US20130315704A1 - Marine Vessel Propulsion System with a Nozzle and a Propeller - Google Patents

Marine Vessel Propulsion System with a Nozzle and a Propeller Download PDF

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Publication number
US20130315704A1
US20130315704A1 US13/885,380 US201113885380A US2013315704A1 US 20130315704 A1 US20130315704 A1 US 20130315704A1 US 201113885380 A US201113885380 A US 201113885380A US 2013315704 A1 US2013315704 A1 US 2013315704A1
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US
United States
Prior art keywords
propulsion system
nozzle body
ship propulsion
contour
constriction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US13/885,380
Inventor
Dirk Jurgens
Michael Palm
David Bendl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Patent GmbH
Original Assignee
Voith Patent GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Assigned to VOITH PATENT GMBH reassignment VOITH PATENT GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: BENDL, DAVID, JURGENS, DIRK, PALM, MICHAEL
Publication of US20130315704A1 publication Critical patent/US20130315704A1/en
Abandoned legal-status Critical Current

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Classifications

    • 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
    • B63H1/16—Propellers having a shrouding ring attached to blades
    • 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

Definitions

  • the invention relates to a ship propulsion system according to the preamble of claim 1 .
  • Such ship propulsion systems are well known (see DE 28 48 785 C2).
  • Such propulsion systems can be arranged in the stern region of a ship. They can be fixed or pivotable.
  • the inner surface of the nozzle forms a flow channel whose longitudinal axis extends coaxially to the propeller.
  • the channel width generally changes over the length of the nozzle.
  • the channel may comprise a converging and a diverging section. Cylindrical sections are also provided.
  • the nozzle body has a certain thickness. Water can flow about the outer surface.
  • the ratio of the produced thrust of the propulsion system in relation to the power absorbed is also very important. This ratio lies in practice close to 1, e.g. at 0.7 to 0.8.
  • the invention is based on the object of providing a ship propulsion system of the kind mentioned above in which the ratio of nozzle thrust to propeller thrust is as large as possible.
  • the advantage to be achieved by the invention is virtually spectacular.
  • the invention led to such a ratio of nozzle thrust to propeller thrust that the inventor interrupted the tests at first because they believed the measuring instruments to be defective.
  • the ratio of nozzle thrust to propeller thrust led to a value which far exceeded 1, namely approximately 1.5.
  • FIG. 1 shows an axial sectional view of a ship propulsion system with a nozzle body and a propeller
  • FIG. 2 shows a highly schematic view of an axial section of a second propulsion system
  • FIG. 3 again shows a highly schematic view of a further propulsion system
  • FIGS. 4-7 show further nozzle bodies in axial sectional views
  • FIG. 8 shows an axial section in a highly schematic view of a third ship propulsion system with two different axial propeller positions.
  • the ship propulsion system shown in FIG. 1 comprises a nozzle body 1 and a propeller 2 which is enclosed by said nozzle body.
  • the propeller 2 comprises a propeller shaft 2 . 1 and four propeller blades 2 . 2 .
  • the nozzle body 1 comprises an inner surface 1 . 1 and an outer surface 1 . 2 .
  • the inner surface 1 . 1 forms a flow channel through which the flow passes in the direction of the arrow.
  • the channel comprises a constriction 3 .
  • the apex of each propeller blade 2 . 2 in the radially outer region is situated downstream of the constriction 3 , which is precisely shown in FIG. 2 and also in FIG. 8 .
  • This axial sectional view shows a hydrofoil profile.
  • FIGS. 2 and 3 show the hydrofoil profile of the nozzle body 1 again.
  • the propeller 2 is clearly displaced in relation to the constriction in the downstream direction, which is in the direction of the flow.
  • the inner surface 1 . 1 of the nozzle body 1 which forms the flow channel has a first contour I which forms the inlet section of the flow channel.
  • Contour I is situated between the entrance plane 4 and the constriction 3 .
  • Contour I obeys a specific quadratic function with a deviation of ⁇ 5 percent of the length 1 . 2 of the nozzle body 1 .
  • the inner surface 1 . 1 has a second contour II.
  • Contour II is situated between the constriction 3 and the outlet plane 5 .
  • Contour II obeys a specific rational function, which again occurs with a deviation of ⁇ 5 percent of the length 1 . 2 of the nozzle body 1 .
  • the constriction 3 is situated at the location where the contours I and II meet each other.
  • the contour III of the outer surface 1 . 2 of the nozzle body 1 belongs to a polynomial of sixth order, again with the aforementioned possible deviation of ⁇ 5 percent of the length 1 . 3 of the nozzle body 1 .
  • the propeller 2 is situated at the constriction 3 of the flow channel. Everything else is similar to the embodiment according to FIG. 2 .
  • FIGS. 4 to 7 show further embodiments of nozzle bodies 1 , which all include a hydrofoil profile.
  • Axial propeller positions are shown in the embodiment according to FIG. 8 .
  • the propeller is situated downstream of the constriction 3 and in the illustration with the dashed line it is located at the constriction 3 .

