KR20160128337A - Improvements related to ship propulsion provided with main and secondary propulsion devices - Google Patents

Abstract

The present invention relates to a ship providing a hull (2) having a bow (201) and a stern (202), the bow comprising: - at least one main propulsion device (3) At least two secondary propulsion devices (4) positioned against each other - the propulsion capability of each secondary propulsion device (4) is less than 30% of the propulsion capability of any of the at least one propulsion device (3) - the propulsion devices (3, 4), when projected on a plane perpendicular to the hull center line (CL), each of the secondary propulsion devices (4) has a horizontal extension (HES) At least two secondary propulsion devices 4 are arranged so as not to overlap with the horizontal extension (HEM) of any of the main propulsion devices 3 of the propulsion devices 4, (7) leaving the primary propulsion devices (8) to the secondary propulsion devices (4) Is arranged at least partially within the boundary layer (6) of the hull (2) when traveling straight ahead at full speed or flank speed.

Description

[0001] IMPROVEMENTS RELATED TO SHIP PROPULATION PROVIDED WITH MAIN AND SECONDARY PROPULSION DEVICES [0002]

The present invention relates to a ship presenting a hull having a bow and a stern, wherein the ship comprises a plurality of propulsion devices. The invention also relates to a method for manoeuvring such a vessel.

The propulsion system of the ship may comprise an internal propulsion device including, for example, one or more piston engines or turbines, and an external propulsion system including, for example, one or more propellers, Devices. ≪ / RTI > The propulsion devices may also be water jet outlet nozzles fed by pumps. The internal and external propulsion devices are connected by a sort of power transferring arrangement, e.g., one or more drive shafts.

Improving the efficiency of external propulsion devices of a ship has been the subject of many ideas. For example, the traditional single-screw marine propulsion has been complemented by the ideas of a number of external propulsion devices and examples, including the proposals in US1628837A, US3996877A, US8028636B2, WO2012047753A2 and GB1467758.

In addition to traditional propeller rudder combinations, other types of external propulsion devices have emerged, such as pod propulsion. The pod propulsion units have a propeller mounted on a pod that includes an electric engine and the pod is secured to a distal end of a strut formed as a key. The unit including the struts and the pod may be rotated to change the direction of the propeller thrust force and also to provide a sideways force by the strut acting as a key.

EP1329379A1 and JP200967213 disclose vessels having a main propeller, a rudder astern of the main propeller, and two additional propulsion units. However, there is still a need to further increase the efficiency of the external propulsion devices of the ship.

It is an object of the present invention to increase the propulsion efficiency of a ship.

A further object of the present invention is to increase the propulsion efficiency of the wide range of vessels.

These objects are achieved by a ship providing a hull having a bow and a stern,

At least one main propulsion device located towards the stern, and

At least two secondary propulsion devices located towards the stern, the propulsion capabilities of each secondary propulsion device being less than 30% of the propulsion capability of any of the at least one primary propulsion devices,

The propulsion device is arranged so that the horizontal extension of each secondary propulsion device does not overlap with the horizontal extension of any of the at least one primary propulsion device when projected on a plane perpendicular to the ship's centerline,

At least two secondary propulsion devices are arranged such that when the areas where the prop washes from the secondary propulsion devices leave the secondary propulsion devices travel straight forward at full speed or flank speed , At least partially within the boundary layer of the hull.

Here, the hull is a part of the propulsion system of the ship, e.g., propellers and water jet outlet nozzles, or devices for steering and stabilizing the vessel, such as keys or vessel ballast wing But not ship stabilizer wings.

As is understood, at least one propulsion device and at least two secondary propulsion devices are positioned towards the stern means that they are closer to the stern than the athlete.

Propulsion capability means the maximum propulsion force that can be provided by the propulsion device during static conditions, i.e., when the ship is not moving. The propulsion capability of each secondary propulsion device may be less than 30%, less than 20%, or even less than 10% of the propulsion capability of the main propulsion device. Preferably, when the first and second propulsion devices are the main propeller and the secondary propellers, respectively, the swept area of each secondary propeller is less than 30% of the swept area of the main propeller.

