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EP1306301B1 - Dispositif pour contrebalancer la cavitation tourbillonnaire du moyeu des hélices et/ou des unités de propulsion - Google Patents

Dispositif pour contrebalancer la cavitation tourbillonnaire du moyeu des hélices et/ou des unités de propulsion Download PDF

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Publication number
EP1306301B1
EP1306301B1 EP02090313A EP02090313A EP1306301B1 EP 1306301 B1 EP1306301 B1 EP 1306301B1 EP 02090313 A EP02090313 A EP 02090313A EP 02090313 A EP02090313 A EP 02090313A EP 1306301 B1 EP1306301 B1 EP 1306301B1
Authority
EP
European Patent Office
Prior art keywords
propeller
hub
vortex
blade
hvv
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.)
Expired - Lifetime
Application number
EP02090313A
Other languages
German (de)
English (en)
Other versions
EP1306301A1 (fr
Inventor
Reinhard Dr. Habil. Schulze
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.)
ThyssenKrupp Marine Systems GmbH
Original Assignee
Howaldtswerke Deutsche Werft 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 Howaldtswerke Deutsche Werft GmbH filed Critical Howaldtswerke Deutsche Werft GmbH
Publication of EP1306301A1 publication Critical patent/EP1306301A1/fr
Application granted granted Critical
Publication of EP1306301B1 publication Critical patent/EP1306301B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • B63H1/28—Other means for improving propeller efficiency
    • 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
    • B63H1/18—Propellers with means for diminishing cavitation, e.g. supercavitation
    • 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
    • B63H2001/283—Propeller hub caps with fins having a pitch different from pitch of propeller blades, or a helix hand opposed to the propellers' helix hand

Definitions

  • the invention relates to a device for counteracting flow vortices generated in the hub region of propellers and / or propeller drives in the surrounding fluid. It is a rotationally symmetric transition part (Hub Vortex Vane) between a propeller and the adjacent fluid in the jet direction (incompressible medium) on the same axis of rotation as the propeller.
  • the device can be carried out co-rotating with the propeller or fixed. Fields of application are primarily possible in shipbuilding and aircraft construction.
  • Propellers of propellers and propellers form at the hub ends as well as at the outer edges of the propeller blades energetic edge vortex.
  • the inner edge vortexes of all the propeller blades unite to form a hub vortex in the surrounding fluid in the jet direction behind the propeller, whereby the geometric location of the hub vortex coincides well with the rotational axis of the propeller. It is irrelevant for the formation of the hub vortex whether there is still a flow body behind the actual propeller or not.
  • Highly loaded propellers with relatively large hub diameters usually form stronger hub vertebrae than weakly loaded propellers with relatively small hub diameters.
  • the invention has for its object to develop a solution for a significant reduction in energy losses through the formation of the hub vortex, for a noise reduction by fluctuating phenomena in the hub vortex in Propellerabstrom and in particular for the noise reduction caused by the hub vortex cavitation phenomena (hub cavitation).
  • this object is solved by the features of claim 1.
  • Advantageous embodiments of the invention are contained in the accompanying claims 2 and 3.
  • the invention is based on a device for counteracting flow vortices generated in the hub region of propellers and / or propeller drives in the surrounding fluid, which has at least one blade, the curvature of the blade being directed counter to the curvature of the propeller.
  • the blade extends from a cone-shaped transition part via a cylindrical hub part to the re-cone-shaped divergent closure part, wherein the outer termination of the blade is effected by a cylindrical shell of 10 to 50% of the length of the blade surface.
  • a plurality of blades are distributed in meridional arrangement regularly on the circumference of the device.
  • the blades start in their radial extent in the axis of rotation of the propeller and do not exceed a limit radius (R G ) within which the tangential component (V T ) of the velocity (V W ) of the turbulent flow is greater than that by the propeller rotation caused peripheral speed (V U ).
  • the invention is based on the finding that by appropriate design or shaping of the device, the formation of vortices by the propeller in the hub environment can be counteracted by the pressure conditions in this environment are selectively changed by the design of the device. Since the geometric location of the hub vortex (inner peripheral vortex), in contrast to the tip vortex (outer peripheral vortex) is well known (propeller rotational axis) and independent of the propeller speed and ship speed, secondary measures can only counteract the formation of the hub vortex.
  • the hub vortex vane contains at least one blade 12 which during operation ensures a reduction of the hub vortex strength and the associated hub vortex cavitation.
  • An HVV can be retrofitted at any time. No other components need to be replaced; all other components of the drive system can be retained unchanged.
  • a plurality of regularly distributed on the circumference of the HVV blades 12 are provided, which are arranged approximately in meridionaler orientation.
  • the number of vanes is independent of the number of vanes and the outer diameter of the HVV is limited to about 0.16 of the propeller diameter (with co-rotating HVV).
  • the inner boundary of the blades is formed by a rotary body of the shape according to the reference numerals 9, 10, 11 and the outer boundary by a ring of the shape 13.
  • the special inner and outer boundaries serve to largely suppress possible secondary cavitation phenomena at the inner and outer ends of the blade (s).
  • the HVV according to the invention is applicable both to helical propellers operating as pressure propellers and to traction propellers.
  • FIGS. 2 to 4 show different application possibilities of the HVV.
  • the screw propeller operating according to FIG. 2 as a pressure propeller 1 with propeller hub 2 has a co-rotating HVV 6 which lies behind the propeller 1 in the jet direction.
  • the vortex forming behind the propeller 1 along the HVV 6 initially consists of several vortices of the various wings, which then very quickly form into a single vortex, leaving its trace in a narrow area along the axis of rotation of the propeller. This behavior is shown in FIG. 1.
  • the direction of rotation of this vortex coincides with the direction of rotation of the propeller and the Tangential velocities of the vortex are greatest inside (in the vortex eye potential-theoretic infinitely large) and decrease to the outside.
  • V T tangential velocities (V T ) of the fluid to the vortex eye (in the hub vortex identical to the propeller axis of rotation) towards a purely potential theory law
  • toughness-related influences (Oseen vortex) approximately with a suitable value for the rotation age t
  • the inner and outer termination of the blade surfaces is particularly advantageous over known solutions in terms of avoiding hub vortex.
  • the inner connection of the blade surfaces takes place from a cone-shaped transition part 9 from the pressure-side propeller hub end 2 via the cylindrical hub part 10 of the HVV to the again cone-shaped divergent closure part 11 of the hub of the HVV.
  • the outer conclusion of the Vane surfaces of the HVV is effected by a cylindrical shell 13 of 10 to 50% of the length of the blade surfaces.
  • the hydrodynamic benefit of dividing the hub of the HVV into the three sections 9-11 is the concentration of the individual (hub side) edge vortex portions of the propeller blades into a concentrated hub vortex, the diversion of the tangential velocity components throughout the blade 12 and the "defibering" of one possible residual vortex portion in the region of the divergent conical closing part 11.
  • the diameter of the cylindrical intermediate piece 10 should coincide with the diameter of the viscosity-induced vortex core (vortex age).
  • the hydrodynamic benefit of the cylindrical surface 13 around the blades is to prevent possible parasitic cavitation phenomena at the outer end of the blades.
  • FIGS. 6 and 7 Shown is the "downdraft" component 14 of the velocity distribution in the vicinity of the propeller blades 1 which is the main cause of the occurrence of the tangential speeds behind the propeller. Due to the generally existing increase in the pitch angle of the propeller blades to the axis of rotation and due to the eddy-induced increase in the tangential velocities, the curvatures of the blades 12 must change as a function of the radius, so that the flow lines are deflected as possible in the beam direction 15. In FIGS. 6 and 7, these ratios for different radii ratios are shown as cylinder developments for the radii ratios 0.10 and 0.15.
  • FIGS. 2 to 4 Possible applications and embodiments of the HVV are shown in FIGS. 2 to 4.
  • the co-rotating embodiment according to FIG. 2 is advantageous.
  • a fixed embodiment as outlined in Fig. 3 hydrodynamically advantageous.
  • a fixed embodiment at the end of the nacelle according to FIG. 4 advantageous.
  • HVV high thrust on a relatively small area and thus forced hub vortex. Due to the high loss, a high improvement can be achieved when using an inventively designed HVV.
  • HVV HVV
  • FIG. 8 For a pressure propeller arrangement according to FIG. 2, the achievable benefit by means of a HVV (“HVV”) is illustrated in FIG. 8 by means of measurements.
  • HVV HVV
  • Normal normal frequently used hub end
  • SA divergent hub processes