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Turbine Rotor Nozzle Sealing (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Nozzles (AREA)
  • Jet Pumps And Other Pumps (AREA)

Abstract

The invention relates to a ship propulsion system
    • comprising a nozzle body and a propeller enclosed by said nozzle body;
    • the nozzle body has an inner surface which forms a flow channel, and further an outer surface;
    • a constriction is situated between the inlet plane and the outlet plane of the flow channel;
    • as seen in an axial sectional view, the inner boundary surface of the flow channel has a first contour between the inlet plane and the constriction, and a second contour between the constriction and the outlet plane;
    • the constriction is situated at a distance of 0.25 to 0.55 of the length of the nozzle body as measured from the inlet plane, preferably 0.3 to 0.4.

Description

  • The invention relates to a ship propulsion system according to the preamble of claim 1.
  • Such ship propulsion systems are well known (see DE 28 48 785 C2). Such propulsion systems can be arranged in the stern region of a ship. They can be fixed or pivotable. The inner surface of the nozzle forms a flow channel whose longitudinal axis extends coaxially to the propeller. The channel width generally changes over the length of the nozzle. The channel may comprise a converging and a diverging section. Cylindrical sections are also provided. The nozzle body has a certain thickness. Water can flow about the outer surface.
  • An important parameter is the ratio of the produced thrust of the propulsion system in relation to the power absorbed. The ratio of the nozzle thrust in relation to the propeller thrust is also very important. This ratio lies in practice close to 1, e.g. at 0.7 to 0.8.
  • Both numbers are important parameters of the specific power demand. Efforts are undertaken to improve these values.
  • The invention is based on the object of providing a ship propulsion system of the kind mentioned above in which the ratio of nozzle thrust to propeller thrust is as large as possible.
  • This object is achieved by the features of the independent claims.
  • The inventors have accordingly found that at least one of the three following conditions needs to be fulfilled in order to achieve this object.
      • The propeller is located downstream of the constriction of the flow channel or
      • the constriction of the flow channel is situated at a specific point in the length of the nozzle body.
  • The advantage to be achieved by the invention is virtually spectacular. During the tests, the invention led to such a ratio of nozzle thrust to propeller thrust that the inventor interrupted the tests at first because they believed the measuring instruments to be defective. The ratio of nozzle thrust to propeller thrust led to a value which far exceeded 1, namely approximately 1.5.
  • The invention is explained in closer detail by reference to the drawing, which shows the following in detail:
  • FIG. 1 shows an axial sectional view of a ship propulsion system with a nozzle body and a propeller;
  • FIG. 2 shows a highly schematic view of an axial section of a second propulsion system;
  • FIG. 3 again shows a highly schematic view of a further propulsion system;
  • FIGS. 4-7 show further nozzle bodies in axial sectional views;
  • FIG. 8 shows an axial section in a highly schematic view of a third ship propulsion system with two different axial propeller positions.
    •
  • The ship propulsion system shown in FIG. 1 comprises a nozzle body 1 and a propeller 2 which is enclosed by said nozzle body. The propeller 2 comprises a propeller shaft 2.1 and four propeller blades 2.2.
  • The nozzle body 1 comprises an inner surface 1.1 and an outer surface 1.2. The inner surface 1.1 forms a flow channel through which the flow passes in the direction of the arrow. The channel comprises a constriction 3. The apex of each propeller blade 2.2 in the radially outer region is situated downstream of the constriction 3, which is precisely shown in FIG. 2 and also in FIG. 8. This axial sectional view shows a hydrofoil profile.
  • FIGS. 2 and 3 show the hydrofoil profile of the nozzle body 1 again. In the embodiment according to FIG. 2, the propeller 2 is clearly displaced in relation to the constriction in the downstream direction, which is in the direction of the flow.
  • The inner surface 1.1 of the nozzle body 1 which forms the flow channel has a first contour I which forms the inlet section of the flow channel. Contour I is situated between the entrance plane 4 and the constriction 3. Contour I obeys a specific quadratic function with a deviation of ±5 percent of the length 1.2 of the nozzle body 1. The inner surface 1.1 has a second contour II. Contour II is situated between the constriction 3 and the outlet plane 5. Contour II obeys a specific rational function, which again occurs with a deviation of ±5 percent of the length 1.2 of the nozzle body 1. The constriction 3 is situated at the location where the contours I and II meet each other.
  • The contour III of the outer surface 1.2 of the nozzle body 1 belongs to a polynomial of sixth order, again with the aforementioned possible deviation of ±5 percent of the length 1.3 of the nozzle body 1.
  • In the embodiment according to FIG. 3, the propeller 2 is situated at the constriction 3 of the flow channel. Everything else is similar to the embodiment according to FIG. 2.
  • FIGS. 4 to 7 show further embodiments of nozzle bodies 1, which all include a hydrofoil profile.
  • Axial propeller positions are shown in the embodiment according to FIG. 8. In the illustration with the unbroken line the propeller is situated downstream of the constriction 3 and in the illustration with the dashed line it is located at the constriction 3.
    • LIST OF REFERENCE NUMERALS
    • 1 Nozzle body
    • 1.1 Inner surface
    • 1.2 Outer surface
    • 1.3 Length of nozzle body 1
    • 2 Propeller
    • 2.1 Propeller shaft
    • 2.2 Propeller blade
    • 3 Constriction

