EP3551532B1 - Verfahren und vorrichtung zur reduzierung des auf eine zugeinheit oder ein azimuttriebwerk einwirkenden azimutdrehmoments - Google Patents

Verfahren und vorrichtung zur reduzierung des auf eine zugeinheit oder ein azimuttriebwerk einwirkenden azimutdrehmoments Download PDF

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Publication number
EP3551532B1
EP3551532B1 EP17829133.2A EP17829133A EP3551532B1 EP 3551532 B1 EP3551532 B1 EP 3551532B1 EP 17829133 A EP17829133 A EP 17829133A EP 3551532 B1 EP3551532 B1 EP 3551532B1
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Prior art keywords
fins
pod
pod housing
distance
housing
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EP17829133.2A
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English (en)
French (fr)
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EP3551532A1 (de
Inventor
Anders LOBELL
Rikard Johansson
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Kongsberg Maritime Sweden AB
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Kongsberg Maritime Sweden AB
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Publication of EP3551532A1 publication Critical patent/EP3551532A1/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
    • B63H5/125—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • 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

Definitions

  • the present invention relates to a method of reducing the azimuthal torque acting on a pulling pod unit or azimuth thruster having a rotary pod housing with a substantially vertical slewing axis and a downwardly directed fin means carried by the pod housing abaft the slewing axis.
  • It also relates to a device for reducing the azimuthal torque acting on a pulling pod unit or azimuth thruster having a rotary pod housing with a substantially vertical slewing axis and a downwardly directed fin means carried by the pod housing abaft the slewing axis.
  • the azimuthal torque around the slewing axis of a pulling pod unit or azimuthal thruster has to be handled by an installed steering machine for all combinations of steering angles, propeller speeds and ship speeds.
  • the main causes of the azimuthal torque are:
  • a common way of reducing the azimuthal torque for pulling pod units and azimuth thrusters is to place a fin with a wing profile abaft the slewing axis.
  • the fin creates a lateral force due to the angle of attack, especially at turning of the pod unit.
  • the lateral force gives rise to a torque that acts in a direction opposite to the sum of other torque contributions and therefore it reduces the maximum azimuthal torque.
  • a fin with a wing profile placed in the slip stream of a propeller may generate a forward directed force, which is greater than the total drag on the fin that acts in the opposite direction. Thereby, this regain of the rotational energy in the slip stream will give a positive thrust contribution that increases the efficiency of the pod unit.
  • the distance between the slewing axis and a center of the lateral forces acting on the fin forms a second arm of the lever.
  • JP 2009214650 (A ) (Universal Shipbuilding Corp.) discloses a pulling pod type propulsion unit capable of reducing propulsion resistance, wherein rectangular-plate vanes (current plates) are fixed to the side surface of the pod body so as to be disposed parallel to the axial direction of the pod body and in the direction normal to (the same as the radial direction of) the side surface of the pod body.
  • the amount of projection of the vane is 40 % or smaller of the radius of the propeller, i.e. the projection is extremely small compared to conventional known fins and therefore may not provide sufficient capability.
  • the object of the present invention is to improve in comparison to that for a pod unit or azimuth thruster having a conventional downward extending fin.
  • the fins having a thickness t that is relatively smaller in relation to the flow length C compared to a conventional single fin, wherein preferably the total thickness of the two fins is smaller than the thickness of one fin.