Prowash is water that is pushed to the aft by the secondary propulsion device. As illustrated below, the secondary propulsion devices may be rotating units in the form of secondary propellers, or the secondary propulsion devices may be outlet nozzles fed by water jet pumps. For example, if the secondary propulsion device is a secondary propeller, the propwash is water pushed to the solids by the secondary propeller, and the area where the propwash from the secondary propulsion device leaves the secondary propulsion device is in the secondary propeller. More specifically for this description, in the case where the secondary propulsion devices are propellers, the area from which the prop wash from the secondary propulsion device leaves the secondary propulsion device is the same as the area defined by the propeller disk It is understood that such an area is delimited by the extension of the propeller blades in the direction perpendicular to the axis of rotation of the propeller and the swept area of the propeller. As will be exemplified below, when the secondary propulsion device is the outlet nozzle of a water jet, the prop wash is water pushed to the solids by the pump of the water jet, and the prop wash from the secondary propulsion device leaves the secondary propulsion device Is in the outlet nozzle of the water jet. More specifically for this description, when the secondary propulsion device is an outlet nozzle of a water jet, the area from which the prop wash from the secondary propulsion device leaves the secondary propulsion device is a flat two-dimensional Area, and is understood to be delimited by the water jet contact surfaces of the interior of the nozzle at the end of the nozzle, where the water jet leaves the nozzle.

By projecting the propulsion devices such that the horizontal extension of each secondary propulsion device is arranged such that it does not overlap with the horizontal extension of any of the at least one primary propulsion device when projected on a plane perpendicular to the ship's centerline , It is understood that each secondary propulsion device is completely separated from the main propulsion device in the horizontal direction. That is, the horizontal extension of any secondary propulsion device of the secondary propulsion devices is completely offset from the horizontal extension of the main propulsion device to the lateral direction of the vessel. Here, the horizontal extension of the propulsion device is understood to be the maximum horizontal extension of the area leaving the propulsion device from the propwash from the propulsion device. In the case of a propeller, the horizontal extension will be the horizontal diameter of the area where the propeller sweeps. Preferably, in the lateral direction of the vessel, there is a horizontal distance between the horizontal extension of each secondary propulsion device and the horizontal extension of the main propulsion device.

As is known in fluid mechanics, the boundary layer is a layer of fluid near the solid body, where the effects of viscosity are substantial. The thickness of the boundary layer is normally defined as the distance from the body - at such distances, the flow velocity is 99% of the freestream velocity. This boundary layer thickness will generally depend on the speed of the ship. Also, for a given ship speed, the thickness of the boundary layer will generally depend on the position on the hull. The thickness of the boundary layer at the locations of the secondary propulsion devices can be determined, for example, by CFD (Computational Fluid Dynamics).

As is known, the ship can provide a design waterline. The design waterline (DWL), also known as a load waterline (LWL) or a summer summer load line, can be used to provide a still water supply for a particular water type and temperature, Is a line where the hull meets the surface of the water when it rests at rest and is loaded to the designed capacity of the ship. The design waterline is displayed on the ship by a so-called Plimsoll line. The plimson line is a reference mark with a horizontal line through the circle. The horizontal line of the Plimsol mark is at the same level as the design waterline, and the maximum depth at which the ship can safely be immersed when loaded, ie, to maintain buoyancy safely, for certain water types and temperatures, Represents legal restrictions.

Preferably, the secondary propulsion devices are completely below the design waterline. The main propulsion device may be fully below the design waterline.

Preferably, the at least two secondary propulsion devices are configured such that at least 50%, preferably all, of each area of the prop wash from the secondary propulsion devices leaves the secondary propulsion device,

- if the length (L.W.L.) at the ship's waterline is less than 100 meters,

- if the length (L.W.L.) at the ship's waterline is at least 100 meters and less than 150 meters,

- if the length (L.W.L.) at the ship's waterline is at least 150 meters and less than 200 meters,

- if the length (L.W.L.) at the ship's waterline is at least 200 meters and less than 250 meters,

- if the length (L.W.L.) at the ship's waterline is at least 250 meters and less than 300 meters,

- if the length (L.W.L.) at the ship's waterline is at least 300 meters and less than 350 meters,

- if the length (L.W.L.) at the ship's waterline is at least 350 meters, it shall be arranged within 1.64 meters from the hull.

This ensures that the secondary propulsion devices are arranged such that the areas where the prop wash from the secondary propulsion devices leave the secondary propulsion devices are located at least partially within the boundary layer of the hull as the ship travels straight ahead at full speed or full speed will be. This can be demonstrated by the fact that for the thickness of the turbulent boundary layers over a flat plate the boundary layer thickness can be calculated using the following equation:

here,

delta is the total thickness of the boundary layer,

x is the distance downstream from the beginning of the boundary layer,

Re _x is the Reynolds Number,

rho is the density,

u ₀ is the free stream rate,

μ is the dynamic viscosity.

