WO2005012075A1 - Device for increasing the yaw stability in ships - Google Patents

Device for increasing the yaw stability in ships Download PDF

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Publication number
WO2005012075A1
WO2005012075A1 PCT/NO2004/000234 NO2004000234W WO2005012075A1 WO 2005012075 A1 WO2005012075 A1 WO 2005012075A1 NO 2004000234 W NO2004000234 W NO 2004000234W WO 2005012075 A1 WO2005012075 A1 WO 2005012075A1
Authority
WO
WIPO (PCT)
Prior art keywords
ship
stern
fin
keel
bow
Prior art date
Application number
PCT/NO2004/000234
Other languages
French (fr)
Inventor
Stig Endre Moe
Leif Vartdal
Kåre NERLAND
Henning Borgen
Original Assignee
Rolls-Royce Marine As
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 Rolls-Royce Marine As filed Critical Rolls-Royce Marine As
Publication of WO2005012075A1 publication Critical patent/WO2005012075A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
    • 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
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • B63B1/063—Bulbous bows
    • 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
    • B63H2005/1254—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis
    • 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
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

Definitions

  • the invention relates to a device for increasing the yaw stability in ships as indicated in the introduction to claim 1.
  • an azimuth propeller drive device for ships is advantageous since such a drive device gives the ship good manoeuvring characteristics as its propeller can be swivelled about a vertical axis relative to the ship. Furthermore, the loading capacity of ships with such a drive device can be increased, in addition to which further functional advantages can be obtained.
  • a disadvantage of azimuth propeller drive devices is that when the ship is underway there is little yaw or course stability, particularly if autopilot is employed. This can be noticed as a continuous, relatively substantial change of direction or turning relative to a mean course, which is a disadvantage since it leads to increased fuel consumption, reduced sailing speed and increased wear on the drive and steering device. Attempts have been made to eliminate these drawbacks by, e.g. changing steering algorithms and the use of stabilisers.
  • tractive azimuth propeller drive devices have been employed, i.e. drive devices where the propeller is located in front of the gear housing in which the propeller is mounted, and in front of the vertical axis round which the gear housing can be swivelled, but the results so far have not been satisfactory.
  • the object of the invention is to provide a device of the above-mentioned type which substantially reduces the above-mentioned drawbacks.
  • Fig. 1 is a perspective view of a bow portion of a ship, as seen from the ship's starboard side and looking aft.
  • Fig. 2 is a perspective view of a stern portion of the ship, as seen from the ship's starboard side and looking aft.
  • Fig. 3 is a perspective view of the stern portion viewed from the ship's port side and looking forward.
  • a ship 1 has a bow portion 2 with a bulb 3. From the bow portion 2 a keel 4 of the ship 1 extends astern. A bow fin keel 5 protrudes downwardly from the bulb 3 and is securely fixed thereto. The bow fin keel's draught corresponds substantially to the draught of the ship's keel 4. Furthermore, the bow fin keel 5 is terminated in the forward direction on a level with the front portion of the bulb 3. It will be understood, however, that if there is no need for such a large bow fin keel 5, its draught may be less than that of the keel.
  • the bow fin keel 5 may be terminated astern of or in front of the front portion of the bulb.
  • a bow fin keel 5 of this kind counteracts a yawing or turning of the ship 1 about a fulcrum or axis of rotation behind the ship's bow.
  • an azimuth propeller drive device 7 comprising two identically shaped azimuth propeller drive units 11, 12, which are arranged side by side a short distance in front of a stern 13 of the ship and symmetrically around a vertical symmetry plane of the ship.
  • the ship may have only one such azimuth propeller drive unit or more than two thereof. If a drive unit is provided in addition to the two mentioned above, the additional drive unit may be mounted midway between the two above-mentioned units.
  • Each azimuth propeller drive unit 11, 12 has a gear housing 14 with a substantially horizontal, forwardly extending drive shaft (not shown) which carries a propeller 15 in front of the gear housing 14.
  • the upper portion of the gear housmg 14 is connected to a body 17 in such a manner that the gear housing 14 can be rotated e.g. 360° about a substantially vertical axis 18 relative to the body 17.
  • the upper portion of the body 17-in turn is securely fixed to the hull 16.
  • a fin keel or gear housing fin keel 19 which can act as a rudder on rotation of the gear housing 14.
  • the body 17 may be in the form of a fin keel or a drive unit fin keel for the drive unit 11, 12, where this drive unit fin keel 17 also helps to increase the ship's yaw stability.
  • stern fin keels 21, 22 At each side of the ship's stern there are respective downwardly protruding stern fin keels 21, 22 which are securely fixed to the hull 16.
  • the stern fin keels' draught corresponds to the draught of the ship's keel, but it will be appreciated that it may be less.
  • the stern fin keels 21, 22 are terminated on a level with the ship's stern. This provides a maximum distance between the stern fin keels 21, 22 and the fulcrum or axis or rotation round which the ship may yaw and correspondingly maximises the stern fin keels' contribution to the yaw stability. It will be appreciated, however, that the stern fin keels may be mounted some distance in front of the ship's stern.
  • each stern fin keel may be connected to the hull in such a manner that they can be rotated round respective vertical axes.
  • each stern fin keel can have at its rear portion a pivotable flap 25 (indicated by dotted lines at the starboard stern fin keel 21) in order to provide an improved yaw stability for the ship, as the rotatable fin keels or flaps can interact with a steering device with a suitable steering algorithm to counteract yawing.
  • Stern fin keels that can be rotated at least 90° can also be advantageous in order to increase the effect of the azimuth propeller drive units when they have been rotated so that their thrust is exerted at an angle relative to the ship's longitudinal direction, e.g. during manoeuvring when the ship comes alongside a quay.
  • the object By simultaneously rotating the stern fin keels, the object can be achieved that they offer minimal resistance to the water flow towards and away from the drive units.
  • the fulcrum for the ship's yawing motion may be moved relatively far forwards or backwards dependent on the ship's draught and trim. It is therefore highly advantageous to provide a bow fin keel and/or at least one stern fin keel.
  • the effect of the bow fin keel and the stern fin keels varies depending on the location of the fulcrum. If the fulcrum is located nearer the bow than the stern, the effect of the bow fin keel will be relatively slight and the effect of the stern fin keels will be great and vice versa.
  • other fin keels may be mounted at the ship's stern, e.g. a central fin keel (not shown) similar to the above-mentioned stern fin keels and extending in the ship's centre plane.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transmitters (AREA)
  • Toys (AREA)

Abstract

A device for increasing the yaw stability of a ship (1) with a bulb (3) and an azimuth propeller drive device (7) which is mounted at the ship's (1) bow (2) and stern (6). According to the invention a bow fin keel (5) protrudes downwardly from the bulb (3), and at the ship's (1) stern (7) at least one stern fin keel (21, 22) protrudes downwardly from each of the ship's sides.

Description

Device for increasing the yaw stability in ships The invention relates to a device for increasing the yaw stability in ships as indicated in the introduction to claim 1.
The use of an azimuth propeller drive device for ships is advantageous since such a drive device gives the ship good manoeuvring characteristics as its propeller can be swivelled about a vertical axis relative to the ship. Furthermore, the loading capacity of ships with such a drive device can be increased, in addition to which further functional advantages can be obtained.
A disadvantage of azimuth propeller drive devices, however, is that when the ship is underway there is little yaw or course stability, particularly if autopilot is employed. This can be noticed as a continuous, relatively substantial change of direction or turning relative to a mean course, which is a disadvantage since it leads to increased fuel consumption, reduced sailing speed and increased wear on the drive and steering device. Attempts have been made to eliminate these drawbacks by, e.g. changing steering algorithms and the use of stabilisers.
Furthermore, tractive azimuth propeller drive devices have been employed, i.e. drive devices where the propeller is located in front of the gear housing in which the propeller is mounted, and in front of the vertical axis round which the gear housing can be swivelled, but the results so far have not been satisfactory. The object of the invention is to provide a device of the above-mentioned type which substantially reduces the above-mentioned drawbacks.
The characteristic of the invention according to the invention will become apparent in the characterising features indicated in the claims.
The invention will now be described in greater detail with reference to the drawing which illustrates an embodiment of the device according to the invention.
Fig. 1 is a perspective view of a bow portion of a ship, as seen from the ship's starboard side and looking aft.
Fig. 2 is a perspective view of a stern portion of the ship, as seen from the ship's starboard side and looking aft. Fig. 3 is a perspective view of the stern portion viewed from the ship's port side and looking forward.
As can be seen in fig. 1 a ship 1 has a bow portion 2 with a bulb 3. From the bow portion 2 a keel 4 of the ship 1 extends astern. A bow fin keel 5 protrudes downwardly from the bulb 3 and is securely fixed thereto. The bow fin keel's draught corresponds substantially to the draught of the ship's keel 4. Furthermore, the bow fin keel 5 is terminated in the forward direction on a level with the front portion of the bulb 3. It will be understood, however, that if there is no need for such a large bow fin keel 5, its draught may be less than that of the keel. The bow fin keel 5, moreover, may be terminated astern of or in front of the front portion of the bulb. A bow fin keel 5 of this kind counteracts a yawing or turning of the ship 1 about a fulcrum or axis of rotation behind the ship's bow.
As illustrated in figs. 2 and 3, at the ship's stern 6 there may be mounted an azimuth propeller drive device 7 comprising two identically shaped azimuth propeller drive units 11, 12, which are arranged side by side a short distance in front of a stern 13 of the ship and symmetrically around a vertical symmetry plane of the ship. The ship, however, may have only one such azimuth propeller drive unit or more than two thereof. If a drive unit is provided in addition to the two mentioned above, the additional drive unit may be mounted midway between the two above-mentioned units. Each azimuth propeller drive unit 11, 12 has a gear housing 14 with a substantially horizontal, forwardly extending drive shaft (not shown) which carries a propeller 15 in front of the gear housing 14. These drive units are therefore called "tractive". The upper portion of the gear housmg 14 is connected to a body 17 in such a manner that the gear housing 14 can be rotated e.g. 360° about a substantially vertical axis 18 relative to the body 17. The upper portion of the body 17-in turn is securely fixed to the hull 16. To the gear housing 14 there is attached a fin keel or gear housing fin keel 19 which can act as a rudder on rotation of the gear housing 14. The body 17 may be in the form of a fin keel or a drive unit fin keel for the drive unit 11, 12, where this drive unit fin keel 17 also helps to increase the ship's yaw stability. At each side of the ship's stern there are respective downwardly protruding stern fin keels 21, 22 which are securely fixed to the hull 16. The stern fin keels' draught corresponds to the draught of the ship's keel, but it will be appreciated that it may be less. In the astern direction the stern fin keels 21, 22 are terminated on a level with the ship's stern. This provides a maximum distance between the stern fin keels 21, 22 and the fulcrum or axis or rotation round which the ship may yaw and correspondingly maximises the stern fin keels' contribution to the yaw stability. It will be appreciated, however, that the stern fin keels may be mounted some distance in front of the ship's stern.
Instead of the stern fin keels being securely fixed to the hull, they may be connected to the hull in such a manner that they can be rotated round respective vertical axes. Alternatively, each stern fin keel can have at its rear portion a pivotable flap 25 (indicated by dotted lines at the starboard stern fin keel 21) in order to provide an improved yaw stability for the ship, as the rotatable fin keels or flaps can interact with a steering device with a suitable steering algorithm to counteract yawing. Stern fin keels that can be rotated at least 90° can also be advantageous in order to increase the effect of the azimuth propeller drive units when they have been rotated so that their thrust is exerted at an angle relative to the ship's longitudinal direction, e.g. during manoeuvring when the ship comes alongside a quay. By simultaneously rotating the stern fin keels, the object can be achieved that they offer minimal resistance to the water flow towards and away from the drive units.
It is advantageous for some or all of the above-mentioned fin keels to be streamlined.
For cargo ships in particular the fulcrum for the ship's yawing motion may be moved relatively far forwards or backwards dependent on the ship's draught and trim. It is therefore highly advantageous to provide a bow fin keel and/or at least one stern fin keel. The effect of the bow fin keel and the stern fin keels varies depending on the location of the fulcrum. If the fulcrum is located nearer the bow than the stern, the effect of the bow fin keel will be relatively slight and the effect of the stern fin keels will be great and vice versa.
If so desired, in addition to or instead of the two stern fin keels, other fin keels may be mounted at the ship's stern, e.g. a central fin keel (not shown) similar to the above-mentioned stern fin keels and extending in the ship's centre plane.