  • a further advantage that may be achieved with the invention is that the risk of grounding may be made lower than for a design using a single fin, since the two fins may be positioned to protrude a smaller distance below the POD
  • Fig. 1 shows a pulling pod unit or azimuth thruster 1 having a rotary neck 2.
  • a pod housing 4 having a central axis 3B extending generally horizontal.
  • the rotary neck 2 provides a substantially vertical slewing axis 3A, around which the pod unit 1 or azimuth thruster may be rotated.
  • a pulling propeller 7, having a radius R.
  • the slewing axis 3A may be positioned at different locations, as exemplified according to this embodiment, it may be positioned a distance x in front of the vertical center line 5 of the pod housing 4.
  • the pod housing carries two fixed, generally downwardly directed fins 6.
  • the fins 6 are positioned on the aft part 40 of the POD housing 4, at a first axial distance r (to a front attachment part of the fin) from the slewing axis 3A, which distance r may vary, but that in some applications preferably is greater than the radius R of the propeller 7.
  • the end surface 41 of the aft part 40 of the POD housing 4 is positioned at second axial distance L a from the slewing axis 3A which second axial distance is larger than the first axial distance r.
  • the aft end 65 of the fins 6 preferably terminate in line with or at a distance Y frontward from the aft part end 41.
  • the first axial distance r, i.e. between the POD azimuth rotation axis 3A, and the fins 6 should preferably be 10% to 85%, even more preferred 50% to 70%, of the second axial distance L a between the slewing axis 3A and the aft part end 41.
  • the fins 6 are positioned and extend on one side each in relation to a vertical longitudinal plane 30 of the pod housing 4.
  • the fins 6 comprise one starboard fin 6A, positioned on the starboard side of the aft part 40 in relation to the slewing axis 3, and one port fin 6B, positioned on the port side of it in relation to the slewing axis 3A.
  • the two fins 6 are preferably identically shaped and symmetrically positioned in relation to the vertical longitudinal plane 30 of the pod housing 4 and extend downwardly below the lower edge 42 of the pod housing, such that both fin tips 63 are positioned below the lower edge 42 of the pod housing.
  • the fins 6 extend substantially radially to present an angle ⁇ them between, which is in the range of 0° ⁇ ⁇ ⁇ 90°, more preferred ⁇ ⁇ 70°, even more preferred ⁇ ⁇ 50°.
  • the fins 6 may extend in different angles ⁇ , to fulfil the purpose of the invention.
  • the distance ⁇ between the inner portions of the centre plane 65 of the fins 6 shall advantagesly be smaller than the diameter Dp of the POD housing 4, preferably 0,1 Dp ⁇ ⁇ ⁇ 0,7 Dp, more preferred 0,2 Dp ⁇ ⁇ ⁇ 0,4 Dp and ⁇ is such that the crossing point of the center lines 65 of the fins 6 will cross at a point above the horizontal center plane of the pod housing 4.
  • Both fins are preferably in form of streamlined wing profiles having a largest thickness t and presenting a side area A, projected along the vertical longitudinal plane 30.
  • the fin span S f should preferably be about 40% to 100%, even more preferred 60% to 95%, of the radius R of the propeller 7.
  • the fins 6 will protrude a vertical distance L d from the lowest surface 42 of the POD housing 4, wherein preferably 0,1 S f ⁇ L d ⁇ 0,7 S f , more preferred 0,3 S f ⁇ L d ⁇ 0,6 S f .
  • the fins 6 have a front portion 61 that protrude downwards and abaft presenting an angle ⁇ in relation to a vertical axis, which angle ⁇ preferably is in the range of 0-80°, more preferred 30-60°.
  • the aft portions 62 protrude downwards and abaft presenting an angle ⁇ in relation to the vertical axis, which preferably is smaller than the angle ⁇ (in any direction in relation to the vertical) of the front portion 61, preferably in the range of 0-70°, more preferred 20-50°. Thanks to this design, a larger fin area may be exposed (compared to non-angled) within a vertical space limited by a desired depth level, e.g.