Claims (21)

1-9. (canceled)
10: A ship propulsion system comprising:
a nozzle body and a propeller enclosed by the nozzle body;
wherein the nozzle body having an inside surface forming a flow channel, and the nozzle body further having an outside surface;
wherein a constriction is situated between an inlet plane and an outlet plane of the flow channel;
wherein an inner boundary surface of the flow channel has a first contour between the inlet plane and the constriction, and a second contour between the constriction and the outlet plane;
wherein the constriction is situated at a distance of 0.25 to 0.55 of the length of the nozzle body as measured from the inlet plane;
wherein the contour follows the following rational function:

y=(a+bx)/(1+cx+dx 2)
with the following coefficients for a length of one meter of the nozzle body:

a=0.21480055

b=−0.6380295

c=22.43205

d=−23.304763
wherein the coefficients are scaled accordingly for deviating lengths of the nozzle body.
11: The ship propulsion system according to claim 10, wherein the second contour follows the following quadratic function:

y=a+bx 2
with the following coefficients for a length of one meter of the nozzle body:

a=−0.01965953

b=0.01381632

c=0.09219007
wherein the coefficients are scaled accordingly for deviating lengths of the nozzle body.
12: The ship propulsion system according to claim 10, wherein the outside surface of the nozzle body has a contour as a polynomial of sixth order according to the following function:

y=a+bx+cx 2 +dx 3
with the following coefficients for a length of one meter of the nozzle body:

a=0.24418034

b=0.919041095

c=−8.7136152

d=29.591049

e=−51.371726

f=43.581168

g=−14.141404
wherein the coefficients are scaled accordingly for deviating lengths of the nozzle body.
13: The ship propulsion system according to claim 11, wherein the outside surface of the nozzle body has a contour as a polynomial of sixth order according to the following function:

y=a+bx+cx 2 +dx 3
with the following coefficients for a length of one meter of the nozzle body:

a=0.24418034

b=0.919041095

c=−8.7136152

d=29.591049

e=−51.371726

f=43.581168

g=−14.141404
wherein the coefficients are scaled accordingly for deviating lengths of the nozzle body.
14: The ship propulsion system according to claim 10, wherein a deviation of the aforementioned numbers by ±10 percent, at least by ±5 percent.
15: The ship propulsion system according to claim 10, wherein the propeller is situated downstream of the constriction.
16: The ship propulsion system according to claim 11, wherein the propeller is situated downstream of the constriction.
17: The ship propulsion system according to claim 12, wherein the propeller is situated downstream of the constriction.
18: The ship propulsion system according to claim 13, wherein the propeller is situated downstream of the constriction.
19: The ship propulsion system according to claim 14, wherein the propeller is situated downstream of the constriction.
20: The ship propulsion system according to claim 10, wherein the first contour is at least approximately a hyperbola.
21: The ship propulsion system according to claim 11, wherein the first contour is at least approximately a hyperbola.
22: The ship propulsion system according to claim 12, wherein the first contour is at least approximately a hyperbola.
23: The ship propulsion system according to claim 13, wherein the first contour is at least approximately a hyperbola.
24: The ship propulsion system according to claim 14, wherein the first contour is at least approximately a hyperbola.
25: The ship propulsion system according to claim 15, wherein the first contour is at least approximately a hyperbola.
26: The ship propulsion system according to claim 16, wherein the first contour is at least approximately a hyperbola.
27: The ship propulsion system according to claim 10, wherein the second contour is at least approximately rectilinear, the flow channel expands between the constriction and the outlet plane, and the opening angle between the second contour and the longitudinal axis of the flow channel lies between 5 and 15°.
28: The ship propulsion system according to claim 10, wherein the constriction is situated at a distance of 0.3 to 0.4 of the length of the nozzle body as measured from the inlet plane.
29: A ship including the ship propulsion system of claim 10.
US13/885,380 2010-11-23 2011-11-18 Marine Vessel Propulsion System with a Nozzle and a Propeller Abandoned US20130315704A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102010052248.1 2010-11-23
DE102010052248A DE102010052248A1 (en) 2010-11-23 2010-11-23 Ship propulsion with a nozzle and a propeller
PCT/EP2011/005823 WO2012069164A2 (en) 2010-11-23 2011-11-18 Marine vessel propulsion system with a nozzle and a propeller

Publications (1)

Publication Number Publication Date
US20130315704A1 true US20130315704A1 (en) 2013-11-28

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ID=45099010

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US13/885,380 Abandoned US20130315704A1 (en) 2010-11-23 2011-11-18 Marine Vessel Propulsion System with a Nozzle and a Propeller

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US (1) US20130315704A1 (en)
EP (1) EP2643212A2 (en)
KR (1) KR20140004106A (en)
DE (1) DE102010052248A1 (en)
SG (1) SG190400A1 (en)
WO (1) WO2012069164A2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9751593B2 (en) 2015-01-30 2017-09-05 Peter Van Diepen Wave piercing ship hull

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10040528B2 (en) 2013-02-08 2018-08-07 Samsung Heavy Ind. Co., Ltd. Propulsion device for ship

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4789302A (en) * 1987-02-06 1988-12-06 Josip Gruzling Propeller shroud
US20120099977A1 (en) * 2008-11-10 2012-04-26 Churchill Frederick Fluid directing system for turbines

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR521487A (en) * 1919-08-11 1921-07-15 Georges Jules Prat Device for guiding the fluid around the propellers
FR2096099A5 (en) * 1970-06-11 1972-02-11 Strommen Staal Strommen
DE2848785C2 (en) 1978-11-10 1984-07-05 Willi Becker Ingenieurbüro GmbH, 2000 Hamburg Rudder propeller with a Kort nozzle for ship propulsion
DE4325290A1 (en) * 1993-07-28 1995-02-02 Dudszus Alfred Prof Dr Ing Hab Wake nozzle
FR2739831B1 (en) * 1995-10-11 1997-11-21 Tecimar PROPULSIVE PROPELLER FAIRING, PARTICULARLY A BOAT
FI962672A0 (en) * 1996-06-28 1996-06-28 Finnyards Oy Propulsion analysis For the purposes of this Regulation
FR2771372B1 (en) * 1997-10-20 2000-02-04 Michel Ebersolt GOUVERNAIL TUYERE SET
ES2190304B1 (en) * 2000-05-09 2004-11-01 Jose Luis Gagino Varela FLOW CONVERTER FOR MARINE HELICES.

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4789302A (en) * 1987-02-06 1988-12-06 Josip Gruzling Propeller shroud
US20120099977A1 (en) * 2008-11-10 2012-04-26 Churchill Frederick Fluid directing system for turbines

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9751593B2 (en) 2015-01-30 2017-09-05 Peter Van Diepen Wave piercing ship hull

Also Published As

Publication number Publication date
WO2012069164A3 (en) 2012-08-30
SG190400A1 (en) 2013-07-31
DE102010052248A1 (en) 2012-05-24
WO2012069164A2 (en) 2012-05-31
KR20140004106A (en) 2014-01-10
EP2643212A2 (en) 2013-10-02

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Owner name: VOITH PATENT GMBH, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:JURGENS, DIRK;PALM, MICHAEL;BENDL, DAVID;REEL/FRAME:030837/0570

Effective date: 20130716

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION