Classifications

• • 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
  • B63H5/15—Nozzles, e.g. Kort-type
• • 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
  • B63H1/00—Propulsive elements directly acting on water
  • B63H1/02—Propulsive elements directly acting on water of rotary type
  • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
  • B63H1/14—Propellers
  • B63H1/28—Other means for improving propeller efficiency
• • 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
  • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
• • 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
  • B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens
• • 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 an arrangement for reducing the drive power requirement of a twin-screw vessel, having a first propeller and a second propeller and having a first guide device and a second guide device, with the first guide device being located in front of the first propeller and the second guide device being located in front of the propeller when viewed in the forward direction of travel of the watercraft second propeller are arranged ler. Furthermore, the invention relates to a watercraft, in particular a twin screw ship, with such an arrangement.
• an annular nozzle upstream of the propeller in the direction of travel of the watercraft can optimize an inflow of the propeller and thus have a positive effect on the energy consumption of the watercraft.
• active devices which reduce the friction losses or spin losses between the water and the hull.
• Such devices can generate air bubbles through nozzles, which are distributed along the fuselage and reduce the friction of the fuselage, thereby enabling additional energy savings.
• the asymmetry of the skeg already generates a pre-rotation of an oncoming flow to the propellers in some areas.
• the pre-rotation is not uniformly developed in front of the propeller, which is arranged behind the skeg in the direction of flow, which means that the flow on the propeller is not optimal.
• the already known solutions for reducing the drive power requirement cannot be used for a targeted optimization of the pre-spin.
• the invention is based on the object of creating an improved arrangement for reducing the drive power requirement or for reducing the consumption of twin screw ships. This object is achieved by the features specified in claim 1 and claim 12 le. Further advantageous embodiments of the invention are described in the claims at under.
• an arrangement for reducing the drive power requirement of a twin screw vessel is provided.
• the arrangement has a first propeller and a second propeller. Furthermore, the arrangement has a first guiding device and a second guiding device, with the first guiding device being arranged in front of the first propeller and the second guiding device being arranged in front of the second propeller, viewed in the forward direction of travel of the watercraft.
• the first propeller and the second propeller are attached to a first propeller shaft and a second propeller shaft, with the first propeller shaft defining a first propeller axis and the second propeller shaft defining a second propeller axis.
• the first guide device and the second guide device each have at least one fin which extends from the propeller axes, the fin of the first guide device and the second guide device extending outwards to the watercraft sides.
• the at least one fin of the first guide device and the second guide device is arranged in an area with reduced pre-twist.
• the at least one fin can, for example, extend radially or essentially radially from the propeller axes.
• the fin of the first guide device extends to a first side of the watercraft, while the fin of the second guide device extends to a second side of the watercraft, in particular opposite the first side of the watercraft.
• the fin of the first guide can extend to starboard and the fin of the second guide to port, with no fins of the two guides inward, ie in an area between extend to the propellers. There are therefore no fins in the inner area between the propellers,
• the guide devices are arranged on the outside, in particular on the lateral skegs, if the directions of rotation of the propellers are directed inwards.
• the guiding devices of the arrangement are arranged on the impacting sides of the propellers, on which there is reduced or no pre-rotation.
• the targeted or area-by-area generation of the pre-rotation in areas of the water masses flowing towards the propellers reduces flow losses.
• Such areas can be determined using a flow simulation in the direction of travel of the watercraft in front of the propellers.
• a flow simulation can in particular be a CFD (Computational Fluid Dynamics) flow simulation.
• the first guiding device and the second guiding device each have at least two fins.
• the at least two fins of the first and second guide devices are at an angle to one another, with the at least two fins of the guide devices in the area of shaft bearings, in particular on the outer skin of the stern tubes, which are used to support the first and second propeller shaft of the watercraft are formed, or on a watercraft hull in Area of Schustevens are attached.
• the angle between the two fins of the respective guide device can be defined as the axis of rotation of the fins, starting from the shaft bearing.
• the angle between two fins or several angles between at least three fins of the guide device can be selected in such a way that the fins span an area with reduced pre-swirl and can thus optimally apply a pre-swirl to the corresponding water flow before it hits a propeller.
• the angles between the at least three fins can be chosen to be the same or different, as a result of which a defined pre-rotation distribution can be generated when the propeller is flowed against.
• the pre-rotation distribution can generate a pre-rotation that varies along a cross-sectional area of the water masses flowing against the propeller.
• the at least one fin of the guide devices is set up to generate a pre-rotation when there is a flow against the first and second propellers, with the pre-rotation being generated by the respective guide device in an onflow area of the propeller which has no or is reduced by at least has an asymmetrical skeg or aft-generated pre-rotation. This measure creates a uniform or more uniform inflow of the propeller along the entire inflowing cross-sectional area.
• the targeted influencing of the water masses by the guide devices minimizes spin losses and thus results in a saving in the power requirement of the watercraft.
• the flow against the propeller can be adjusted precisely if the fin has a length which corresponds to 65% to 110%, preferably 80% to 110%, particularly preferably 90% to 105%, very particularly preferably 100%, of a propeller radius of the propeller.
• the resistance introduced by the guide devices in addition to the ship's hull can be reduced in this way.
• the fins of the guide devices can in particular be structurally reinforced if the at least two fins of the first and the second guide device are connected to one another by a connecting web.
• the at least one connecting web which can run, for example, in the form of a ring segment or a straight connection between the at least two fins, can additionally influence the flow against the propeller. This can be achieved by profiling and/or twisting or twisting the connecting web.
• the connecting web can support the fins particularly efficiently if, viewed along a length of the fins, it is preferably arranged between 30% and 70% of the length of the fins, particularly preferably between 45% and 55% of the length of the fins or in the middle.
• a single connecting web can couple or connect a plurality of fins, such as three or more fins, to one another.
• the connecting web can connect the tips of two fins to one another or can mechanically connect a tip of a first fin to a second fin.
• connecting webs can be provided, each of which is positioned between two fins.
• several connecting webs can form a row, which mechanically couple or connect all the fins of a guide device to one another.
• the at least one connecting web can preferably produce a statically strong or rigid connection between at least two fins.
• the connecting web is straight or curved along a length and/or width of the connecting web.
• the at least one connecting web can have an airfoil profile, through which a targeted influencing of the inflow or the water flow can be successful.
• the at least one connecting web can have a profile to minimize its resistance in the inflow of the propeller.
• the arrangement and the guiding devices can be designed in a technically particularly simple manner if each of the guiding devices comprises exactly two fins.
• each of the guiding devices can include exactly three fins.
• each of the guiding devices can include exactly one fin.
• the propellers are designed as counter-rotating propellers, the first guide device being arranged on an impact side of the first propeller and the second guide device being arranged on an impact side of the second propeller. Due to the asymmetrical shape of the skegs, areas of the flow or the oncoming water are designed with a reduced pre-rotation on the impinging sides of the propellers, which can be reinforced by the guiding devices.
• the two propellers are designed as over-top inward rotating propellers, meaning rotating in the direction of an area between the propellers of the watercraft, when the fins of the two fins protrude outwards toward the watercraft sides.
• inward-turning and outward-turning respectively refer to the direction of rotation of the propeller when considering a point at the top of the propeller (i.e. a 12 o'clock position) in relation to that installed on the watercraft condition of the propeller.
• a point at the top of the propeller i.e. a 12 o'clock position
• the movement of the propeller viewed at the top rotation point is directed outward toward the vessel outside.
• the propeller rotates inward the movement of the propeller, viewed at the top rotation point, is directed inward towards an area between the two propellers.
• the guiding devices can be positioned particularly efficiently on the watercraft if they are positioned essentially mirror-symmetrically to one another in relation to a vertical plane of symmetry of the watercraft. This allows the Straight running of the watercraft remain unaffected by the guiding devices.
• the flow of water through the propellers can be controlled particularly precisely with the aid of the guide devices and the corresponding fins if the fins have a profile and/or setting that remains the same or changes along their length.
• a watercraft in particular a twin screw ship, is provided.
• the watercraft has an arrangement according to the invention with a first guide device and a second guide device.
• the two guiding devices are preferably attached to the shaft bearings of the propeller axles and extend in the direction of the sides of the watercraft.
• the first guide device can extend to a first or right water vehicle side and the second guide device can extend to a second or left water vehicle side.
• FIG. 2a shows a perspective view of an arrangement according to the invention according to a first embodiment
• FIG. 3 Rear view of the inventive arrangement according to the second embodiment.
• FIG. 1 shows an example simulation of the pre-rotation in the area of the propellers 20, 21 of a twin-screw ship 100, which are shown by way of example in FIGS. 2a and 3.
• the simulation shows a cross-sectional area of an oncoming flow or water flowing in the direction of the propellers 20, 21 with a corresponding pre-swirl distribution.
• a pre-rotation about a first propeller axis 22 and about a second propeller axis 23 of a watercraft 100 configured as a twin screw ship is shown.
• An asymmetrical shape of a skeg 110 of the watercraft 100 creates areas of increased pre-spin 120 and areas of reduced or non-existent pre-spin 130.
• the corresponding arrow lengths illustrate an exemplary measure of pre-spin, with light-shaded areas showing reduced pre-spin and dark-shaded areas Areas correspond to an increased pre-rotation in relation to a propeller direction of rotation.
• the arrangement 10 according to the invention shown in FIG. 2a has guide devices 30, 31 which are only arranged in areas 130 in which there is no pre-rotation or an unfavorable inflow.
• FIG. 2a shows a perspective view of an arrangement 10 according to the invention according to a first embodiment.
• the arrangement 10 serves to reduce the drive power requirement of the twin-screw ship or watercraft 100.
• FIG. 3 A rear view of the watercraft 100 is shown in FIG. 3 , which illustrates both sides.
• FIG. 2a is described with reference to FIG.
• the arrangement 10 has a first propeller 20 and a second propeller 21 . Furthermore, the arrangement 10 has a first guide device 30 and a second guide device 31 .
• the first guide device 30 is arranged in front of the first propeller 20 and the second guide device 31 is arranged in front of the second propeller 21 .
• the first propeller 20 and the second propeller 21 are attached to a first propeller shaft, not shown, and to a second propeller shaft, not shown, with the first propeller shaft defining the first propeller axis 22 and the second propeller shaft defining the second propeller axis 23.
• the first guide device 30 and the second guide device 31 each have two fins 32, 33 in the exemplary embodiment shown, which extend radially from the propeller lerachsen 22, 23 extend from.
• the fins 32, 33 of the first fin 30 and the second fin 31 extend outward to vessel sides 101, 102.
• the first guide device 30 extends to a first or right side of the watercraft 101 and the second guide device 31 to a second or left side of the watercraft 102.
• the two fins 32, 33 of the first and the second guide device 30, 31 have an angle A to each other.
• the two fins 32, 33 of the guiding devices 30, 31 are, for example, in the area of shaft bearings 40, in particular tubes of stem tubes, which are designed to support the first and second propeller shaft of the watercraft 100, attached.
• FIG. 2b shows a perspective view of an arrangement 10 according to the invention according to a second embodiment.
• FIG. 2b shows a side view of the watercraft 100 analogous to FIG. 2a.
• the arrangement 10 has a connecting web 50 radially in the middle between the fins 32, 33 in each case.
• the fins 32, 33 have a length L which, for example, corresponds to 100% of a propeller radius of the propellers 20, 21.
• the two radially protruding fins 32, 33 have a connecting web 50 arranged approximately radially in the middle.
• the tie bar 50 can structurally reinforce the fins 32,33.
• the fins 32, 33 are mechanically connected to one another by the connec tion web 50.
• FIG. 3 A rear view of the watercraft 100 is shown in FIG. 3 .
• the entire arrangement 10 is illustrated here.
• the first and the second guide device 30, 31 he stretch in the direction of the first and the second side of the watercraft 101, 102, starting from the shells of the stern tubes or shaft bearings 40.
• the direction of rotation of the two propellers is indicated by the two arrows R, which at a top rotation point, i.e. at a 12:00 o'clock position, are arranged facing inwards.
• the two guiding devices 30, 31 are each arranged on the outside or on the impacting sides of the propellers 20, 21.
• the guide devices 30, 31 are therefore located at 3:00 a.m. and at 9:00 a.m.
• the guiding devices 30, 31 are preferably arranged sym metrically with respect to a vertical plane of symmetry S of the watercraft 100 to one another.
• Fig. 3 also illustrates the symmetrical structure of the arrangement 10 or the guide devices 30, 31. It can also be seen that the connecting piece or the connecting web 50 viewed along the length L of the fins 32, 33 is approximately in the middle with the fins 32 , 33 is attached.

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• Chemical & Material Sciences (AREA)
• Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Ocean & Marine Engineering (AREA)
• Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
• Structures Of Non-Positive Displacement Pumps (AREA)
• Sliding-Contact Bearings (AREA)

Priority Applications (6)

Applications Claiming Priority (2)

Publications (1)

Family

ID=80623780

Family Applications (1)

Country Status (8)

Citations (4)

Family Cites Families (3)

• 2021
  • 2021-02-24 DE DE202021100922.5U patent/DE202021100922U1/de active Active
• 2022
  • 2022-02-22 KR KR1020237029838A patent/KR20230149303A/ko active Pending
  • 2022-02-22 JP JP2023548625A patent/JP2024506651A/ja active Pending
  • 2022-02-22 CA CA3210700A patent/CA3210700A1/en active Pending
  • 2022-02-22 CN CN202280016690.2A patent/CN117425595A/zh active Pending
  • 2022-02-22 WO PCT/EP2022/054337 patent/WO2022180008A1/de not_active Ceased
  • 2022-02-22 EP EP22707125.5A patent/EP4298013B1/de active Active
  • 2022-02-22 US US18/277,004 patent/US20240400180A1/en active Pending

Patent Citations (4)

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