  • L d Thanks to the invention there is an advantageous influence on the POD steering torque, i.e. by having a twin fin arrangement in the aft part of the POD unit.
  • a larger total fin area A tot is projected along the longitudinal vertical plane 30, compared to a conventional single fin configuration (see fig. 3 ).
  • a tot 2 x A, implying that a much larger surface A tot can be active in comparison with a single fin.
  • larger area A tot may be achieved at the same time as they 6 protrude a vertical distance L d that is significantly smaller than with a single fin.
  • Fig. 4 there are shown schematic views of fins 6 presenting results from analysis of low pressure zones at 7,5° steering angle for an arrangement according to the invention in the left hand side of Fig. 4 and for a single fin in the right hand side.
  • the width 61 of the cavitating part of a double fin 6 is significantly smaller than that of a single fin. Thanks to this result a larger cavitation free steering angle is easily achieved.
  • a part of the superior cavitation performance can also be traded to further increase the gain in hydrodynamic unit efficiency by making the fins relatively thinner, i.e. designing the fins 6 having a thickness t that is relatively smaller in relation to the flow length C compared to a conventional single fin, wherein preferably t/C is in the range of 0,05- 0,3, more preferred 0,1-0,2.
  • the diameter D of the propeller is preferably in the range of 1 meter - 10 meter, most preferred 1,5 meters to 8 meters.
  • the horizontal span C is preferably in the range such that C/R is from 0,4 to 0,8.
  • the diameter Dp of the pod housing 4 is in the range of 0,4 R - 1,2 R, more preferred 0,5 R - R.
  • the pod neck 2 itself and/or the transition zone between the pod housing 4 and the neck 2 may preferably be designed to achieve a further reduction of the azimuthal torque by presenting further areas and/or a kind of vane located along the upper part of the pod housing 4, whereby the unit efficiency will be slightly further improved.
  • Fig. 6 presents a diagram showing test results regarding efficiency at different fin axis intersection positions for a POD unit equipped with the two fins design according to the invention.
  • the fins 6 intersecting at a point above the horizontal center plane (including the centre line 3B) of the pod housing 4 and to use fins that are thin.
  • Three different arrangements have been tested, including two different fin designs, a first fin design, graphs a) and c), having a first fin thickness t1 and a second fin design b) having a second fin thickness t2, wherein t2 is larger than t1.
  • the fin designs are the same.
  • graph c presents an arrangement where the POD housing has irregularities (e.g.
  • the tests indicate (see graph c) that the efficiency is even more improved when the POD housing has irregularities to use a positioning of the fins, such that their intersecting point is above said centre plane (cf. point A and B).
  • the intersecting point A, B, C of the center lines 65 of the fins 6 is positioned between 0,1 to 0,7 times the diameter Dp of the POD housing 4 above the horizontal center plane of the pod housing 4, preferably 0,2-0,5 times the diameter Dp.
  • the invention is not limited by what that is described above but may be varied within the scope of the claims. For instance, it is evident that the skilled person knows that there is a big variety of different materials that can be used to fulfill the function of the fin 6, but that metal, e.g. steel, will often be preferred. Furthermore, in some applications, the fin may be bent or twisted to meet the flow in a way to improve efficiency at low steering angles.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Wind Motors (AREA)
  • Movable Scaffolding (AREA)
  • Earth Drilling (AREA)