The advantageous positions given above the areas where the prop washings from the secondary propulsion devices leave the secondary propulsion devices are based on the assumption that the secondary propulsion devices are located at the stern so that x is the length at the hull's waterline, It is assumed that the water temperature is 20 degrees Celsius. In addition, the maximum speed of the ship was assumed to be 20 knots.

As is known in the art, the boundary layer is separated from the hull, generally in the region close to the stern. Preferably, the secondary propulsion devices are configured such that the areas of the prop wash from the secondary propulsion devices leaving the secondary propulsion devices are directed forward of the boundary layer separation area, i. E. Towards the bow, as the ship travels straight at full speed or full speed Respectively.

Although the present invention involves pushing water backwards, which can locally increase the friction between the hull and water, the present invention is based on the idea that water accelerated by secondary propulsion devices is directed toward the stern of the ship, It may be possible to provide a ship with improved propulsion efficiency, since it can be used to energize the ship. At the same time, the larger main propulsion device, which can be implemented as a propeller with a large swept area diameter, contributes to maintaining the high efficiency of the propulsion system itself. Basically, the present invention provides a balance between increased hull efficiency and high efficiency of the propulsion system.

The increased hull efficiency provided by the secondary propulsion devices energizing the boundary layer, which is combined with the high propulsion efficiency provided by the main propulsion device, is particularly advantageous when, for example, the high beam to draft ratio ), The overall efficiency of propulsion of the ship is increased. This is because one or more large main propulsion devices with a plurality of secondary propulsion devices distributed along the lateral direction of the vessel can be provided which provide a boundary layer energizing effect over the major portions of the beam of the ship to be.

Because the propulsion device is arranged so that the horizontal extension of each secondary propulsion device does not overlap with the horizontal extension of any of the at least one propulsion device when projected onto a plane perpendicular to the ship's centerline, It is ensured that this advantageous lateral distribution of the devices is provided. Preferably, each secondary propulsion device is configured such that, when projected on a plane perpendicular to the ship's centerline, the horizontal extension of each secondary propulsion device does not overlap with the horizontal extension of any of the other propulsion devices .

In some embodiments, the main propulsion device is centrally centered with respect to the ship's centerline. Thereby, in the horizontal lateral direction of the ship, a single main propulsion device can be located in the middle of the hull.

Preferably, at least two of the secondary propulsion devices are distributed on both sides of the ship's centerline and are positioned outboard of at least one main propulsion device. The hull, under the design waterline, is generally substantially symmetrical with respect to the vertical symmetry plane intersecting the bow and stern. The ship's center line is the horizontal line in the vertical symmetry plane. Preferably, the secondary propulsion devices are evenly distributed on both sides of the ship's centerline. Only one secondary propulsion device may be present on each side of the ship's centerline, or more than one secondary propulsion device may be on each side of the ship's centerline. Thus, in some embodiments, at least two secondary propulsion devices are located on the port side of the ship's centerline, outboard of at least one main propulsion device, and at least two secondary propulsion devices are located on the starboard side of the ship's centerline, And is located outboard of one main propulsion device.

In some embodiments, the vessel comprises two main propulsion devices, each located on each side of the ship's centerline, and at least one of the secondary propulsion devices is positioned laterally between the main propulsion devices.

The distribution of the secondary propulsion devices on both sides of the ship's centerline can provide a boundary layer that will be energized across the beam of the hull, towards the stern, which is particularly advantageous for wide ships, such as many cruise ships . In addition, the distribution of secondary propulsion devices on both sides of the ship's centerline reduces differences in lateral speeds of the hull, thereby providing increased efficiency.

Preferably, the areas where the prop washings from the secondary propulsion devices leave the secondary propulsion devices are particularly closer to the design waterline than the lowermost portion of the hull, particularly the centers of such areas. The lowest portion of the hull can be a point, a line, or, for example, where the hull provides a substantially planar bottom surface.

As suggested, at least one, and preferably all, of the secondary propulsion devices may be a secondary propeller. Preferably, at least two of the secondary propulsion devices are secondary propellers and are evenly distributed on both sides of the ship's centerline. Preferably, all of the secondary propulsion devices are secondary propellers and are evenly distributed on both sides of the ship's centerline. The secondary propeller may be shaft driven. Also, within the scope of the present invention, at least one of the secondary propellers may be a rim driven secondary propeller. In some embodiments, at least one of the secondary propellers is a pod or azipull thruster. In some embodiments, at least one of the secondary propellers is an azimuth thruster.

Also, as suggested, in some embodiments, at least one of the secondary propulsion devices, preferably the entirety, is an outlet nozzle of a water jet. As such, the main propulsion device may be the main propeller. Preferably, at least two of the secondary propulsion devices are outlet nozzles of the water jets and are evenly distributed on both sides of the ship's centerline. Preferably, all of the secondary propulsion devices are outlet nozzles of the water jets and are evenly distributed on both sides of the ship's centerline. Preferably, the inlets of the water jets are wide; In particular, the inlets have a larger extension in the lateral direction of the hull than in the longitudinal direction of the hull; This will advantageously reduce the local flow deceleration at the inlet.

It should be noted that the set of second propulsion devices may be a combination of shaft driven secondary propellers, rim driven secondary propellers, pods, agitated thrusters and / or water jet outlet nozzles.

In some embodiments, when the main propulsion device is the primary propeller, at least one, preferably all, of the secondary propulsion devices is a secondary propeller that provides a diameter of the swept region that is smaller than the diameter of the swept region of the primary propeller . For example, as suggested above, the sweeping area of each secondary propeller may be less than 30% of the sweeping area of the main propeller. The center of the secondary propeller can be located in the upper third of the distance from the design waterline to the lowest part of the hull. The diameter of the swept region of the secondary propeller may be less than the distance from the center of the secondary propeller to the design waterline.

Preferably, when at least one or all of the secondary propulsion devices are secondary propellers, the center of the secondary propeller may be located within the boundary layer of the hull as the ship travels straight at full speed or full speed. In addition, the entire swept area of the secondary propeller can be located within the boundary layer of the hull when the ship travels straight at full speed or full speed.

When at least one or all of the secondary propulsion devices is an outlet nozzle of a water jet, the nozzle may be located at least partially within the boundary layer of the hull as the ship travels straight at full speed or full speed.

Preferably, when the main propulsion device is the main propeller, at least one, preferably all, of the regions leaving the propulsion from the secondary propulsion device from the secondary propulsion device are at the rear of the main propeller. This provides that the regions are as far as possible, which is advantageous.

Preferably, the vessel has a beam-to-draft ratio of at least 2.50, at least 3.0, at least 3.5, or at least 4.0. By arranging the secondary propulsion devices distributed in the beam direction, this embodiment is particularly advantageous for providing an advantageous arrangement for energizing the boundary layer over the beam extension of the hull in combination with high hull efficiency provided by a relatively large beam- .

Where at least one, more than one, or all of the secondary propulsion devices are secondary propellers, the hull can provide at least one groove that is oriented substantially parallel to the ship's centerline and at least partially surrounds each secondary propeller . The portion of the groove may be located above the waterline. Preferably, the entire groove is located below the waterline.

Preferably, at least a portion of the groove provides a partially-circular cross-section, wherein the radius is 5% -20% greater than half the diameter of the sweeping region of the secondary propeller.

Preferably, the diameter of the swept region of the main propeller is at least 50% of the distance from the design waterline to the lowermost portion of the hull. Advantageously, the main propulsion device includes a key at the rear of the main propeller. The key may be, for example, a semi-balanced type or a spade type key.

The key may have a bulb that provides a hubcap very close to the hub of the main propeller. As such, the propeller and key of the main propulsion device form a system known as an integrated propeller key system, e.g., the Promas system. This provides increased propulsion efficiency without any loss in maneuverability.

The object is also achieved by a ship according to claim 23. Such a vessel can be implemented, for example, in accordance with any one of claims 3 to 22. Preferably, the propulsion devices of the vessel according to claim 23, when projected on a plane perpendicular to the ship's centerline, the horizontal extension of each secondary propulsion device is such that, when any of the at least one primary propulsion devices As shown in FIG. Preferably, the secondary propulsion devices are completely below the ship's design waterline. At least one main propulsion device may be completely below the design waterline.

The object is also achieved by a method for controlling a ship according to any one of claims 1 to 23. The method includes the steps of controlling the secondary propulsion devices such that the collective thrust of at least one secondary propulsion device on one side of the hull centerline is higher than the collective thrust of at least one secondary propulsion device on the other side of the hull centerline . Thereby, the ship can be steered by different thrusts on the secondary propulsion devices.