Claims

CLAIMS 1. A device for increasing the yaw stability of a ship (1) with a bulb (3) and an azimuth propeller drive device (7) which is mounted at the ship's (1) bow (2) and stern (6), characterised in that a bow fin keel (5) protrudes downwardly from the bulb (3) and is securely fixed thereto and that at the ship's (1) stern (7) respective stern fin keels (21, 22) protrude downwardly from each of the ship's sides.
2. A device according to claim 1, characterised in that the bow fin keel's (5) draught corresponds to the draught of the ship's keel (4).
3. A device according to claim 1 or 2, characterised in that in the forward direction the bow fin keel (5) is terminated on a level with the front portion of the bulb (3).
4. A device according to one of the preceding claims, characterised in that the stern fin keels' (21, 22) draught corresponds to the draught of the ship's keel (4).
5. A device according to one of the preceding claims, characterised in that in the astern direction the stern fin keels (21, 22) are terminated on a level with the ship's stern (13).
6. A device according to one of the preceding claims, characterised in that the azimuth propeller drive device (7) comprises at least one azimuth propeller drive unit (11, 12) which is mounted substantially between the stern fin keels (21, 22).
7. A device according to claim 6, - characterised in that the azimuth propeller drive unit (11, 12) comprises a gear housing (14) which is rotatably connected to a body (17) which is securely fixed to and protrudes downwardly from the ship's hull (16), and the body (17) is in the form of a fin keel and contributes towards an increase in the yaw stability.
8. A device according to claim 6 or 7, characterised in that the azimuth propeller drive device (7) comprises two azimuth propeller drive units (11, 12) which are mounted side by side in the ship's (1) transverse direction.
9. A device according to claim 7 or 8, characterised in that the gear housing (14) supports a downwardly protruding fin keel (19) which acts as a rudder.
10. A device according to one of the preceding claims, characterised in that at least one of the fin keels (5, 17, 21, 22) is streamlined.
11. A device according to one of the preceding claims, characterised in that at least one of the stern fin keels (5, 17, 21, 22) is rotatable about a vertical axis.
12. A device according to one of the preceding claims, characterised in that at least one of the stern fin keels (5, 17, 21, 22) has at its rear portion a flap (25) which is rotatable about a vertical axis.
PCT/NO2004/000234 2003-08-01 2004-08-02 Device for increasing the yaw stability in ships WO2005012075A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NO20033444 2003-08-01
NO20033444A NO324501B1 (en) 2003-08-01 2003-08-01 Device for increasing the transmission stability of ships

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WO2005012075A1 true WO2005012075A1 (en) 2005-02-10

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1873051A1 (en) * 2006-06-30 2008-01-02 Technische Universiteit Delft Ship
US7585195B2 (en) 2006-04-20 2009-09-08 Leif Vartdal Propulsion and steering unit for a waterborne vessel
WO2011113964A1 (en) * 2010-03-19 2011-09-22 Bv Scheepswerf Damen Gorinchem Ship with azimuting tractor drive
WO2013074017A1 (en) 2011-11-18 2013-05-23 Rolls-Royce Ab A method of and a device for reducing the azimuthal torque acting on a pulling pod unit or azimuth thruster
WO2018104420A1 (en) 2016-12-07 2018-06-14 Rolls-Royce Ab A method of and a device for reducing the azimuthal torque acting on a pulling pod unit or azimuth thruster
US11981410B2 (en) 2021-08-06 2024-05-14 Peter Van Diepen Stern bulbs

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3934531A (en) * 1974-07-18 1976-01-27 Allen Rudolph A Ocean going cargo transport system
EP0134767A1 (en) * 1983-07-19 1985-03-20 Roar Ramde Hull configuration
EP0269272A1 (en) * 1986-11-11 1988-06-01 Liaanen Helix A/S Propulsion system for vessels
WO1989005262A1 (en) * 1987-12-09 1989-06-15 Kamewa Ab A combined rudder and propeller arrangement
US5163377A (en) * 1991-05-09 1992-11-17 Dyna-Yacht, Inc. Sailing yacht
JPH08133172A (en) * 1994-11-09 1996-05-28 Ishikawajima Harima Heavy Ind Co Ltd Stern shape for twin skeg ship type
US5575230A (en) * 1994-03-14 1996-11-19 Aquamaster-Rauma Ltd. Tug boat for escort towing and/or harbor use
WO2000007872A1 (en) * 1998-07-21 2000-02-17 Petroleum Geo-Services As Hull shape i
WO2000068072A1 (en) * 1999-05-11 2000-11-16 Siemens Aktiengesellschaft Course-stable, fast, seagoing ship comprising a hull that is optimized for a rudder propeller
WO2001007314A2 (en) * 1999-07-27 2001-02-01 Hubertus Adriaan Pothoven Sailing boat

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3934531A (en) * 1974-07-18 1976-01-27 Allen Rudolph A Ocean going cargo transport system
EP0134767A1 (en) * 1983-07-19 1985-03-20 Roar Ramde Hull configuration
EP0269272A1 (en) * 1986-11-11 1988-06-01 Liaanen Helix A/S Propulsion system for vessels
WO1989005262A1 (en) * 1987-12-09 1989-06-15 Kamewa Ab A combined rudder and propeller arrangement
US5163377A (en) * 1991-05-09 1992-11-17 Dyna-Yacht, Inc. Sailing yacht
US5575230A (en) * 1994-03-14 1996-11-19 Aquamaster-Rauma Ltd. Tug boat for escort towing and/or harbor use
JPH08133172A (en) * 1994-11-09 1996-05-28 Ishikawajima Harima Heavy Ind Co Ltd Stern shape for twin skeg ship type
WO2000007872A1 (en) * 1998-07-21 2000-02-17 Petroleum Geo-Services As Hull shape i
WO2000068072A1 (en) * 1999-05-11 2000-11-16 Siemens Aktiengesellschaft Course-stable, fast, seagoing ship comprising a hull that is optimized for a rudder propeller
WO2001007314A2 (en) * 1999-07-27 2001-02-01 Hubertus Adriaan Pothoven Sailing boat

Non-Patent Citations (1)

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Title
DATABASE WPI Week 199631, Derwent World Patents Index; Class Q24, AN 1996-305720, XP002983241 *

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7585195B2 (en) 2006-04-20 2009-09-08 Leif Vartdal Propulsion and steering unit for a waterborne vessel
EP1873051A1 (en) * 2006-06-30 2008-01-02 Technische Universiteit Delft Ship
WO2011113964A1 (en) * 2010-03-19 2011-09-22 Bv Scheepswerf Damen Gorinchem Ship with azimuting tractor drive
EP2371701A1 (en) * 2010-03-19 2011-10-05 BV Scheepswerf Damen Gorinchem Ship such as a tug with azimuting tractor drive
WO2013074017A1 (en) 2011-11-18 2013-05-23 Rolls-Royce Ab A method of and a device for reducing the azimuthal torque acting on a pulling pod unit or azimuth thruster
US9346526B2 (en) 2011-11-18 2016-05-24 Rolls-Royce Aktiebolag Method of and a device for reducing the azimuthal torque acting on a pulling pod unit or azimuth thruster
WO2018104420A1 (en) 2016-12-07 2018-06-14 Rolls-Royce Ab A method of and a device for reducing the azimuthal torque acting on a pulling pod unit or azimuth thruster
US11981410B2 (en) 2021-08-06 2024-05-14 Peter Van Diepen Stern bulbs

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NO20033444D0 (en) 2003-08-01
NO20033444L (en) 2005-02-02
NO324501B1 (en) 2007-11-05

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