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WO2008116855A1 - Système d'entraînement d'hélice partiellement immergé - Google Patents

Système d'entraînement d'hélice partiellement immergé Download PDF

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Publication number
WO2008116855A1
WO2008116855A1 PCT/EP2008/053454 EP2008053454W WO2008116855A1 WO 2008116855 A1 WO2008116855 A1 WO 2008116855A1 EP 2008053454 W EP2008053454 W EP 2008053454W WO 2008116855 A1 WO2008116855 A1 WO 2008116855A1
Authority
WO
WIPO (PCT)
Prior art keywords
propeller
flap
drive shaft
transom
watercraft
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.)
Ceased
Application number
PCT/EP2008/053454
Other languages
English (en)
Inventor
Brunello Acampora
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.)
Flexitab Srl
Original Assignee
Flexitab Srl
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 Flexitab Srl filed Critical Flexitab Srl
Priority to EP08718151.7A priority Critical patent/EP2137060B1/fr
Publication of WO2008116855A1 publication Critical patent/WO2008116855A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • 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
    • B63H1/18—Propellers with means for diminishing cavitation, e.g. supercavitation
    • B63H2001/185—Surfacing propellers, i.e. propellers specially adapted for operation at the water surface, with blades incompletely submerged, or piercing the water surface from above in the course of each revolution

Definitions

  • the present invention relates to a marine drive system of the kind having a partially submerged propeller, provided with one or more propellers positioned at the lower part of the transom of a watercraft, with the drive shaft projecting astern.
  • the propeller In this drive system typology, the propeller is intended to remain only partially submerged in the operation thereof, causing a driving flow localized at the water surface.
  • This system being generally adoptable on every watercraft, in the current state of the art finds its preferred application in the field of high speed planning watercrafts, for competition, sporting and yachting.
  • the propeller efficiency as the ratio between the driving power actually transferred to the water and actually exploited and the power at the drive shaft, is optimized in the partially submerged operation, wherein the water level, obviously considering the wave generated by the wake, substantially corresponds to the propeller centre line, i.e. about to the drive shaft (50% disc area submerged).
  • US 5,290,182 in the name of Mondelo, discloses a marine drive comprising two flaps arranged lengthwise the propeller member at the end adjacent the propeller, for generating a vertical upward force.
  • the wake wave is located at a certain distance from the transom, so as not to interfere with or to partially interfere with the propeller.
  • the propeller In lower speed conditions than the rate speed, wherein the cruise configuration is not assumed by the watercraft yet, the propeller is in a completely submerged configuration or in an intermediate configuration, wherein it does not transfer drive power to the water with the rated efficiency and even it forces the engine to provide a high drive torque at low rpm.
  • modified hulls also US 3,793,980 in the name of Sherman, discloses a boat wherein a tunnel is provided in the underbody thereof, the tunnel housing the drive shaft and being provided with openings allowing the flow of water inside the tunnel. Also in this solution is not adoptable on the existing watercrafts, required a complete modification of the hull and, in general of the structure thereof, and, above all, is does not prevent the flow of water to wash the propeller in low speed driving.
  • the technical problem at the root of the present invention is to devise a marine drive system allowing to obviate to the drawbacks mention with reference to the prior art.
  • the main advantage of the marine drive system according to the present invention lies in the more affective directing of the wake wave, so as to allow the propeller(s) to operate, at lower speeds, in a condition nearer to the optimum, without affecting the propeller(s) operation at the rated cruise speed of the watercraft.
  • Figure 1 shows a perspective view in a partial cross-section of a first embodiment of the marine drive system according to the invention
  • Figure 2 shows a side view of the marine drive system of figure 1 ;
  • Figure 3 shows a bottom view, i.e. astern, of the marine drive system of figure 1 ;
  • Figure 4 shows an elevation view, toward the transom, of the marine drive system of figure 1
  • Figure 5 shows a perspective view of a second embodiment of the marine drive system according to the invention.
  • Figures 6A, 6B and 6C illustrate the behaviour of a watercraft having the marine drive system of the preceding figures;
  • Figures 7A, 7B and 7C show a flap of the marine drive system of the invention according to a different embodiment.
