Components Holding BV
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Damen Components Holding BV
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Application filed by Damen Components Holding BV filed Critical Damen Components Holding BV
Priority to PL15177131T priority Critical patent/PL3118102T3/pl
Priority to EP15177131.8A priority patent/EP3118102B1/de
Publication of EP3118102A1 publication Critical patent/EP3118102A1/de
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Publication of EP3118102B1 publication Critical patent/EP3118102B1/de
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    • 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
    • B63H5/14—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in non-rotating ducts or rings, e.g. adjustable for steering purpose
    • B63H5/15—Nozzles, e.g. Kort-type
    • 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 vessel comprising a hull with a propeller and an adjustable flow tunnel, and to a tunnel member assembly adapted for attaching in or onto a hull of a vessel. Furthermore, the invention relates to a method for retrofitting a vessel.
  • Ships for inland waterway navigation or "inland vessels” typically have a hull provided with one or more propellers, and a fixed flow tunnel, which forms one or more longitudinal recesses in the lower side of the hull for guiding more water towards the propeller(s).
  • the propellers of a shallow water vessel are typically relatively small.
  • the flow tunnel improves the water flow towards the propellers, especially when the vessel moves through the water at a shallow draft, during which the propellers may be partially above the waterline.
  • the term “draft” (or UK: “draught”) of a vessel's hull refers to a vertical distance between the waterline and the bottom of the hull (e.g. the keel).
  • Such a conventional tunnel increases drag force exerted on the hull when the vessel moves through the water. Such drag is considered acceptable in comparison to the efficiency that is gained from use of the flow tunnel in shallow draft conditions.
  • Prior art vessels are also known from US3635186 , NL1034333C , US4977845 or GB1121821 .
  • a vessel that comprises a hull with a propeller that is rotatably mounted with respect to the hull, and a nozzle that surrounds the propeller.
  • the vessel further includes at least one tunnel member, which is mounted moveable relative to the hull between: - an extended state wherein the tunnel member defines at least a part of an adjustable flow tunnel for conveying a flow of water towards the propeller, and wherein the tunnel member forms a sealing engagement with the nozzle for maintaining an underpressure inside the flow tunnel, and - a retracted state wherein the tunnel member is removed from the nozzle.
  • the application of such tunnel member(s) in a vessel allows temporary formation of a flow tunnel under different draft conditions.
  • the flow tunnel may be formed by extending the tunnel member(s), preferably in the case that the vessel moves through relatively shallow water.
  • the flow tunnel helps to confine a water flow towards the propeller, while it reduces or even eliminates inflow of air to the propeller via the region(s) where the nozzle and the tunnel member(s) are directly engaged.
  • the propeller is in motion (e.g. related to vessel propulsion)
  • the rotating propeller generates a suction effect in the region before the propeller.
  • the propeller motion creates a partial vacuum (underpressure) inside the flow tunnel.
  • This partial vacuum helps to draw in surrounding water towards the propeller, which is beneficial for the propeller efficiency.
  • the sealing engagement between the nozzle and the tunnel member in the extended state helps to reduce (or possibly even prevent) a flow of air from lateral regions around the hull into the tunnel region, even if the propeller and flow tunnel are (partially) above the waterline. Reduction (or prevention) of air flow into the flow tunnel facilitates in maintaining the underpressure, which enables a larger quantity and quicker inflow of water into the tunnel.
  • the described sealing engagement assists in maintaining the partial vacuum in the tunnel, and hence in improving propeller efficiency.
  • the vessel In relatively deeper water, sufficient water from below the vessel may be conveyed towards the propeller without requiring deployment of the flow tunnel. In the latter situation, the flow tunnel may be removed by moving the tunnel member(s) into the retracted state, to reduce drag (flow resistance e.g. from cavitation effects that would otherwise be caused by tunnel members in the extended state).
  • the vessel By means of the adjustable/retractable flow tunnel, the vessel will be able to propel itself efficiently both in shallow water and in deeper water.
  • the tunnel member comprises an elongated shape and a trailing edge, wherein in the extended state, the trailing edge abuts the nozzle to establish the sealing engagement.
  • the trailing edge of the tunnel member forms a well defined region, which allows a robust sealing engagement with the nozzle.
  • the trailing edge of the tunnel member comprises a seal member for establishing the sealing engagement in the extended state.
  • the tunnel members are preferably relatively large to be able to form a flow tunnel with good flow regulation characteristics. Relatively large positioning tolerances may be involved in the manufacturing and assembly of such large structures.
  • Application of a seal member along the trailing edge of the tunnel member may yield an efficient compensation mechanism for accommodating positioning tolerances between the tunnel member and the nozzle.
  • the edge seal member may be easily manufactured as a (possibly piecewise) linear structure that is adapted to robustly provide the sealing effect for maintaining underpressure inside the flow tunnel during propeller rotation.
  • the edge seal member may be implemented in an easily adjustable and replaceable manner.
  • the tunnel member and/or the hull comprise a longitudinal seal arrangement that is configured for establishing a further sealing engagement between the hull and the tunnel member in the extended state, for maintaining the underpressure inside the flow tunnel.
  • the longitudinal seal arrangement establishes a fluid barrier in a longitudinal region wherein the tunnel member and hull are mutually coupled.
  • This longitudinal seal arrangement reduces or even avoids air/gas from entering the flow tunnel along this coupling region, and hence facilitates in maintaining the desired underpressure inside the flow tunnel.
  • the hull is elongated along a longitudinal direction
  • the tunnel member is rotatably mounted onto the hull about an axis that extends predominantly along the longitudinal direction to allow rotation of the tunnel member with respect to the hull between the retracted state and the extended state.
  • the longitudinal seal arrangement is provided at or near the axis along which the tunnel member is rotatably coupled to the hull.
  • the tunnel member comprises an outer surface, which faces inwards to define part of the adjustable flow tunnel when the tunnel member is in the extended state, and which faces outwards away from the hull when the tunnel member is in the retracted state.
  • the vessel comprises a casing attached in or onto an attachment region of the hull.
  • This casing defines a space for accommodating the tunnel member in the retracted state.
  • the casing may be designed to accommodate the tunnel member and its suspension mechanism, and possibly also an actuation mechanism for repositioning the tunnel member with respect to the hull, and/or a sealing mechanism for establishing fluid tight couplings between various moving parts.
  • the casing allows manufacturing of a tunnel member assembly as a single unit separate from the vessel and its hull.
  • the mechanical construction of the casing may be made sufficiently rigid in desired regions. Suitable actuation and sealing mechanisms may be provided on/in the casing, without having to substantially adapt the hull.
  • the outer surface of the tunnel member is substantially level with an outer hull surface portion of the attachment region when the tunnel member is in the retracted state.
  • Leveling the tunnel member's outer surface with outer hull reduces drag when the tunnel member is in the retracted state. This leveling may for example be achieved by accommodation of the tunnel member inside the space of the casing, with the outer surface of the tunnel member spanning an outer aperture of the casing.
  • the casing comprises a chamber that is arranged in or near an aft region of the space and which includes a transmission mechanism for exerting a torque on the shaft assembly.
  • the shaft assembly may comprise a drive shaft that is rotatably coupled at a leading wall of the chamber to form an extension of the chamber in the forward direction.
  • the drive shaft may be rotatably coupled to the casing by means of a sealed bearing arranged in or near the leading wall of the chamber, and configured for fluidly separating the space from the chamber.
  • the sealed bearing helps to avoid leakage of water from the space in the casing (which is associated with an outside of the hull) through the leading wall into the chamber (which is associated with an inside of the hull).
  • the tunnel member defines an elongated panel that is coupled along a first edge to the hull in a rotatable manner about the axis.
  • the panel comprises a reinforcement member that extends along a free panel edge that is opposite to the axis.
  • the reinforcement member assists in maintaining the intended shape of the panel, even in the extended state of the tunnel member wherein the panel may be subjected to substantial hydrodynamic forces. This helps to maintain the sealing engagement between the nozzle and the tunnel member in the engaged state.
  • the axis converges laterally inwards towards the nozzle as a function of position towards the aft direction, to reduce a width of the adjustable flow tunnel towards the aft direction when the tunnel member is in the extended state.
  • the elongated panel has a transversal panel size defined in a direction extending from the axis perpendicularly towards a free lateral edge of the panel, wherein the transversal panel size increases as a function of position along the aft direction.
  • the increasing transversal panel size may compensate for a rising hull shape in a stern region, to allow the free lateral panel edge to be held substantially parallel with the waterline when the tunnel member is in the extended state. This is beneficial for the suction homogeneity of water into the flow tunnel.
  • the shaft assembly and casing comprise the longitudinal seal arrangement along the axis.
  • the longitudinal seal arrangement is configured for establishing a further sealing engagement between the casing and the tunnel member in the extended state, so as to maintain the underpressure inside the flow tunnel.
  • the shaft assembly may for example comprise a linear protrusion or ledge extending parallel with the axis
  • the casing may comprise a linear gasket extending near the shaft assembly and parallel with the axis.
  • This linear gasket and linear protrusion are configured to jointly establish the further sealing engagement as soon as the tunnel member has been moved into the extended state.
  • the linear gasket is preferably arranged on/in the casing because of the casing's mechanical robustness. This allows more accurate alignment of the flexible gasket material during installation and/or replacement, resulting in a more robust seal arrangement.
  • the cooperation between the linear gasket and the linear protrusion establishes a fluid separation that reduces or even avoids air/gas from entering the flow tunnel, and hence facilitates in maintaining the desired underpressure inside the flow tunnel.
  • the hull comprises frames
  • the casing comprises ribs for directly attaching to the frames.
  • These frames and ribs may jointly form a framework for structurally reinforcing the hull.
  • Joining of the frames and ribs allows the casing and associated tunnel member (which may be subjected to considerable forces) to benefit from the mechanical robustness of the hull, thus lowering the probability for deformations and corresponding probability of reduced sealing effectiveness.
  • the at least one tunnel member comprises a first tunnel member and a second tunnel member that are attached to the hull in separate attachment regions, wherein each of the two tunnel members is independently moveable between its extended state and retracted state, and engages in its extended state with a distinct opposite lateral peripheral portion of the nozzle to form a sealed engagement and to define a distinct lateral side of the adjustable flow tunnel.
  • the vessel comprises at least a second propeller that is rotatably mounted with respect to the hull at a lateral distance from the propeller, and a second nozzle surrounding the second propeller
  • the at least one tunnel member comprises a first tunnel member that is attached to the hull in a first attachment region related to an outward starboard side of the first nozzle, and a second tunnel member that is attached to the hull in a second attachment region related to a outward port side of the second nozzle, wherein the two tunnel members are independently moveable between the corresponding extended states and retracted states, and wherein each tunnel member in its extended state engages with an outer peripheral portion of the associated nozzle.
  • a tunnel member assembly which is adapted for attaching in or onto a hull of a vessel.
  • the vessel comprises a propeller that is rotatably mounted with respect to the hull, and a nozzle surrounding the propeller.
  • the tunnel member assembly comprises: a casing adapted for mounting the tunnel member assembly in or onto the hull, and a tunnel member, which is coupled to and moveable with respect to the casing.
  • the tunnel member is moveable between: - an extended state, wherein the tunnel member defines at least a part of an adjustable flow tunnel for conveying a flow of water towards the propeller, and wherein the tunnel member abuts the nozzle to form a sealing engagement for maintaining an underpressure inside the flow tunnel, and - a retracted state, wherein the tunnel member is removed from the nozzle.
  • Embodiments of the tunnel member assembly according to the second aspect may comprise any or all of the features and details described with reference to the tunnel member(s) in the vessel embodiments according to the first aspect, and in accordance with the described advantages and effects.
  • a trailing edge of the tunnel member may comprise a seal member for establishing the sealing engagement in the extended state.
  • the tunnel member and/or the casing may comprise a longitudinal seal arrangement that is configured for establishing a further sealing engagement between the casing and the tunnel member in the extended state, for maintaining the underpressure inside the flow tunnel.
  • the tunnel member may include an elongated panel that is coupled along a first panel edge to the casing in a rotatable manner about the axis.
  • the casing comprises a chamber that is arranged in or near an aft region of the space and which includes a transmission mechanism for exerting a torque on the shaft assembly.
  • the shaft assembly comprises a drive shaft that is rotatably coupled at a leading wall of the chamber to form an extension of the chamber in the forward direction.
  • the drive shaft may be rotatably coupled to the casing by means of a sealed bearing arranged in or near the leading wall of the chamber, and configured for fluidly separating the space from the chamber.
  • a vessel comprising a hull with a propeller that is rotatably mounted with respect to the hull, and a tunnel member.
  • the tunnel member comprises a longitudinal seal arrangement, and the tunnel member is mounted moveable relative to the hull between: - an extended state, wherein the tunnel member defines at least a part of an adjustable flow tunnel for conveying a flow of water towards the propeller, wherein the longitudinal seal arrangement establishes a sealing engagement between the hull and the tunnel member in the extended state, for maintaining the underpressure inside the flow tunnel, and - a retracted state, wherein the tunnel member is removed from the propeller.
  • Embodiments of this further aspect may comprise combinations of any or all of the features and details described and claimed herein with reference to the tunnel member(s), and in accordance with the described advantages and effects.
  • the adjective “leading” refers herein to a direction that predominantly faces towards the “fore” or “forward” direction i.e. the bow of the vessel.
  • the adjective “trailing” refers herein to a direction that predominantly faces towards the "aft” direction i.e. towards the stern of the vessel.
  • the term “athwartship” refers to opposite directions toward the sides of a vessel. In particular, the term “aport” means towards the port side of the vessel, and “astarboard” means towards the starboard side of the vessel.
  • Cartesian coordinates will be used to describe spatial relations for exemplary embodiments.
  • Reference symbol X is used to indicate a longitudinal direction, which corresponds to the elongated direction of the vessel hull. Prepositions “front” and “rear” pertain to this longitudinal direction X, and correspond to the forward direction and the aft direction of the hull respectively.
  • Reference symbol Y is used to indicate a lateral direction that is perpendicular to the longitudinal direction X.
  • This lateral direction Y generally relates to the terms “left” and “right”.
  • the lateral direction Y relates to the athwartship directions ("aport” i.e. towards the port side +Y of the vessel, and "astarboard” means towards the starboard side -Y).
  • Reference symbol Z is used to indicate a vertical direction that is perpendicular to X and Y. Prepositions “above” and “below” pertain to the vertical direction Z.
  • FIG. 1 schematically shows a perspective view of a vessel 10, which in this exemplary embodiment forms a ship for inland waterway navigation.
  • the vessel 10 comprises a hull 12 with an elongated shape along a longitudinal direction X, which corresponds to the (main) propulsion direction of the vessel 10.
  • the hull 12 defines a bow 14 in a forward direction +X, a stern 16 in an aft direction -X, and a keel 18 on a lower side of the hull 12.
  • the hull 12 comprises multiple frames 20, which extend in lateral and vertical directions Y, Z. These frames 20 provide structural reinforcement of the hull 12, and the outer contours of the frames 20 jointly determine part of an exterior shape of the hull 12.
  • the hull 12 comprises a ducted propeller assembly 26 and a rudder 38, which may be formed in various ways known in the art.
  • the ducted propeller assembly 26 comprises is a propeller 28, a propeller shaft 36, and a nozzle 30.
  • the propeller 28 is fixed to the propeller shaft 36 to form a body that is rotatably coupled to the hull 12.
  • the propeller 28 is rotatable with respect to the hull 12 about a (virtual) propeller axis Ap.
  • the nozzle 30 forms a non-rotating shell that surrounds the propeller 28.
  • Two tunnel members 42a, 42b are provided, which are coupled to the hull 12.
  • the tunnel members are non-distinctively indicated by reference number 42 whenever appropriate. Only a starboard tunnel member 42a is visible in Figure 1 .
  • each tunnel member 42 comprises an elongated panel 44 that is pivotably coupled to the hull 12 along respective axes Aa, Ab (jointly indicated by the reference symbol A).
  • Each respective axis Aa, Ab extends with a largest component in the longitudinal direction X. Slight tilting of the axes Aa, Ab with respect to the longitudinal direction X and towards the transversal and vertical directions Y,Z may be allowed, as explained further below.
  • Each of the pivotable couplings allows the respective tunnel member 42 and panel 44 to be rotated with respect to the hull 12 between the retracted state ( Figures 2a and 3a ) and the extended state ( Figures 2b and 3b ).
  • the tunnel members 42 are coupled to the hull 12 in respective hull attachment regions 22a, 22b.
  • the tunnel members 42 are accommodated in casings 64a, 64b (see e.g. Figures 3a-3b ) that are mechanically fixed to the hull 12 in the respective attachment regions 22.
  • Each casing 64 forms a unit that is adapted for accommodating the corresponding tunnel member 42.
  • the casing 64 and its corresponding tunnel member 42 jointly form a tunnel member assembly 41.
  • a tunnel member assembly 41 may be built into a new vessel, e.g. by forming the casing 64 as a part of the hull 12, or may be used to retrofit an existing vessel by appropriate adaptation of the hull (i.e. by attaching the tunnel member assembly 41 in or onto the hull).
  • the casings 64 are receded with respect to the outer surface of the hull 12.
  • the casing 64 comprises ribs 92, which are adapted for direct mechanical attachment to the frames 20 of the hull 12, to form a framework for structurally reinforcing the hull 12.
  • the reinforcement ribs 92 extend around the casing 64 on a side corresponding to an inward side of the hull 12.
  • Each of these casings 64 defines a space 66 for accommodating the corresponding tunnel member 42 in the retracted state.
  • Each attachment region 22 with casing 64 is directly surrounded by a respective outer surface portion 24 of the hull 12.
  • the panel 44 of the corresponding tunnel member 42 comprises an outer surface 60 and an inner surface 62 (also see Figures 3a-3b ).
  • FIGs 2a and 3a depict the tunnel members 42 in the retracted state.
  • the panels 44 of the tunnel members 42 are removed from the nozzle 30 and accommodated flush with the hull 12.
  • the panel 44 of the tunnel member 42 extends predominantly athwart outwards along with the hull 12, in such a manner that the outer surface 60 of the panel 44 is substantially level with the corresponding outer hull surface portion 24 (see Figure 2a ).
  • This retracted configuration helps to reduce water drag forces on the tunnel members 42 during movement of the vessel 10.
  • the outer surfaces 60 face outwards away from the hull 12.
  • the outer surface 60 resembles the local contour of the respective outer surface portion 24 of the hull 12, which may be smoothly curved.
  • FIGS 2b and 3b depict the tunnel members 42 in the extended state.
  • the panels 44 of the tunnel members 42 form an adjustable/removable flow tunnel 40 for conveying a predominantly longitudinal flow of water towards the propeller 28.
  • the panel 44 of each tunnel member 42 protrudes outwards away from the outer hull surface portion 24, in this case in a downwards-athwart direction, with the outer surfaces 60 facing downwards and inwards.
  • the outer surfaces 60 of the two tunnel members 42 and a lower stern region of the hull 12 jointly define the flow tunnel 40.
  • the tunnel members 42 abut the nozzle 30 to form a sealing engagement, which serves to reduce lateral flows of air into the flow of water towards the propeller 28, and to maintain an underpressure inside the flow tunnel 40.
  • the rotation axis A of the corresponding tunnel member 42 is oriented predominantly along the longitudinal direction X, but may have a slight tilt that converges laterally towards a longitudinal centerline of the hull 12 as a function of position towards the aft direction -X.
  • a width ⁇ Y of the adjustable flow tunnel 40 will converge as a function of position towards the aft direction (negative -X).
  • This gradual reduction of the tunnel width ⁇ Y causes a flow of water towards the propeller 28 to converge laterally, so as to allow the water (which is relatively incompressible) to lift upwards and cover a larger vertical cross-sectional portion of the propeller 28.
  • the rotation axis A of the corresponding tunnel member 42 may additionally have a tilt upwards as a function of position towards the aft direction -X, resulting from an inclined shape of the hull 12 near the stern 16.
  • the trailing edge 48 and seal member 54 provided thereon can be retracted along with the panel 44 to assume the retracted state wherein the panel 44 and seal member 54 are removed from the nozzle 30.
  • the seal member 54 is formed by flexible patches that jointly define a piecewise flexible surface for bridging local gaps between the trailing edge 48 of the panel 44 on the one hand, and the corresponding leading upper edge portion 34 of the nozzle 30 on the other hand. Such local gaps may e.g. result from manufacturing tolerances.
  • the seal member 54 has adjustment mechanisms 55i for dynamically adjusting the locations of the individual seal member patches with respect to the panel 44, to improve the sealing engagement between the trailing edge 48 of the panel 44 and the nozzle 30 after installation of the tunnel member assembly 41 into/onto the hull 12.
  • the elongated panel 44 has a panel width ⁇ W corresponding with a size of the panel 44 along a direction extending from the axis A perpendicularly towards an outer lateral edge 52 of the panel 44.
  • the elongated panel 44 has an increasing panel width ⁇ W as a function of position along the aft direction -X. This increasing panel width ⁇ W compensates for the upwards diverging shape of the stern 16. As a result, the outer lateral edge 52 of the panel 44 is still able to extend predominantly along the water line when the tunnel member 42 is in the extended state.
  • Figure 4 shows a cross-sectional top view of the tunnel member 42 from Figures 3a and 3b .
  • the panel 44 of the tunnel member 52 has a polygonal cross-sectional shape, with decreasing transversal size as a function of forward position along the rotation axis A (which largely corresponds to the longitudinal direction X).
  • a perimeter of the panel 44 may be roughly divided into a leading panel edge 46 (located on a forward side), the trailing panel edge 48 opposite to the leading panel edge 46, an inner lateral panel edge 50 located near the panel rotation axis A, and the outer lateral panel edge 52, which forms a free edge opposite to the inner lateral panel edge 50.
  • the tunnel member 42 may comprise a reinforcement member 58 that extends along the free (outer) lateral panel edge 52.
  • the reinforcement member 58 comprises a hollow rod.
  • the reinforcement member may comprise a bar, a tube, or other elongated structure with a considerable mechanical stiffness.
  • the reinforcement members 58 assists in maintaining the generally straight shape of the panels 44 (predominantly) along the longitudinal direction X, even when the tunnel members 42 are in the extended state wherein the panels 44 may be subjected to substantial forces caused by water currents and turbulences. This shape stability helps to keep the panels 44 relatively fixed with respect to the nozzle 30, which in turn helps to keep the sealing engagement between the panels 44 and nozzle 30 intact.
  • the tunnel member 42 comprises a shaft assembly 77, 78, 79 that is directed along the axis A.
  • This shaft assembly 77-79 is fixed to the panel 44 and rotatable with respect to the casing 64.
  • the shaft assembly 77-79 is configured for actuating the tunnel member 42 and panel 44 between the retracted state and the extended state.
  • This shaft assembly 77-79 comprises a drive shaft 77 and a further shaft 78, which in this example are both rotationally symmetric solid bodies.
  • the two shafts 77, 78 form two spatially separated suspension points for pivotably connecting the panel 44 to the casing 64, so as to allow rotation about the axis A.
  • a mutual distance between the two shafts 77, 78 may be in the order of several meters, for example about 4 meters.
  • the shaft assembly 77-79 further comprises a tubular pivot support 79, which forms a connecting structure between the shafts 77, 78 on the one hand and the panel 44 on the other hand.
  • the tubular pivot support 79 forms an extension of the shafts 77, 78 in the direction along the rotation axis A.
  • the tubular pivot support 79 forms a support structure with which the panel 44 is mechanically coupled.
  • This shaft assembly 77-79 is accommodated in a laterally inwards region 68 of the space 66 and extends along the axis A (which in this case is predominantly along the longitudinal direction X) through the space 66.
  • each casing 64 comprises a chamber 80 that is arranged near a corner where an inner lateral region 68 of the space 66 meets an aft region 74 of the space 66.
  • This chamber 80 includes a transmission mechanism 84 for exerting a torque on the drive shaft 77 (see Figure 5 ).
  • the drive shaft 77 is rotatably coupled to a leading wall 82 of the chamber 80, and extends away from the chamber 80 in the forward direction along the axis A.
  • a rotation bearing with sealing mechanism 83 is provided in the leading wall 82. This sealed bearing 83 allows rotation of the drive shaft 77 with respect to the leading wall 82 and the corresponding casing 64, while avoiding leakage of water in the space 66 (i.e.
  • the leading wall 82 into the chamber 80 (which may correspond to the inner side of the hull 12).
  • a similar wall and sealing bearing configuration may be provided at the further shaft 78, for similar purposes. Due to the presence of the chamber 80, the space 66 in the casing 64 will have a stepped profile 76 in an inner lateral region 68. Similarly, the panel 44 of the tunnel member 42 has a matching stepped profile 56 along an inner lateral edge 50.
  • Figure 5 shows a cross-sectional perspective side view of a part of the tunnel member embodiment 42 from Figures 3a and 3b .
  • Figure 5 depicts the rotation bearing with sealing mechanism 83 around the drive shaft 77 in more detail.
  • the transmission mechanism 84 for exerting torque on the drive shaft 77 comprises a crank assembly 84 that is directly coupled to the drive shaft 77, which in this case is actuated by a piston 84 with a piston cylinder attached to the casing 64.
  • a shortening stroke of the piston 84 will force the crank assembly 84 inwards.
  • the drive shaft 77 will be rotated about the axis A to urge the tunnel member 42 from the depicted position into the extended state.
  • an expanding stroke of the piston 84 will force the crank assembly 84 outwards.
  • the drive shaft 77 will be rotated about the axis A to urge the tunnel member 42 back into the retracted state.
  • Figure 6 shows a cross-sectional front view of a part of the tunnel member 42a from Figures 3a and 3b .
  • the casing 64 of the tunnel member 42 comprises a linear gasket 88, which is formed a linear structure that extends along inner lateral region 68 of the accommodation space 66 defined by the casing 64.
  • the linear gasket 88 comprises a bar with a polygonal shape and a resilient material. This linear gasket 88 extends longitudinally through the space 66 near the shaft assembly 77-79 and parallel with the rotation axis A.
  • the panel 44 comprises a rigid ledge 90.