Claims (14)

  1. Verfahren zur Verringerung des auf eine Zugpropellergondeleinheit oder einen Pod-Antrieb (1) wirkenden azimutalen Drehmoments, aufweisend ein drehbares Propellergondelgehäuse (4) mit einer sich allgemein horizontal erstreckenden Mittelachse (3B) und mit einer im Wesentlichen vertikalen Schwenkachse (3A), einen Zugpropeller (7) und zwei nach unten gerichtete Finnen (6), die von dem Propellergondelgehäuse (4) achtern der Schwenkachse (3) angrenzend an das hintere Ende (41) des Propellergondelgehäuses (4) getragen werden, und Positionieren der zwei nach unten gerichteten Finnen (6) auf jeder Seite einer Längsebene (30) durch die Schwenkachse (3A) auf einem achterwärtigen Teil (40) des Propellergondelgehäuses (4), in einem Abstand (δ) voneinander, sodass sie sich im Wesentlichen radial aus dem Gondelgehäuse (4) heraus erstrecken, und Positionieren der Mittelebenen (65) der beiden nach unten gerichteten Finnen (6), um einen Winkel (β) aufzuweisen, der größer als 0° zwischen den beiden Finnen (6) ist, gekennzeichnet durch Positionieren der Finnen (6), damit die Mittelebenen (65) einen spitzen Winkel (β) aufweisen, der kleiner als 90° zwischen den beiden Finnen (6) ist, wobei der Schnittpunkt der Mittellinien (65) der Finnen (6) sich an einem Punkt zwischen dem 0,1- bis 0,7-fachen des Durchmessers (Dp) des Propellergondelgehäuses (4) über einer horizontalen Mittelebene des Propellergondelgehäuses (4) einschließlich der Mittelachse (3B) schneiden wird.
  2. Verfahren nach Anspruch 1, gekennzeichnet durch Positionieren der sich nach unten erstreckenden Finnen (6) unterhalb der Unterkante (42) des Propellergondelgehäuses, sodass beide Finnenspitzen (63) unterhalb der Unterkante (42) des Propellergondelgehäuses positioniert sind.
  3. Verfahren nach Anspruch 1 oder 2, gekennzeichnet durch Positionieren der Finnen (6), sodass sie sich im Wesentlichen radial aus dem Propellergondelgehäuse (4) heraus erstrecken, damit ihre Mittelebenen (65) einen Winkel (β) zwischen den Finnen (6) im Bereich von β < 70° und noch bevorzugter β < 50° aufweisen.
  4. Verfahren nach Anspruch 1, 2 oder 3, gekennzeichnet durch die Anordnung des Schnittpunktes (A, B, C) der Mittellinien (65) der Finnen (6) zwischen dem 0,2- bis 0,5-fachen des Durchmessers (Dp) des Propellergondelgehäuses (4) über der horizontalen Mittelebene des Propellergondelgehäuses (4).
  5. Verfahren nach Anspruch 1, 2, 3 oder 4, gekennzeichnet durch Positionieren der Finnen (6) in einem Abstand (δ) voneinander bezüglich der inneren Abschnitte der Mittelebenen (65) der Finnen (6), der kleiner ist als der Durchmesser (Dp) des Propellergondelgehäuses (4), wobei der Abstand (δ) bevorzugt in dem Bereich 0,1 Dp < δ < 0,7 Dp liegt.
  6. Verfahren nach einem der vorhergehenden Ansprüche, gekennzeichnet durch Positionieren der Finnen (6), um im Wesentlichen radial einen maximalen vertikalen Abstand (Ld) von der untersten Oberfläche (42) des Propellergondelgehäuses (4) im Bereich von 0,1 Sf < Ld < 0,7 Sf, bevorzugt 0,3 Sf < Ld < 0,6 Sf, vorzustehen, wobei Sf die radiale Spannweite einer Finne (6) ist.
  7. Verfahren nach einem der vorhergehenden Ansprüche, gekennzeichnet durch Positionieren der Finnen (6), sodass der axiale Abstand (r) zwischen der Schwenkachse (3A) und dem vorderen Teil der Finnen (6) im Bereich von 10 % bis 85 % eines zweiten axialen Abstands (La), bevorzugt 50 % bis 70 % des zweiten axialen Abstands (La), liegt, wobei der zweite axiale Abstand (La) der Abstand zwischen der Schwenkachse (3A) und dem achterwärtigen Teilende (41) des Propellergondelgehäuses (4) ist.
  8. Zugpropellergondel oder Pod-Antrieb mit einer Finnenanordnung zur Verringerung des auf eine Zugpropellergondeleinheit oder einen Pod-Antrieb (1) wirkenden azimutalen Drehmoments, aufweisend ein drehbares Propellergondelgehäuse (4) mit einer sich allgemein horizontal erstreckenden Mittelachse (3B) und mit einer im Wesentlichen vertikalen Schwenkachse (3A), einen Zugpropeller (7) und zwei nach unten gerichtete Finnen (6), die von dem Propellergondelgehäuse (4) achtern der Schwenkachse (3) angrenzend an das hintere Ende (41) des Propellergondelgehäuses (4) getragen werden, wobei die zwei nach unten gerichteten Finnen (6) auf jeder Seite an einem hinteren Teil (40) des Propellergondelgehäuses (4) und in einem Abstand (δ) voneinander in Bezug auf eine Längsebene (30), die die Schwenkachse (3A) einschließt, angeordnet sind und die beiden Finnen (6) sich im Wesentlichen radial aus dem Propellergondelgehäuse heraus erstrecken, wobei die Mittelebenen (65) der beiden nach unten gerichteten Finnen (6) einen Winkel (β) aufweisen, der größer als 0° zwischen den beiden Finnen (6) ist, dadurch gekennzeichnet, dass die Mittelebenen (65) der beiden Finnen (6) einen spitzen Winkel (β) aufweisen, der kleiner als 90° zwischen den Finnen (6) ist, wobei der Schnittpunkt der Mittellinien (65) der Finnen (6) sich an einem Punkt zwischen dem 0,1- bis 0,7-fachen des Durchmessers (Dp) des Propellergondelgehäuses (4) über einer horizontalen Mittelebene des Propellergondelgehäuses (4), einschließlich der Mittelachse (3B), schneiden wird.
  9. Zugpropellergondeleinheit oder Pod-Antrieb mit einer Finnenanordnung nach Anspruch 8, gekennzeichnet durch die Anordnung der Finnen (6), um sich nach unten unter die Unterkante (42) des Propellergondelgehäuses zu erstrecken, sodass beide Finnenspitzen (63) unter der Unterkante (42) des Propellergondelgehäuses positioniert sind.
  10. Zugpropellergondeleinheit oder Pod-Antrieb mit einer Finnenanordnung nach Anspruch 8 oder 9, gekennzeichnet durch die Anordnung der Finnen (6), um sich radial aus dem Propellergondelgehäuse (4) heraus zu erstrecken, damit deren Mittelebenen (65) einen Winkel (β) zwischen den Finnen (6) im Bereich von β < 70° und noch bevorzugter β < 50° aufweisen.
  11. Zugpropellergondeleinheit oder Pod-Antrieb mit einer Finnenanordnung nach Anspruch 8, 9 oder 10, gekennzeichnet durch die Positionierung des Schnittpunkts (A, B, C) der Mittellinien (65) der Finnen (6) zwischen dem 0,2 - 0,5-fachen des Durchmessers (Dp) des Propellergondelgehäuses (4) über der horizontalen Mittelebene des Propellergondelgehäuses (4).
  12. Zugpropellergondeleinheit oder Pod-Antrieb mit einer Finnenanordnung nach einem der Ansprüche 8 bis 11, gekennzeichnet dadurch, dass die inneren Abschnitte der Mittelebenen (65) der Finnen (6) einen Abstand (δ) voneinander aufweisen, der kleiner ist als der Durchmesser (Dp) des Propellergondelgehäuses (4), bevorzugt liegt der Abstand (δ) in dem Bereich von 0,1 Dp < δ < 0,7 Dp.
  13. Zugpropellergondeleinheit oder Pod-Antrieb mit einer Finnenanordnung nach einem der Ansprüche 8 bis 12, gekennzeichnet dadurch, dass die Finnen (6) angeordnet sind, um radial einen maximalen vertikalen Abstand (Ld) von der untersten Oberfläche (42) des Propellergondelgehäuses (4) im Bereich von 0,1 Sf < Ld < 0,7 Sf, bevorzugt 0,3 Sf < Ld < 0,6 Sf, vorzustehen, wobei Sf die radiale Spannweite einer Finne (6) ist.
  14. Zugpropellergondeleinheit oder Pod-Antrieb mit einer Finnenanordnung nach einem der Ansprüche 8 bis 13, gekennzeichnet dadurch, dass der axiale Abstand (r) zwischen dem vorderen Teil der Finnen (6) und der Schwenkachse (3A) im Bereich von 10 % bis 85 % eines zweiten axialen Abstandes (La), bevorzugt 50 % bis 70 % des zweiten axialen Abstandes (La), liegt, wobei der zweite axiale Abstand (La) der Abstand zwischen der Schwenkachse (3A) und dem achterwärtigen Teilende (41) des Propellergondelgehäuses (4) ist.
EP17829133.2A 2016-12-07 2017-12-07 Verfahren und vorrichtung zur reduzierung des auf eine zugeinheit oder ein azimuttriebwerk einwirkenden azimutdrehmoments Active EP3551532B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1651610A SE542122C2 (en) 2016-12-07 2016-12-07 A pod unit or azimuth thruster having a fin arrangement for reducing the azimuthal torque
PCT/EP2017/081773 WO2018104420A1 (en) 2016-12-07 2017-12-07 A method of and a device for reducing the azimuthal torque acting on a pulling pod unit or azimuth thruster

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Publication Number Publication Date
EP3551532A1 EP3551532A1 (de) 2019-10-16
EP3551532B1 true EP3551532B1 (de) 2021-07-28

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EP (1) EP3551532B1 (de)
RU (1) RU2747323C2 (de)
SE (1) SE542122C2 (de)
WO (1) WO2018104420A1 (de)

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JPH07196085A (ja) * 1994-01-06 1995-08-01 Kawasaki Heavy Ind Ltd 船の推進装置
RU2128126C1 (ru) * 1998-03-04 1999-03-27 Центральный научно-исследовательский институт им.акад.А.Н.Крылова Судовая винторулевая колонка для движения и маневрирования судна в ледовых условиях
FI115042B (fi) 2000-01-28 2005-02-28 Abb Oy Aluksen moottoriyksikkö
JP4301748B2 (ja) * 2001-06-29 2009-07-22 三菱重工業株式会社 船舶の推進装置
JP3842189B2 (ja) 2002-09-03 2006-11-08 川崎重工業株式会社 ポッドプロペラ
NO324501B1 (no) 2003-08-01 2007-11-05 Rolls Royce Marine As Anordning til okning av giringsstabiliteten for skip
JP2009214650A (ja) 2008-03-10 2009-09-24 Universal Shipbuilding Corp Ｐｏｄ型推進装置および船舶
RU2384457C2 (ru) * 2008-04-25 2010-03-20 Василий Николаевич Храмушин Активный стабилизатор килевой и бортовой качки корабля - штормовой аварийный движитель
DE202008011699U1 (de) * 2008-09-03 2008-11-06 Dl Fischer Gmbh Motorischer Propellerantrieb für ein Wasserfahrzeug
JP5360887B2 (ja) * 2009-03-25 2013-12-04 株式会社Ｉｈｉ ポッド推進器
JP5388184B2 (ja) 2009-03-25 2014-01-15 株式会社Ｉｈｉ ポッド推進器
JP5294265B2 (ja) * 2009-03-25 2013-09-18 株式会社Ｉｈｉ ポッド推進器
KR102095421B1 (ko) * 2013-11-05 2020-03-31 대우조선해양 주식회사 아지무스 스러스터

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RU2747323C2 (ru) 2021-05-04
SE542122C2 (en) 2020-02-25
RU2019118777A (ru) 2021-01-11
RU2019118777A3 (de) 2021-03-15
SE1651610A1 (sv) 2018-06-08
EP3551532A1 (de) 2019-10-16
WO2018104420A1 (en) 2018-06-14

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