  • a drive system is only partially depicted with reference to a sole propeller, but it will be apparent how the system may use more propellers, e.g. a pair, mirroring, for each propeller, the structure which will be described hereinafter, so as to apply it on the transom of every watercraft, in particular a displacing or semi-displacing or planning watercraft, possibly with one or more propellers for one or more hulls.
  • the propellers are placed so as be counter rotating, and consequently all the details, which will be described hereinafter, will be mirrored from one propeller to the other.
  • a first embodiment of a partially submerged propeller drive system is indicated as 1. It comprises a propeller 2 and a supporting structure 3 which in turn has a fastening plate 4, apt to be secured to the transom of a watercraft. As will be clear in the following, the supporting structure 3 and the propeller 2 can be alternatively secured directly to the transom, without the use of the fastening plate 4.
  • the system has, in connection with the transmission of the driving torque to the propeller 2, a stern tube 7 housing the drive shaft between said fastening plate 4, if present, and the propeller 2.
  • Said tube simultaneously works as hydraulic sealing, preventing the water leaking inside the watercraft; thrust bearing, for transferring the thrust generated by the propeller to the lower part of the fastening plate 4; and possibly structural support for the propeller shaft.
  • the tube 7 housing the drive shaft is linked to means for positioning the drive shaft, in the present embodiment of the kind having an active-type hydraulic cylinder 14, able to absorb the thrusts involving the shaft, along any direction, and to actively modify the height of the propeller, e.g. for adjusting the latter in connection with different load or speed conditions of the watercraft.
  • the means for positioning the drive shaft are placed below a projecting case 10 which will be detailed in the following.
  • the drive shaft can be oriented on a vertical plane, achieving the adjustment of the propeller immersion.
  • This typology is suitable for cargos and recreational crafts, having a planing-type bottom suitable for medium-high speeds.
  • the propeller 2 is mounted to the drive shaft, the propeller being of the type with five blades appropriately shaped for this kind of propeller.
  • the marine drive system 1 At the drive shaft, i.e. at the stern tube 7 thereof, the marine drive system 1 according to the present embodiment comprises a flap 100, substantially positioned between the transom, i.e. the fastening plate 4, and the propeller 2.
  • the flap is positioned so as to intercept and control the wake wave, at least when the wave tends to excessively submerge the propeller disc.
  • the flap 100 is mounted separated from the transom T, i.e. the position of the flap 100 is such that a gap is defined therebetween and it does not project directly from the transom T.
  • This feature advantageously allows the passage of a flow of air above the flap, so that, as will be better understood in the following, the water eventually flowing to the propeller will be mixed with this flow of air, improving the working conditions thereof.
  • the gap will allow the flow of water under the watercraft S when moving astern, improving the efficiency of the drive.
  • the flap 100 has a substantially convex shape, with the convexity facing the top side, so as to direct bottomwise a V-shaped camber.
  • the flap is positioned just below the drive shaft and it is linked to the latter, i.e. to the stern tube 7 thereof. Due to the presence of the means for positioning the drive shaft, it can suitably adjust the position of the flap 100 too, varying it according to the different cruise conditions.
  • the flap 100 is delta-shaped, with the apex directed toward the transom of the watercraft, and it comprises a longitudinal centre portion 102, corresponding to the drive shaft section between propeller 2 and fastening plate 4. From the centre porting 102, two half-flaps 103 branch away, directed so as to result in said top-open convexity. Further, the flap 100 comprises a rear edge 104 faced to the propeller 2, extending along a width of about 50% of the propeller diameter, preferably equal or greater than the 80% of the propeller diameter, to reach or to slightly overcome the width of the propeller diameter. Such width, and even the flap area, can be modified and adapted according to the features of the single applications and can be at least 20% of the propeller diameter.
  • the flap 100 extends along a width of at least 20% of the propeller diameter, and along a length of at least 20% of the propeller diameter.
  • the shape of the flap 100 can be modified just to adapt itself to peculiar design requirements concerning the watercraft manoeuvrability or the performances thereof.
  • the area, the plan shape, the cross-section and the longitudinal section of the flap can be appropriately sized and optimized for each single application.
  • the flap 100 can be positioned just above the drive shaft, i.e. above the tube thereof.
  • a suitably shaped projecting case 10 extends from the fastening plate 4, overlapping the region of the propeller 2.