The objects are also achieved by a ship providing a hull having a bow and a stern, the ship comprising at least one main propulsion device located towards the stern and at least two secondary propulsion devices located towards the stern, The propulsion capability of each secondary propulsion device is less than 30% of the propulsion capability of any of the at least one propulsion devices, and at least two of the secondary propulsion devices are configured such that the prop wash from the secondary propulsion devices The areas leaving the devices are arranged to be located at least partially within the boundary layer of the hull when the ship travels straight at full speed or full speed. Such a vessel can be implemented, for example, in accordance with any one of claims 2 to 22.

The objects are also achieved by a vessel providing a hull having a bow and a stern, the vessel comprising two main propulsion devices located towards the stern, each of the two main propulsion devices being located on each side of the ship's centerline Wherein the propulsion capability of each secondary propulsion device is less than the propulsion capability of the primary propulsion device and at least one of the secondary propulsion devices is located on the same side of the main propulsion device, Wherein at least two secondary propulsion devices are positioned laterally between the propulsion devices such that when the ship leaves the secondary propulsion devices from the prop wash from the secondary propulsion devices travels linearly at full speed or full speed, At least partially within the boundary layer. Such a vessel can be implemented, for example, in accordance with any one of claims 2, 4, 5, and 7 to 22. Preferably, the propulsion device is arranged so that, when projected on a plane perpendicular to the ship's centerline, the horizontal extension of each secondary propulsion device does not overlap with the horizontal extension of any of the at least one primary propulsion device . Preferably, the secondary propulsion devices are completely below the ship's design waterline. The main propulsion devices may be fully below the design waterline.

The objects are also achieved by a vessel providing a hull having a bow and a stern, wherein the vessel comprises at least one main propelling device, which is a main propeller positioned towards the stern, and each of the water jets, Wherein the at least two secondary propulsion devices are configured such that when the ship leaves the secondary propulsion devices from the prop wash from the secondary propulsion devices travels straight forward at full speed or full speed, Are arranged at least partially within the boundary layer of the hull. Such a vessel can be implemented, for example, in accordance with any one of claims 2 to 7, 15 to 17, and 20 to 22. Preferably, the propulsion capability of each secondary propulsion device is less than the propulsion capability of the primary propulsion device. Preferably, the propulsion device is arranged so that, when projected on a plane perpendicular to the ship's centerline, the horizontal extension of each secondary propulsion device does not overlap with the horizontal extension of any of the at least one primary propulsion device . Preferably, the secondary propulsion devices are completely below the ship's design waterline. The main propulsion device may be fully below the design waterline.

The following embodiments of the present invention will be described in connection with the drawings,
- Figure 1 shows a side view of the ship,
- Figure 2 shows a view from the rear of the ship of Figure 1,
- Figure 3 shows a part of the figure of figure 1,
FIGS. 4-6, 9, 11 and 13 illustrate views from the back of the hulls of ships in accordance with alternative embodiments of the present invention,
7 shows a side view of the part of the hull of figure 6,
- Figure 8 shows a section of a section oriented along the line VIII-VIII of Figure 7,
- Figure 10 shows a side view of the part of the hull of Figure 9,
- Figure 12 shows a side view of the part of the hull of Figure 11,
14 shows a side view of the part of the hull of figure 13, and
Fig. 15 shows a view from the bottom of the ship of Fig. 1; Fig.

Fig. 1 shows a side view of the ship 1. Fig. The hull 2 of the vessel 1 has a bow 201, stern 202, and design waterline 203, as defined above. As suggested in FIG. 2, the vessel has a beam-to-draft ratio (B / D) of 3.00. The vessel 1 includes a main propulsion device 3 which is positioned towards the stern 202. The main propulsion device 3 is the main propeller 301 and the key 302 is mounted on the skeg 303. The entire main propeller 301 is below the design waterline 203. The swept diameter of the main propeller 301 is 60% of the distance D from the design waterline 203 to the lowest part of the hull 2.

As can be seen in FIGS. 1 and 2, the two secondary propulsion devices 4 are positioned towards the stern 202. Each of the secondary propulsion devices 4 is a secondary propeller 401. The secondary propellers are distributed on both sides of the ship's center line CL and are located outboard of the main propulsion device 3. Each of the secondary propellers 401 provides a swept area diameter that is smaller than the swept area diameter of the main propeller 301.

