RU2111893C1 - Shipboard propulsion and steering complex - Google Patents

Abstract

FIELD: shipbuilding; designing and building propulsion and steering complexes. SUBSTANCE: propulsion and steering complex includes two propellers located on either side and rudder located in center plane. Mounted after each propeller in its disc at a distance of 0.7-3 diameters of propellers from plane of disc is revolving rotor which may be extended from and retracted into ship's hull. Rotor is made in the form of telescopic cylinder; all members of this cylinder rotate in one direction. Each rotor is operated independently from command station, for example. EFFECT: improved maneuvering characteristics especially in moving at slow speed with no effect on other characteristics of the ship. 3 dwg

Description

 The invention relates to the field of shipbuilding and concerns the design and creation of ship propulsion and steering systems.

Currently, in the design practice of ships and ships, three types of propulsion and steering systems (DRC) have become widespread:
a propeller with a rudder located in the diametrical plane (DP),
rowing propellers and rudders
propellers located on the sides, with a steering wheel in the DP.

 Each of these DRCs has its own advantages and disadvantages and, as a rule, is applied to a certain type of vessel. In particular, high-speed ships with two propellers are used for high-speed vessels. As for the rudders, the best stability and agility characteristics of the vessel are ensured when two rudders are installed behind the propellers. However, often this leads to undesirable consequences. So, for example, good agility can contribute to the appearance of a large roll on the circulation. There are cases when the installation of rudders behind the propellers led to the buildup of the vessel when moving in a straight course. In addition, the negative effect of cavitation is manifested to a large extent for rudders located behind the propellers. It should also be noted that in the installation of two rudders, the design of the steering drive is complicated in comparison with the single-steering version.

 In this regard, on the ships, along with the two-steering scheme, the DRC, consisting of propellers located on the sides, and the steering wheel in the landing gear, became widespread. Such a technical solution is known (Van Lammeren, Troost, Koning. Resistance, propulsive qualities and controllability of ships. L .: Sudpromgiz, 1957) and adopted as a prototype.

 The specified DRC is deprived of the above disadvantages inherent in the DRC with two rudders. However, as a rule, vessels with this type of DRC have low handling characteristics, especially when driving at low speeds.

 The objective of the invention is the creation of the DRC, which provides the ship with an improvement in its maneuverability, especially when moving at low speeds, and does not adversely affect other operational qualities of the ship.

 To achieve the specified technical result, in the known propulsion and steering complex of the vessel, including two propellers and a rudder located on the sides, behind each propeller, in the area of its disc, at a distance of 0.7-3 diameters of the propeller from the plane of the disc, is installed a rotating rotor with the possibility of its extension and retraction into the hull of the vessel, while the rotor is made in the form of a telescopic cylinder, all elements of which are rotatable in one direction, each rotor has an autonomous control for example, from the command post of the ship.

 The use of rotary rotors located behind the propellers at a distance of 0.7-3 of its diameter in the DRC ensures a large lateral force even in the absence of stroke when the propellers operate in the mooring mode, i.e., in a mode in which the lateral force arising on the DRC prototype, it’s almost zero.

 The use of retractable rotors in the DRC keeps the ship's running characteristics unchanged, and also ensures the safety of their operation at different speeds.

 The implementation of the rotors in the form of telescopic cylinders allows to save ship volume both for the placement of the rotor control mechanism and for other purposes.

 Autonomous control of each rotor allows, in accordance with the needs of maneuvering, to regulate the extension of the rotor and its rotation speed.

 The invention is illustrated by drawings, where in FIG. 1 shows the aft end of a ship with a propulsion and steering complex; in FIG. 2 - a rotor in the form of a telescopic cylinder (in the extended position), and in FIG. 3 - curves disassembling the effectiveness of the technical solution on the controllability of the vessel.

 At the aft end (Fig. 1), the rudder 2 is located along the ship’s DP 1, and extended rotors 4 are mounted on each side of the propeller 3 on the sides of the ship in the propeller’s disk at a distance of 0.7-3 times the diameter of the propeller from the plane of its disk. niche 5 of the hull, with the possibility of their recession in the hull.

 Each retractable rotor 4 is made in the form of a telescopic cylinder (Fig. 2), consisting of rotating cylindrical elements pushed into each other 6. In the hull of the vessel (Fig. 2) there is an actuator 7 for providing rotation, extension from the hull of the vessel, as well as retraction back rotors 4.

 DRC works as follows. When flow flows onto a rotating rotor, due to the difference in speed on the upper and lower surfaces of the rotor, a pressure difference occurs, which leads to the appearance of lateral force on it. Moreover, this force is greater, the higher the rotor speed. The presence of additional lateral force due to the work of the rotors is equivalent to an increase in rudder efficiency, which provides an improvement in both the stability of the rectilinear movement and the agility of the vessel. Under the action of waves and wind, at low speeds, at which the work for the steering wheel becomes ineffective, the lateral force from the working rotors becomes almost the only force (not counting the stop of the propellers) that controls the vessel. The magnitude of the lateral force depends on the ratio between the linear velocity of the points located on the surface of the rotor, and the speed of flow flowing onto the rotor. For the proposed DRC, the flowing stream is formed from a fluid stream flowing around the ship’s hull and a stream caused by the operation of each propeller.

 Depending on the nature of the action of external disturbances or the need to perform one or another maneuver, the work of the rotor of different sides may differ from each other, i.e. they can be extended to different depths or have different rotation speeds.

 The authors conducted an experimental verification of the proposed DRC and made a comparison with the prototype.

от угла перекладки руля δ , приведенные на фиг. 3, показывают, что использование предлагаемого ДРК существенно уменьшает диаметр циркуляции судна по сравнению с прототипом, что обеспечивает судну более высокие эксплуатационные характеристики.Corresponding results in the form of a dependence of the relative diameter of the steady-state circulation

from the rudder angle δ shown in FIG. 3, show that the use of the proposed DRC significantly reduces the diameter of the circulation of the vessel compared to the prototype, which provides the vessel with higher operational characteristics.

Claims (1)

 The propulsion and steering complex of the vessel, including two propellers located on the sides and a rudder in the diametrical plane, characterized in that behind each propeller in the disc area at a distance of 0.7 - 3 propeller diameters from the plane of the disc there is a rotating rotor with the possibility of its extension and recessing in a niche of the hull, while the rotor is made in the form of a telescopic cylinder, all elements of which are rotatable in one direction, with each rotor having autonomous control through th mechanism from the command post of the ship.

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