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EP1507701B1 - Propellerwellen - Google Patents

Propellerwellen Download PDF

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Publication number
EP1507701B1
EP1507701B1 EP03725902A EP03725902A EP1507701B1 EP 1507701 B1 EP1507701 B1 EP 1507701B1 EP 03725902 A EP03725902 A EP 03725902A EP 03725902 A EP03725902 A EP 03725902A EP 1507701 B1 EP1507701 B1 EP 1507701B1
Authority
EP
European Patent Office
Prior art keywords
propeller
propeller shaft
skegs
angle
arrangement according
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
EP03725902A
Other languages
English (en)
French (fr)
Other versions
EP1507701A1 (de
Inventor
Hans Martin Sand
Per Herbert Kristensen
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.)
Moss Maritime AS
Original Assignee
Moss Maritime 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 Moss Maritime AS filed Critical Moss Maritime AS
Publication of EP1507701A1 publication Critical patent/EP1507701A1/de
Application granted granted Critical
Publication of EP1507701B1 publication Critical patent/EP1507701B1/de
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
    • 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
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/32—Other parts
    • B63H23/34—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts
    • 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
    • B63B1/08—Shape of aft part

Definitions

  • the invention relates to a propeller shaft arrangement for a seagoing displacement vessel with a propulsion system comprising at least one engine and at least two propeller shafts, each with its propeller.
  • propeller propulsion The most common form of propulsion for vessels is propeller propulsion. Independent of the propeller system, in theory the propeller should be located; a) far from the hull in order to avoid vibrations, b) in uniform parallel flow in order to avoid vibrations, cavitation and propeller noise, c) with a view to achieving little pressure reduction, d) in areas with high viscous parallel flow, and e) in such a manner that the greatest possible degree of rotational efficiency is achieved.
  • the propellers should also be located so that the requisite consideration is given to the engine room arrangement, docking or running aground There are also a number of other factors that influence the propeller system, such as the size of the ship, the desired propulsion and speed, hull design, etc.
  • a propeller for a vessel is normally driven via a shaft by an engine located in an engine room. Parts of the shaft transmission will be located outside the ideal hull structure of the vessel. Where there is direct shaft transmission from engine to propeller, the shaft may be covered by a bulge in the hull, known in the industry as a skeg. In order to achieve the least possible resistance and disturbances in the flow pattern round the vessel, the skegs are made as small as possible, also for reasons of economy. At the same time the skegs will be designed so as to obtain the best possible flow pattern for the body of water flowing towards the propellers.
  • a known method for making the skegs as small as possible is to arrange the propeller shaft at an angle relative to a horizontal plane
  • the propulsion of a vessel is also highly dependent on the size of the propellers, and it is often the vertical beight of the propellers that is limiting for the propeller size, since for most vessels it is not desirable for the propellers to extend lower than the lower point of the hull in case the vessel runs aground,
  • the propeller shafts At an angle relative to the centre plane of the vessel's hull, with the result that the propellers are located further from the centre plane of the vessel than the engines that drive the propellers.
  • the propellers can be given the capability of being rotated in several directions. An example of this is illustrated in US 4 493 660.
  • An object of the present invention is to improve the design of a vessels provided with at least two propeller shafts with propellers allowing to design skegs which enable to exploit the viscous flow better than in conventional vessels, such as to reduce drag, in order thereby to achieve financial savings in design and operation of the vessel.
  • a second object of the present invention is to be able to exploit the viscous parallel flow to a greater extent than in conventional vessels and reduce the drag by means of the design of the double skeg, the stem and the engine room arrangement. It is also an object to reduce vibration and the risk of cavitation.
  • the present invention attempts to solve the preceding objects by means of a vessel with a propulsion system comprising at least one engine and at least two propeller shafts with propellers.
  • the vessel according to the invention has a baseline located in a substantially horizontal base plane touching the bottom of the vessel's bull and a centre line in a substantially vertical centre plane along the centre of the longitudinal extension of the vessel's bull
  • at least two of the propeller shafts are at an angle ⁇ relative to the base plane, with the result that the distance of the propeller shaft from the base plane increases in a forward direction from the propeller to the engine.
  • at least one of the propeller shafts is at an angle ⁇ relative to the centre plane, with the result that the distance of the propeller shaft from the centre plane increases in a forward direction from the propeller to the engine.
  • the size of the angle ⁇ is from and including 0 to 10 degrees, and the angle ⁇ is in the range 1 -5 degrees, preferably between 1 and 3 degrees-
  • the engine is moved upwards into the vessel's bull when it is a direct extension of the propeller shaft
  • the engine installation's space requirements are often a limiting factor for the size of the skeg, i.e. the size of the skegs must allow space for the engine installation.
  • the skegs can be made smaller both in cross-sectional area and longitudinal extension, and a lower increase in resistance is obtained due to the skegs.
  • the vessel may have more than two propeller shafts.
  • the two centre propeller shafts for example, may be parallel to both the base plane and the centre plane while the two outer propeller shafts are at an angle ⁇ and an angle ⁇ to the base plane and the centre plane respectively.
  • one of the propeller shafts is at an angle ⁇ to the centre plane and other shafts are parallel to this shaft.
  • Figs. 1 and 2 illustrate a side view and a view from below respectively of a rear part of a vessel's 1 hull 2, in which is depicted a propulsion system consisting of two engines 3, two propeller shaft 4 and two propellers 5.
  • the propeller 5 is located with its axis of rotation coincident with the propeller shaft 4 and the engine 3 is located as a direct extension of the propeller shaft 4, at the opposite end of the propeller 5.
  • the vessel I has a base line located in a base plane 6 that touches the lower point of the hull 2, and as illustrated in fig. 2 a centre line located in a centre plane 7 of the hull Round the part of the propeller shaft that is located outside the hull, in order to cover this while simultaneously containing the propeller shaft, a skeg 8 is provided, round each propeller shaft.
  • the propeller shafts 4 are at an angle ⁇ relative to the base plane 6.
  • This angle may be varied from 0 to 10 degrees
  • this angle is preferably in the range of 1-3 degrees, but for other types of vessel it may well be larger.
  • the choice of the angle ⁇ also depends on the type of engine used for propulsion.
  • the angle ⁇ may also be envisaged equal to 0 degrees, i.e. the propeller shafts 4 are parallel to the base plane.
  • the engine 3, when located as an extension of the propeller shaft 4, will be moved upwards in the hull 2 and in some cases located substantially outside the skeg 8.
  • the alternative to having the propeller shaft 4 at an angle to the base plane 6 is to extend the propeller shaft 4, which is undesirable both with regard to considerations of strength with regard to the torque transmission in the propeller shaft 4 and considerations of space in the vessel 1.
  • the angle ⁇ of the propeller shaft 4 may be varied from 1-5 degrees, preferably in the range of 1-3 degrees. As illustrated in fig. 2, both the propeller shafts 4 in this embodiment are at an angle ⁇ .
  • the waterlines that describe a water particle's flow path along the skegs will be slimmer for a propeller shaft arrangement according to the invention than for a conventional installation. This means that the skegs' 8 inner oppositely directed surfaces 9 have a smaller curvature over their longitudinal extension in the fore-and-aft direction than skeg 8 where the propeller shafts 4 are parallel.
  • the angular change for the inner waterline for a skeg 8 round a propeller shaft 4 according to the invention is less and the skegs' 8 inner oppositely directed surfaces 9 will he substantially parallel over a larger part of their longitudinal extension, than in conventional skegs. This is advantageous for the flow pattern round the skegs 8.
  • the shape of the skegs 8 for the propeller shaft arrangement according to the invention corresponds to the shape of skeg 8 for parallel propeller shafts 4, which are parallel to each other but are at an angle ⁇ , the waterline along the inner oppositely directed surfaces 9 of the two skegs 8 will be slimmer, while the waterline for the outer surfaces 10 of the skegs 8 will have a larger curvature over its longitudinal extension than in a conventional installation. It is the inner waterlines that are particularly important, so that a larger curvature for the outer surfaces 10 has less influence in a negative direction for propulsion of the vessel than the advantage obtained with slimmer inner waterlines.
  • Another component for pressure and velocity differences for the flow of water between the skegs is the change in cross-sectional area for the region between the skep' inner oppositely directed surfaces 9 over the longitudinal extension of the skegs.
  • Both conventional design with parallel propeller shafts 4 and propeller shaft arrangement according to the invention have an increase in the cross-sectional area over the longitudinal extension of the skegs 8, but for the propeller shaft arrangement according to the invention the change may be less
  • An increase in the cross-sectional area results in a reduction in the velocity of the flow of water between the skegs 8.
  • Less reduction in velocity combined with slimmer waterlines reduce the risk of three-dimensional breakaway or separation. Breakaway results to some extent in a substantial increase in resistance while simultaneously producing parallel flow fluctuations that can result in vibrations, cavitation and propeller noise.
  • the skegs 8 will have a centre plane in their longitudinal extension, which is substantially vertical and substantially parallel to the propeller shaft. This is apparent in fig. 3 where the propellers 5 with the propeller shaft 4 are located closer together than the parts of the skeg 8 located in front viewed in relation to the propulsion direction when the skegs 8 are viewed from the propellers 5
  • the skegs 8 may be arranged substantially symmetrically about their centre plane through the propeller shaft 4. Round the rear part of the propeller shaft 4 near the propeller 5 the skegs 8 have a small cross-sectional area, as illustrated in fig. 5. This cross-sectional area is gradually and steadily increased in the longitudinal extension of the skegs 8, as illustrated in fig. 6, to the area of the skegs 8 located round the engine 3 and the engine installation, as illustrated in fig. 7. In this area it is the space requirements of the engine installation below the propeller shaft connection to the engine 3 that is the determining factor for the cross-sectional area of the skegs 8 At the front end of the engine installation and the engine 3, i.e.
  • the skegs 8 are gradually terminated as illustrated in fig. 8 up to the front attachment point between the skegs 8 and the hull 2, where the vessel according to the embodiment has a hull 2 with a flat bottom coincident with the base plane, as illustrated in fig 9.
  • the skegs 8 may also be arranged asymmetrically about their centre plane.
  • One type of consideration that may be taken into account corresponds to that in US 4 538 537 with regard to design of the skegs' 8 geometry.
  • the vessel may have more than two propellers.
  • a first propeller shaft may be at an angle ⁇ and the second propeller shaft may be parallel to the first.
  • the skegs may be envisaged as a much more integrated part of the vessel's hull, or they may form larger parts of the hull structure, thereby giving the vessel "twin keels". In such cases it may be natural to make the skegs larger and without a centre plane along the propeller shaft.
  • the engine for propulsion of the vessel may be of different types
  • An engine may be envisaged with power transmission to two propeller shafts, or two or more engines on each propeller shaft.
  • the attachment of the engine to the propeller shaft may also be envisaged at an angle or passing through a transmission

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)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Motor Power Transmission Devices (AREA)
  • Magnetic Bearings And Hydrostatic Bearings (AREA)

Claims (11)

  1. Propellerwellen-Anordnung für ein seegängiges Verdrängerschiff (1) mit einer Bootshaut (2) und einem Antriebssystem, das zumindest einen Motor (3), zumindest zwei Propellerwellen (4) und zumindest zwei Propeller (5) umfasst, wobei das Schiff eine im Wesentlichen horizontale Basisebene (6) aufweist, die den Boden der Schiffshaut (2) berührt, sowie eine im Wesentlichen vertikale zentrale Ebene (7) in der Mitte der Bootshaut (2) in der Längsrichtung der Bootshaut, wobei zumindest eine der Propellerwellen (4) in einem Winkel β in Bezug auf die zentrale Ebene (7) steht, mit dem Ergebnis, dass die Distanz der Propellerwelle (4) von der zentralen Ebene (7) in einer Richtung von dem Propeller zum Motor (3) ansteigt,
    gekennzeichnet durch das Folgende:
    die Propellerwellen (4) oberhalb der Basisebene (6) stehen unter einem Winkel α in Bezug auf die Basisebene (6), mit dem Ergebnis, dass die Distanz der Propellerwelle (4) von der Basisebene (6) in einer Vorwärtsrichtung vom Propeller (5) zum Motor (3) ansteigt, wobei der Motor (3) vor dem Propeller (5) in einer normalen Fahrtrichtung des Schiffs positioniert ist.
  2. Propellerwellen-Anordnung gemäß Anspruch 1, dadurch gekennzeichnet, dass der Winkel α vorzugsweise 1 bis 10° und ganz besonders bevorzugt 1 bis 3° beträgt.
  3. Propellerwellen-Anordnung gemäß einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass der Winkel β vorzugsweise 1 bis 5° und ganz besonders bevorzugt 1 bis 3° beträgt.
  4. Propellerwellen-Anordnung gemäß einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass die Propellerwellen (4) diese einschließende Skege (8) aufweisen.
  5. Propellerwellen-Anordnung gemäß einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass die Skege (8) um die Propellerwellen (4) in einer solchen Weise gestaltet sein können, dass die inneren, gegeneinander gerichteten Oberflächen (9) der Skege (8) in Teillängen nahezu parallel zueinander stehen.
  6. Propellerwellen-Anordnung gemäß einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass der Querschnittsbereich der Region zwischen den Skegen (8) mit einer geringeren Variation über die Länge von den Propellern (5) nach vorne zum vorderen Anbringungspunkt zwischen der Bootshaut (2) und den Skegen (8) als in konventionellen Skegen gestaltet sein kann.
  7. Propellerwellen-Anordnung gemäß einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass der Skeg (8) eine zentrale Ebene in seiner Längsrichtung aufweist, die im Wesentlichen parallel zur Propellerwelle (4) steht.
  8. Propellerwellen-Anordnung gemäß einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass der Skeg (8) über die zentrale Ebene asymmetrisch ausgebildet ist.
  9. Propellerwellen-Anordnung gemäß einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass die Motoren (3) für die Propellerwellen (4) im Wesentlichen außerhalb der Skege (8) platziert sind, was zu einer Abnahme des Querschnittsbereichs und des für die Skege (8) erforderlichen Volumens führt.
  10. Propellerwellen-Anordnung gemäß einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass zwischen den zwei Propellerwellen (4) zumindest eine zusätzliche Propellerwelle (4) mit Propeller (5) bereitgestellt ist.
  11. Propellerwellen-Anordnung gemäß einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass zwei zusätzliche Propellerwellen (4) vorliegen und dass diese unter einem Winkel zur Basisebene (6) und einem Winkel zur zentralen Ebene (7) stehen.
EP03725902A 2002-05-08 2003-05-07 Propellerwellen Expired - Lifetime EP1507701B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
NO20022220A NO317226B1 (no) 2002-05-08 2002-05-08 Propell akselarrangement
NO20022220 2002-05-08
PCT/NO2003/000149 WO2003095302A1 (en) 2002-05-08 2003-05-07 Propeller shafts

Publications (2)

Publication Number Publication Date
EP1507701A1 EP1507701A1 (de) 2005-02-23
EP1507701B1 true EP1507701B1 (de) 2006-08-16

Family

ID=19913616

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03725902A Expired - Lifetime EP1507701B1 (de) 2002-05-08 2003-05-07 Propellerwellen

Country Status (8)

Country Link
EP (1) EP1507701B1 (de)
JP (1) JP2005524576A (de)
KR (1) KR20040106477A (de)
AT (1) ATE336418T1 (de)
AU (1) AU2003231429A1 (de)
DE (1) DE60307624T2 (de)
NO (1) NO317226B1 (de)
WO (1) WO2003095302A1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105143033A (zh) * 2013-01-31 2015-12-09 卡特彼勒推进生产公司 用于船舶的推进系统

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004054061B4 (de) * 2004-11-05 2017-10-12 Siemens Aktiengesellschaft Seegehendes Schiff
EP2952427A1 (de) * 2005-03-11 2015-12-09 Kawasaki Jukogyo Kabushiki Kaisha Heckstruktur für ein schiff
JP2007253710A (ja) * 2006-03-22 2007-10-04 Mitsui Eng & Shipbuild Co Ltd 船舶
JP5634567B2 (ja) * 2007-02-13 2014-12-03 三菱重工業株式会社 排水量型船舶の船尾形状
JP5582761B2 (ja) * 2009-11-09 2014-09-03 三菱重工業株式会社 船舶の推進装置
DE102010044435A1 (de) * 2010-09-06 2012-03-08 Lais Gmbh Antrieb
EP2535262B1 (de) * 2011-06-14 2015-12-30 ABB Oy Antriebsanordnung in einem Schiff
CN105730603A (zh) * 2016-01-05 2016-07-06 上海船舶研究设计院 一种内旋双桨船舶的船艉结构
US11981410B2 (en) * 2021-08-06 2024-05-14 Peter Van Diepen Stern bulbs

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GB1387142A (en) * 1972-01-24 1975-03-12 Levi R Fast motor boats
DE2356508A1 (de) * 1973-11-13 1975-05-15 Tt Linie Gmbh & Co Schiffsantrieb
DE2439974A1 (de) * 1974-08-21 1976-03-04 Tt Linie Gmbh & Co Drucklageranordnung fuer schiffsantriebe
JPS5777282A (en) * 1980-11-01 1982-05-14 Sanoyasu:Kk Ship with catamaran-type stern
US4550673A (en) * 1983-06-02 1985-11-05 Sigurdur Ingvason Hull construction for seagoing vessels
US4790782A (en) * 1988-02-26 1988-12-13 Brunswick Corporation Balanced marine surfacing drive
JPH02227390A (ja) * 1989-02-28 1990-09-10 Mitsubishi Heavy Ind Ltd ２軸船用船体動揺安定化装置
JPH07117780A (ja) * 1993-09-03 1995-05-09 Kohei Shioda 高速双胴水中翼船

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105143033A (zh) * 2013-01-31 2015-12-09 卡特彼勒推进生产公司 用于船舶的推进系统

Also Published As

Publication number Publication date
NO317226B1 (no) 2004-09-20
EP1507701A1 (de) 2005-02-23
JP2005524576A (ja) 2005-08-18
NO20022220D0 (no) 2002-05-08
ATE336418T1 (de) 2006-09-15
DE60307624T2 (de) 2007-09-13
KR20040106477A (ko) 2004-12-17
AU2003231429A1 (en) 2003-11-11
WO2003095302A1 (en) 2003-11-20
NO20022220L (no) 2003-11-10
DE60307624D1 (de) 2006-09-28

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