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Lubricants (AREA)
  • General Details Of Gearings (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Coating Apparatus (AREA)

Claims (3)

  1. Dispositif pour contrebalancer des tourbillons de courant produits dans le liquide environnant à proximité du moyeu des hélices et/ou des unités de propulsion, qui présente au moins une pale, moyennant quoi la courbure de la pale est inverse à la courbure de l'hélice, caractérisé en ce que la pale (12) s'étend depuis une partie de passage conique (9) en passant par une partie de moyeu (10) cylindrique jusqu'à une partie de fermeture (11) divergente de nouveau conique, moyennant quoi la fermeture externe de la pale (12) est réalisée par une enveloppe cylindrique (13) représentant 10 à 50% de la longueur de la surface de la pale.
  2. Dispositif selon la revendication 1, caractérisé en ce que plusieurs pales (12) sont réparties de façon régulière selon un agencement tangentiel sur la circonférence du dispositif.
  3. Dispositif selon l'une des revendications précédentes, caractérisé en ce que les pales commencent dans leur étirement radial dans l'axe de rotation de l'hélice et ne dépassent pas un rayon limite (RG), à l'intérieur duquel la composante tangentielle (VT) de la vitesse (VW) du courant tourbillonnant est supérieure à la vitesse circonférentielle (VU) produite par la rotation des hélices.
EP02090313A 2001-10-26 2002-09-04 Dispositif pour contrebalancer la cavitation tourbillonnaire du moyeu des hélices et/ou des unités de propulsion Expired - Lifetime EP1306301B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10152977 2001-10-26
DE10152977A DE10152977C1 (de) 2001-10-26 2001-10-26 Vorrichtung zur Entgegenwirkung von im Nabenbereich von Propellern und/oder Propellerantrieben im umgebenden Fluid erzeugten Strömungswirbeln

Publications (2)

Publication Number Publication Date
EP1306301A1 EP1306301A1 (fr) 2003-05-02
EP1306301B1 true EP1306301B1 (fr) 2006-12-20

Family

ID=7703859

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02090313A Expired - Lifetime EP1306301B1 (fr) 2001-10-26 2002-09-04 Dispositif pour contrebalancer la cavitation tourbillonnaire du moyeu des hélices et/ou des unités de propulsion

Country Status (7)

Country Link
EP (1) EP1306301B1 (fr)
AT (1) ATE348752T1 (fr)
DE (2) DE10152977C1 (fr)
DK (1) DK1306301T3 (fr)
ES (1) ES2276888T3 (fr)
NO (1) NO336514B1 (fr)
PT (1) PT1306301E (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103803040A (zh) * 2014-01-24 2014-05-21 中国船舶重工集团公司第七○二研究所 螺旋桨桨毂消涡轮

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011055515A1 (de) 2011-11-18 2013-05-23 Becker Marine Systems Gmbh & Co. Kg Propelleranordnung, insbesondere für Wasserfahrzeuge

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4212586A (en) * 1978-12-19 1980-07-15 Aguiar Mervyn F Turboexhaust hub extension for a marine propeller
DE3037369A1 (de) * 1980-09-01 1982-03-11 Escher Wyss Gmbh, 7980 Ravensburg Schiffspropeller
AU593670B2 (en) * 1986-07-31 1990-02-15 Mikado Propeller Co., Ltd. A screw propeller boss cap with fins
EP0758606A1 (fr) * 1995-08-16 1997-02-19 Schottel-Werft Josef Becker GmbH & Co KG. Chapeau de moyeu pour hélices de bateau
US6244912B1 (en) * 2000-03-20 2001-06-12 Electric Boat Corporation Strut-mounted marine propulsion unit

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103803040A (zh) * 2014-01-24 2014-05-21 中国船舶重工集团公司第七○二研究所 螺旋桨桨毂消涡轮

Also Published As

Publication number Publication date
NO20025144L (no) 2003-04-28
DE50208997D1 (de) 2007-02-01
ES2276888T3 (es) 2007-07-01
NO336514B1 (no) 2015-09-14
DE10152977C1 (de) 2003-05-08
NO20025144D0 (no) 2002-10-25
ATE348752T1 (de) 2007-01-15
PT1306301E (pt) 2007-02-28
EP1306301A1 (fr) 2003-05-02
DK1306301T3 (da) 2007-04-10

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