2, when each secondary propeller 401 is projected on a plane perpendicular to the ship's centerline CL, a horizontal extension (HES) of each secondary propeller is formed on the main propeller 301 (HEM).

3, the bottom surface 204 of the hull 2, which is flat along the main part of the hull 2, faces the stern 202 and forms a continuous smooth rise 205 , And the closer the distance to the stern 202 is, the closer to the waterline 203. The primary and secondary propulsion devices 3 and 4 are positioned within the extension of the raised portion 205 along the longitudinal direction of the hull 2 (parallel to the hull centerline CL).

In Fig. 3, the boundary layer as shown when the ship moves straight at full speed or full speed is indicated by line 6. The boundary layer 6 is generally thicker at the raised portion 205 than at the bottom surface 204.

The secondary propellers 401 are located in the boundary layer 6 of the hull 2. The secondary propellers are arranged such that areas 7 where the prop washers 8 from the secondary propellers 401 leave the secondary propellers 401 are also located in the boundary layer 6 of the hull. The areas 7 where the prop washers 8 from the secondary propellers 401 leave the secondary propeller 401 are also behind the primary propeller 301.

The areas 7 where the prop washers 8 from the secondary propellers 401 leave the secondary propellers 401 are below the design waterline 203 and are located at the lowest part of the hull 2, It should be noted that it is closer to the design waterline than the minor surface 204. More specifically, as can be seen in FIG. 2, the center of the secondary propellers 401 is located within the upper third of the distance D from the design waterline 204 to the bottom surface 204.

Fig. 4 shows an embodiment in which two secondary propellers 401 are located on the left side of the ship's centerline CL and on the outboard side of the main propeller 301. Fig. Two additional secondary propellers 401 are located on the starboard of the ship's centerline CL, outboard of the main propeller 301.

Fig. 5 shows an embodiment in which two main propellers 301 are distributed on both sides of the ship center line CL. The secondary propeller 401 is located on the outboard of the main propeller 301 located on the left side of the ship center line CL on the left side of the ship center line CL. The other secondary propeller 401 is located on the starboard side of the main propeller 301 located on the starboard side of the ship center line CL on the starboard of the ship centerline CL. An additional secondary propeller 401 is located between the main propellers 301.

6-8 illustrate an embodiment in which the hull 2 provides four grooves 206 oriented substantially parallel to the ship's centerline CL. Each groove 206 partially surrounds each of the secondary propellers 401. 8, a portion of each groove 206 provides a partially-circular cross-section having a radius that is 5% -20% greater than half the diameter of the swept region of the secondary propeller 401. As shown in FIG.

As can be seen in Fig. 7, the secondary propellers are located in the boundary layer 6 at the maximum speed or full speed of the ship. The secondary propellers are arranged such that areas 7 where the prop washers 8 from the secondary propellers 401 leave the secondary propellers 401 are also located in the boundary layer 6 of the hull.

As shown in FIG. 7, this embodiment provides a spurious key 302 at the rear of the main propeller 301.

In the embodiments described above, the secondary propellers 401 are shaft driven. Figures 9 and 10 illustrate alternative embodiments of rim-driven secondary propellers 401. As can be seen in FIG. 10, the rim-driven secondary propellers 401 are partially located within the boundary layer 6 at the maximum speed or full speed of the ship. The rim-driven secondary propellers 401 thus allow regions 7 where the prop washers 8 from the rim-driven secondary propellers 401 to leave the propellers 401 are also in the boundary layer of the hull 6). ≪ / RTI >

In this embodiment, the key 302 at the rear of the main propeller 301 provides a bulb 304 with a hub cap 305 that is very close to the hub 306 of the main propeller 301. Thus, the embodiment provides an integrated propeller key system known as a promass system.

Figures 11 and 12 illustrate an embodiment in which each of the two secondary propulsion devices is an outlet nozzle 402 of the water jet 401. As can be seen in Fig. 12, the outlet nozzles 402 are located in the boundary layer 6 of the hull when the ship travels straight at full speed or full speed. The outlet nozzles 402 are positioned such that the areas 7 from which the prowashes 8 from the outlet nozzles 402 leave the outlet nozzles 402 are also located within the boundary layer 6 of the hull. .

13 and 14 illustrate an embodiment wherein each of the two main propulsion devices 301 as well as each of the three secondary propulsion devices 401 is also an outlet nozzle of a water jet. The secondary propulsion device water jet outlet nozzles 402 are located within the boundary layer 6 of the hull when the ship travels straight at full speed or full speed.