  • This ledge 90 is provided at the inner lateral panel edge 50, and extends longitudinally along the shaft assembly 77-79 and parallel with the rotation axis A.
  • the linear gasket 88 and ledge 90 are configured to cooperate so as to establish a further sealing engagement when the tunnel member 42 is in the extended state.
  • the linear gasket 88 and ledge 90 extend along the entire inner lateral panel edge 50, to ensure proper sealing along this entire length if the tunnel member 42 is in the extended state.
  • Rotation of the panel 44 about the axis A from the retracted state (shown in Figure 6 ) into the extended state via rotation along the solid arrow in Figure 6 ) will eventually cause the ledge 90 to engage with the linear gasket 88 along their respective lengths.
  • the resulting sealing engagement yields a fluid separation between the inner lateral region 68 of the space 66 on the one hand, and an outer lateral region 70 of the space 66 on the other hand.
  • the inner lateral region 68 of the space 66 will become associated with the outer surface 60 of the panel 44, and hence will correspond with the inside of the flow tunnel 40.
  • the outer lateral region 70 of the space 66 will stay associated with the inner surface 62 of the panel 44, and hence will remain outside the flow tunnel 40.
  • the fluid barrier provided by the cooperating linear gasket 88 and ledge 90 ensures that air/gas accumulated in the space 66 will be prevented from entering the flow tunnel 40 via region near the axis A, and hence facilitates in maintaining the desired underpressure inside the flow tunnel 40.
  • the linear gasket 88 and ledge 90 extend along the entire inner lateral panel edge 50, to ensure proper sealing along the entire length thereof, if the tunnel member 42 is in the extended state.
  • Vessels may generally be provided with at least one, but preferably two (or even more) tunnel members.
  • a first tunnel member 42a and a second tunnel member 42b are attached in separate attachment regions 22a, 22b of the hull 12, in a laterally symmetric configuration leading/flanking the ducted propeller assembly 26.
  • Each of the two tunnel members 42a, 42b is independently moveable manner between its extended state and retracted state.
  • Each tunnel member 42a, 42b engages in its extended state with a distinct leading edge portion 34a, 34b of the same nozzle 30 of the ducted propeller assembly 26, to form a sealed engagement.
  • the tunnel members 42a, 42b in the single-propeller embodiments described herein above define opposite lateral sides of the same adjustable flow tunnel 40.
  • the vessel may comprise a plurality of propellers (e.g. two or three propellers) that are rotatably mounted with respect to the hull.
  • the vessel may also comprise a plurality of nozzles, surrounding a corresponding one of the plurality of propellers, to form a plurality of ducted propeller assemblies.
  • These ducted propeller assemblies may be laterally spaced across the hull (e.g. at the stern) at lateral mutual distances, preferably in an athwart symmetric arrangement.
  • a first tunnel member may be provided that is attached to the hull in a first attachment region associated with an outermost starboard-side nozzle
  • a second tunnel member may be provided that is attached to the hull in a second attachment region associated with an outermost port-side nozzle.
  • the two tunnel members may be independently moveable between their corresponding extended states and retracted states.
  • the first tunnel member is configured to engage in its extended state with a leading peripheral portion of the outermost starboard-side nozzle, on an outer starboard side thereof.
  • the second tunnel member is configured to engage in its extended state with a leading peripheral portion of the outermost port-side nozzle, on an outer port side thereof.
  • the first tunnel member and second tunnel member in the extended states may jointly form a flow tunnel that forms two outer flow boundaries with respect to all nozzles of the plurality of ducted propeller assemblies.
  • pairs of tunnel members may be provided for each of a plurality of ducted propeller assemblies, to be able to selectively form (adjustable/retractable) flow tunnels around each individual ducted propeller assembly.
  • pairs of tunnel members may be provided in association with a predetermined group or groups of ducted propeller assemblies, to selectively form (adjustable/retractable) flow tunnels around such a predetermined group or groups, while leaving the other ducted propeller assemblies exposed.
  • the present invention need not be limited to tunnel members formed by rigid panels that are rotatable with respect to the hull of the vessel.
  • the tunnel members may for example be formed with rigid panels that are mounted in a slidingly extendable/retractable manner on or into the hull, and configured to transition between the extended state and retracted state.
  • the tunnel members may be formed by inflatable panels that are mounted on or into the hull with inflation mechanisms (e.g. controlled compressors and valves).
  • the vessel with a hull and propeller and comprising an adjustable tunnel member with longitudinal seal arrangement that is configured for establishing a further sealing engagement between the hull and the tunnel member in the extended state, for maintaining an underpressure inside the flow tunnel, may be implemented as an improvement in and of its own, and its various embodiments may be subject of a divisional application.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Claims (17)

  1. Wasserfahrzeug (10) mit einem Rumpf (12) mit:
    - einer Schraube (28), die in Bezug auf den Rumpf drehbar montiert ist;
    - einer Düse (30), die die Schraube umgibt, und
    - einer Tunnelkomponente (42),
    dadurch gekennzeichnet, dass
    die Tunnelkomponente (42) so montiert ist, dass sie relativ zu dem Rumpf beweglich ist zwischen:
    - einem eingefahrenen Zustand, in welchem die Tunnelkomponente aus der Düse entfernt ist, und
    - einem ausgefahrenen Zustand, in welchem die Tunnelkomponente zumindest einen Teil eines einstellbaren Strömungstunnels (40) zum Transport eines Wasserstroms zu der Schraube bildet,
    und wobei die Tunnelkomponente eine Einrichtung zur Bildung eines dichtenden Kontakts mit der Düse wenn in dem ausgefahrenen Zustand zur Beibehaltung eines Unterdrucks im Inneren des Strömungstunnels aufweist.
  2. Wasserfahrzeug (10) nach Anspruch 1, wobei die Tunnelkomponente (42) eine gestreckte Form und eine hintere Kante (48) aufweist, und wobei in dem ausgefahrenen Zustand die hintere Kante an der Düse (30) zum Erzeugen des dichtenden Kontakts anliegt.
  3. Wasserfahrzeug (10) nach Anspruch 2, wobei die hintere Kante (48) der Tunnelkomponente (42) ein Dichtelement (54) zum Erzeugen des dichtenden Kontakts in dem ausgefahrenen Zustand aufweist.
  4. Wasserfahrzeug (10) nach Anspruch 2 oder 3, wobei die Düse (30) einen vorderen Kantenbereich (34) im Bereich eines vorderen Düsenrandes (32) aufweist, und wobei in dem ausgefahrenen Zustand die hintere Kante (48) der Tunnelkomponente (42) an dem vorderen Kantenbereich der Düse anliegt zum Erzeugen des dichtenden Kontakts.
  5. Wasserfahrzeug (10) nach einem der Ansprüche 1-4, wobei die Tunnelkomponente (42) und/oder der Rumpf (12) eine Längsdichtungsanordnung (88, 90) aufweisen, die ausgebildet ist, einen weiteren dichtenden Kontakt zwischen dem Rumpf und der Tunnelkomponente in dem ausgefahrenen Zustand zur Beibehaltung des Unterdrucks im Inneren des Strömungstunnels (40) herzustellen.
  6. Wasserfahrzeug (10) nach einem der Ansprüche 1-5, wobei der Rumpf (12) entlang einer Längsrichtung (X) gestreckt ist, wobei die Tunnelkomponente (42) an dem Rumpf drehbar um eine Achse (A) montiert ist, die sich im Wesentlichen entlang der Längsrichtung erstreckt und die eine Drehung der Tunnelkomponente in Bezug auf den Rumpf zwischen dem eingefahrenen Zustand und dem ausgefahrenen Zustand ermöglicht.
  7. Wasserfahrzeug (10) nach einem der Ansprüche 1-6 mit einem Gehäuse (64), das in oder an dem Rumpf (12) angebracht ist, wobei das Gehäuse einen Raum (66) zur Aufnahme der Tunnelkomponente (42) in dem eingefahrenen Zustand bildet.
  8. Wasserfahrzeug (10) nach Anspruch 7, sofern dieser vom Anspruch 6 abhängig ist, wobei die Tunnelkomponente (42) eine Wellenanordnung (77, 78, 79) aufweist, die sich entlang der Achse (A) erstreckt, und wobei die Wellenanordnung in Bezug auf das Gehäuse (64) drehbar und ausgebildet ist, die Tunnelkomponente zwischen dem eingefahrenen Zustand und dem ausgefahrenen Zustand zu verfahren.
  9. Wasserfahrzeug (10) nach Anspruch 8, wobei das Gehäuse (64) eine Kammer (80) aufweist, die in oder im Bereich eines Achtern-Gebiets (74) des Raums (66) angeordnet ist und einen Getriebemechanismus (84) zum Ausüben eines Drehmoments auf die Wellenanordnung (77, 78, 79) enthält.
  10. Wasserfahrzeug (10) nach Anspruch 9, wobei die Wellenanordnung (77, 78, 79) eine Antriebswelle (77) aufweist, die an einer vorderen Wand (82) der Kammer (80) drehbar gekoppelt ist, so dass eine Erweiterung der Kammer in einer Vorwärtsrichtung (+X) gebildet ist.
  11. Wasserfahrzeug (10) nach Anspruch 10, wobei die Antriebswelle (77) drehbar mit dem Gehäuse (64) mittels eines abgedichteten Lagers (83) gekoppelt ist, das in oder in der Nähe der vorderen Wand (82) der Kammer (80) angeordnet und ausgebildet ist, den Raum (66) fluidmäßig von der Kammer zu trennen.
  12. Wasserfahrzeug (10) nach einem der Ansprüche 6-11, soweit diese von Anspruch 6 abhängen, wobei die Tunnelkomponente (42) eine längliche Platte (44) bildet, die entlang einer ersten Plattenkante (50) mit dem Rumpf (12) drehbar um die Achse (A) gekoppelt ist.
  13. Wasserfahrzeug (10) nach einem der Ansprüche 8-12, soweit diese von Anspruch 8 abhängen, wobei die Wellenanordnung (77, 78, 79) und das Gehäuse (64) die Längsdichtungsanordnung (88, 90) entlang der Achse (A) aufweisen, wobei die Dichtungsanordnung ausgebildet ist, einen weiteren dichtenden Kontakt zwischen dem Gehäuse und der Tunnelkomponente (42) in dem ausgefahrenen Zustand zur Beibehaltung des Unterdrucks im Inneren des Strömungstunnels (40) herzustellen.
  14. Wasserfahrzeug (10) nach Anspruch 13, wobei die Wellenanordnung (77, 78, 79) einen geradlinigen Vorsprung (90), der sich parallel zu der Achse (A) erstreckt, aufweist, wobei das Gehäuse (64) eine geradlinige Dichtung (88) aufweist, die sich in der Nähe der Wellenanordnung und parallel zu der Achse erstreckt, und wobei die geradlinige Dichtung und der geradlinige Vorsprung ausgebildet sind, gemeinsam den weiteren dichtenden Kontakt zu bilden, wenn die Tunnelkomponente (42) in den ausgefahrenen Zustand bewegt wird.
  15. Wasserfahrzeug (10) nach einem der Ansprüche 12-14, wobei die Platte (44) ein Verstärkungselement (58) aufweist, das sich entlang einer freien Plattenkante (52), die gegenüberliegend zu der Achse (A) ist, erstreckt.
  16. Tunnelkomponentenanordnung (41), die zum Anbringen in oder an einem Rumpf (12) eines Wasserfahrzeugs (10) ausgebildet ist, das eine Schraube (28), die in Bezug auf den Rumpf drehbar montiert ist, und eine Düse (30), die die Schraube umgibt, aufweist, wobei die Tunnelkomponentenanordnung umfasst:
    - ein Gehäuse (64), das ausgebildet ist, ein Montieren der Tunnelkomponentenanordnung in oder an dem Rumpf zu ermöglichen, und
    - eine Tunnelkomponente (42), die mit dem Gehäuse verbunden und die relativ zu dem Gehäuse beweglich ist zwischen:
    - einem eingefahrenen Zustand, in welchem die Tunnelkomponente von der Düse entfernt ist, und
    - einem ausgefahrenen Zustand, in welchem die Tunnelkomponente mindestens einen Teil eines einstellbaren Strömungstunnels (40) zum Transport eines Wasserstroms zu der Schraube bildet,
    und wobei die Tunnelkomponente eine Einrichtung zum Anschlag an der Düse und eine Einrichtung zur Bildung eines dichtenden Kontakts in dem ausgefahrenen Zustand zur Beibehaltung eines Unterdrucks im Inneren des Strömungstunnels aufweist.
  17. Verfahren zum Umrüsten eines Wasserfahrzeugs (10) mit einem Rumpf (12), der eine Schraube (28), die in Bezug auf den Rumpf drehbar montiert ist, und eine Düse (30) aufweist, die die Schraube umgibt, wobei das Verfahren umfasst:
    - Bereitstellen einer Tunnelkomponentenanordnung (41) nach Anspruch 16, wobei die Tunnelkomponentenanordnung ein Gehäuse (64) und eine Tunnelkomponente (42) aufweist;
    - Anbringen des Gehäuses (64) in oder an dem Rumpf derart, dass die Tunnelkomponente in Bezug auf den Rumpf bewegbar zwischen:
    - einem eingefahrenen Zustand, in welchem die Tunnelkomponente von der Düse entfernt ist, und
    - einem ausgefahrenen Zustand, in welchem die Tunnelkomponente zumindest einen Teil eines einstellbaren Strömungstunnels (40) zum Transport eines Wasserstroms zu der Schraube bildet und wobei die Tunnelkomponente an der Schraube so anliegt, dass ein dichtender Kontakt zur Beibehaltung eines Unterdrucks im Inneren des Strömungstunnels gebildet wird.
EP15177131.8A 2015-07-16 2015-07-16 Schiff mit einstellbarem durchflusstunnel Active EP3118102B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PL15177131T PL3118102T3 (pl) 2015-07-16 2015-07-16 Jednostka pływająca z regulowanym tunelem przepływowym
EP15177131.8A EP3118102B1 (de) 2015-07-16 2015-07-16 Schiff mit einstellbarem durchflusstunnel

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP15177131.8A EP3118102B1 (de) 2015-07-16 2015-07-16 Schiff mit einstellbarem durchflusstunnel

Publications (2)

Publication Number Publication Date
EP3118102A1 EP3118102A1 (de) 2017-01-18
EP3118102B1 true EP3118102B1 (de) 2018-08-22

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Application Number Title Priority Date Filing Date
EP15177131.8A Active EP3118102B1 (de) 2015-07-16 2015-07-16 Schiff mit einstellbarem durchflusstunnel

Country Status (2)

Country Link
EP (1) EP3118102B1 (de)
PL (1) PL3118102T3 (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022128854B3 (de) 2022-10-31 2024-01-04 Promarin Propeller Und Marinetechnik Gmbh Vorrichtung zur Erzeugung einer Luftabsperrfläche an einem Schiffsrumpf

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1121821A (en) * 1966-03-14 1968-07-31 Hovermarine Ltd Improvements to water propulsion systems employing fully or partially ducted impellers
US3635186A (en) * 1970-02-25 1972-01-18 William H German Ship construction
US4977845A (en) * 1989-08-14 1990-12-18 F. William Rundquist Boat propulsion and handling system
EP1300330B1 (de) 2001-10-05 2005-08-24 Steffen Augspurger Schiff mit Tunnelmitteln und Vorrichtung zum Bilden eines Tunnels
NL1034333C2 (nl) * 2007-09-04 2009-03-11 Hrp Holding B V Voortstuwingsinstallatie voor een vaartuig met schroef en straalbuis.

Non-Patent Citations (1)

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Title
None *

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PL3118102T3 (pl) 2019-02-28
EP3118102A1 (de) 2017-01-18

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