As can be seen in Fig. 15, the operation in the embodiment of the method according to the invention is shown. The secondary propulsion devices 4 are configured such that the thrust Ts of the secondary propulsion device 4 on the starboard of the ship centreline CL is less than the thrust Tp of the secondary propulsion device 4 on the port side of the ship centerline CL . Thereby, the ship 1 will be steered to the port using different thrusts (Ts, Tp).

Claims (24)

A vessel presenting a hull (2) having a bow (201) and a stern (202)
At least one main propulsion device (3) located towards the stern, and
- at least two secondary propulsion devices (4) positioned towards said stern; - a thrust capacity of each said secondary propulsion device (4) is at least one of said at least one main propulsion device (3) Less than 30% of the propulsion capability of any of the main propulsion devices,
Characterized in that when the propulsion devices (3, 4) are projected on a plane perpendicular to the hull center line (CL), the horizontal extension (HES) of each said secondary propulsion device (4) Is arranged so as not to overlap with the horizontal extension (HEM) of any main propulsion device (3) of the main propulsion device (3)
At least two of said secondary propulsion devices 4 are arranged such that the areas 7 where the prop washings 8 from the secondary propulsion devices 4 leave the secondary propulsion devices 4 Is arranged at least partially within a boundary layer (6) of the hull (2) when the ship is traveling straight at full speed or flank speed.
Ships providing a hull with bow and stern. The method according to claim 1,
At least two of said secondary propulsion devices 4 are arranged such that the prop wash 8 from said secondary propulsion device 4 is at least 50% of each region 7 leaving the secondary propulsion device 4, Overall,
- if the length (LWL) at the waterline of the hull is less than 100 meters,
- if the length (LWL) at the waterline of the hull is at least 100 meters and less than 150 meters,
- if the length (LWL) at the waterline of the hull is at least 150 meters and less than 200 meters,
- if the length (LWL) at the waterline of the hull is at least 200 meters and less than 250 meters,
- if the length (LWL) at the waterline of the hull is at least 250 meters and less than 300 meters,
- if the length (LWL) at the waterline of the hull is at least 300 meters and less than 350 meters,
- arranged to be within 1.64 meters from the hull when the length LWL at the waterline of the hull is at least 350 meters,
Ships providing a hull with bow and stern. 3. The method according to claim 1 or 2,
The main propulsion device 3 is centrally directed with respect to the hull centerline CL,
Ships providing a hull with bow and stern. 4. The method according to any one of claims 1 to 3,
At least two of the secondary propulsion devices 4 are distributed on both sides of the ship's centerline CL and are located outboard of at least one of the main propulsion devices 3. [
Ships providing a hull with bow and stern. 5. The method according to any one of claims 1 to 4,
At least two of the secondary propulsion devices 4 are located on the port side of the hull center line CL and are located outboard of at least one of the main propulsion devices 3 and at least two of the secondary propulsion devices 4 Is located on the starboard of the ship's centerline (CL), outboard of the at least one main propulsion device (3)
Ships providing a hull with bow and stern. 6. The method according to any one of claims 1 to 5,
Wherein at least one of the secondary propulsion devices (4) comprises at least one of the main propulsion devices (3), each of which is located on each side of the hull centerline (CL) Which is located laterally between the first,
Ships providing a hull with bow and stern. 7. The method according to any one of claims 1 to 6,
The ship provides a design waterline 203 and the areas 7 from which the prop washers 8 from the secondary propulsion devices 4 leave the secondary propulsion devices 4, Which is closer to the design waterline 203 than the lowest portion of the water line 2,
Ships providing a hull with bow and stern. 8. The method according to any one of claims 1 to 7,
At least one, and preferably all, of the secondary propulsion devices 4 is a secondary propeller 401,
Ships providing a hull with bow and stern. 9. The method of claim 8,
At least one of the secondary propellers 401 is a rim driven secondary propeller 401,
Ships providing a hull with bow and stern. 10. The method according to any one of claims 1 to 9,
At least one, and preferably all, of the secondary propulsion devices 4 is a discharge nozzle 402 of a water jet 401,
Ships providing a hull with bow and stern. 11. The method according to any one of claims 1 to 10,
The main propulsion device comprises a main propeller (301)
Ships providing a hull with bow and stern. 12. The method according to any one of claims 1 to 11,
The ship provides a design waterline 203 and at least one, preferably all, of the secondary propulsion devices 4 is a secondary propeller and the center of the secondary propeller 401 is connected to the design waterline 203, Located in the upper third of the distance D to the lowest part of the hull 2,
Ships providing a hull with bow and stern. 13. The method according to any one of claims 1 to 12,
At least one of the secondary propulsion devices 4 is preferably a secondary propeller and the center of the secondary propeller 401 is located at the center of the boundary layer of the hull 2 when the ship moves straight at full speed or full speed, (6)
Ships providing a hull with bow and stern. 14. The method according to any one of claims 1 to 13,
At least one of the secondary propulsion devices 4 is preferably a secondary propeller and the entire swept area of the secondary propeller 401 is located at the maximum speed or full speed when the ship is traveling at a maximum speed or full speed, Located in the boundary layer (6) of the hull (2)
Ships providing a hull with bow and stern. 15. The method according to any one of claims 1 to 14,
At least one, and preferably all, of the secondary propulsion devices 4 is an outlet nozzle 402 of the water jet 401, and the outlet nozzle 402, when the vessel travels straight at full speed or full speed, At least partially within the boundary layer (6) of the hull (2)
Ships providing a hull with bow and stern. 16. The method according to any one of claims 1 to 15,
Characterized in that the main propulsion device is a main propeller (301) and the prop wash (8) from the secondary propulsion device (4) comprises at least one of the areas (7) leaving the secondary propulsion device (7) is located behind the main propeller (301)
Ships providing a hull with bow and stern. 17. The method according to any one of claims 1 to 16,
Wherein the vessel has a beam to draft ratio (B / D) of at least 2.5, at least 3.0, at least 3.5,
Ships providing a hull with bow and stern. 18. The method according to any one of claims 1 to 17,
Wherein at least one, more than one or all of the secondary propulsion devices 4 is a secondary propeller 401 and the hull 2 is oriented substantially parallel to the hull centerline CL, Providing at least one groove (206) that at least partially surrounds the groove (401)
Ships providing a hull with bow and stern. 19. The method of claim 18,
At least a portion of the groove 206 provides a partial-circular cross-section having a radius 5% -20% greater than half the diameter of the swept region of the secondary propeller 401,
Ships providing a hull with bow and stern. 20. The method according to any one of claims 1 to 19,
The main propelling device 301 is a main propeller 301 and the diameter of the sweeping region of the main propeller 301 is at least the distance D from the design waterline 203 to the lowermost portion of the hull 2 50%
Ships providing a hull with bow and stern. 21. The method according to any one of claims 1 to 20,
Wherein the main propulsion device is a main propeller and the main propulsion device comprises a key 302 at the rear of the main propeller 301. [
Ships providing a hull with bow and stern. 22. The method of claim 21,
The key 302 provides a bulb 304 that provides a hubcap 305 that is very close to the hub 306 of the main propeller 301. The hub 302,
Ships providing a hull with bow and stern. A ship providing a hull (2) having a bow (201) and a stern (202), the bow comprising at least one main propulsion device (3) positioned towards the aft and at least two Wherein the propulsion capability of each said secondary propulsion device 4 is less than 30% of the propulsion capability of any of the at least one primary propulsion device 3 , At least two of said secondary propulsion devices (4) are arranged such that the prop wash (8) from said secondary propulsion device (4) is at least 50% of each region (7) leaving said secondary propulsion device Make whole,
- if the length (LWL) at the waterline of the hull is less than 100 meters,
- if the length (LWL) at the waterline of the hull is at least 100 meters and less than 150 meters,
- if the length (LWL) at the waterline of the hull is at least 150 meters and less than 200 meters,
- if the length (LWL) at the waterline of the hull is at least 200 meters and less than 250 meters,
- if the length (LWL) at the waterline of the hull is at least 250 meters and less than 300 meters,
- if the length (LWL) at the waterline of the hull is at least 300 meters and less than 350 meters,
- arranged to be within 1.64 meters from the hull when the length LWL at the waterline of the hull is at least 350 meters,
Ships providing a hull with bow and stern. A method for controlling a ship according to any one of claims 1 to 23, characterized in that a collective thrust (Ts, Tp) of at least one secondary propulsion device (4) on one side of the ship's centerline (CL) (Ts, Tp) of at least one secondary propulsion device (4) on the other side of the hull center line (CL)
A method for controlling a ship.

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