  • Such case 10 is sealed on the plate 4, so as to prevent the water leaking inside.
  • It has, at the region of the propeller, a curved surface 11 connecting to the transom, i.e. with the bottom end 12 of the connection plate 4.
  • the curved surface 1 1 is shaped so as to gradually direct the propulsive flow of the propeller driven astern, suitably orienting it in order to maximize its effectiveness at such a speed.
  • the efficiency of the drive, astern and in handling is significantly improved.
  • the projecting case is not an essential feature of the present invention, i.e. linked to the presence of the flap 100.
  • the system 1 comprises a shroud 20 positioned above the propeller 2 and connected, through a joint 21 , to the projecting case 10.
  • Such a shroud 20 may be rotated about a substantially vertical axis 22.
  • the shroud 20 is basically constituted by a curved plate, shaped so as to envelop the region of the propeller 2 along a significant circular sector.
  • the shroud 20 is positioned so as to intercept the flow generated by the propeller and, thanks to the peculiar shape of the former, the flow is suitably directed to maximize its effectiveness.
  • a channel 23 extending longitudinally and having a cross-section whose area is decreasing, starting from the transom.
  • This shape effect is achieved by assuring that, along said direction of flow, the bottom surface 25 of the shroud 20 varies its position with respect to the axis of the propeller 2.
  • the shroud 20 extends vertically with a rudder blade 24, positioned so as to remain well-immersed. Hence, by rotating the shroud 20 it is achieved the dual effect of directing the propulsive flow, since also the longitudinal axis of the channel 23 is rotated. Concomitantly, the rotation of the shroud 20 actuates the rudder 24.
  • the actuators e.g. wire- driven, hydraulic, etc.
  • the case 10 by being watertight, protects these actuators which accordingly do not need specific details.
  • shroud 20 is not an essential feature of the present invention, i.e. linked to the presence of the flap 100.
  • said means for varying the position of the propeller shaft is positioned below the projecting case, in a zone of the curved surface comprised between the shroud 20 and the bottom end 12 of the connection plate 4.
  • the projecting case 10 apart from housing the actuators of the shroud 20, will contain, shielding them from water, the actuators and the connections required to said means for positioning drive shaft.
  • the above-described flap 100 can be applied to a drive shaft of partially submerged propellers regardless the presence of a projecting case 10 overlapping the shaft itself, or with a projecting case having a shape different from that previously disclosed.
  • the projecting case 10 and the drive shaft can be even more elongated with respect to as they are shown in the figures.
  • This typology is suitable for particularly fast crafts, e.g. race crafts.
  • means for positioning the drive shaft can be present, located in a manner similar to that previously described.
  • the projecting case can be possibly modelled so as the bottom curved surface 1 1 of the case 10, in an area located at the propeller, is shaped so as to envelope the propeller, so as to operate as previously described with reference to the shroud 20 but remaining fixed, with the rudder released from it.
  • the mutual position between the fastening plate 4, the drive shaft and the flap 100 as well has been already established and adjusted in the manufacture plant, and hence further adjustments in the application of the system 1 to a transom are not required.
  • marine drive system 1 disclosed in connection with the above reported embodiment can be applied, with some variants and adjustments not depending upon the inventive core, to any watercraft, of either the displacing or semi-displacing type, or anyhow using partially submerged propellers.
  • a shorter projecting case 10 and drive shaft may be provided with respect to those depicted in the figures, and possibly without any means for positioning the shaft, as it will be suitable on slower or commercial watercrafts.
  • the principle at the root of the present invention can be applied to systems having more elongated drive shafts, designed for greater cruise speeds, e.g. of the kind employed in the field of motorboat races.
  • a further embodiment of a marine drive system is indicated as 1 , wherein the same reference numerals indicates the same or analogous parts. It comprises a propeller 2 and a supporting structure 3 which in turn has a fastening plate 4, apt to be secured to the transom of a watercraft. Moreover, a stern tube 7 is provided to house the drive shaft between the fastening plate 4 and the propeller 2, similar to that of the preceding embodiment.
  • the tube 7 housing the drive shaft is linked to means for positioning the drive shaft, in the present embodiment of the kind having an active-type hydraulic cylinder 14, positioned below the projecting case 10 so as the drive shaft can be oriented on a vertical plane, achieving the adjustment of the propeller immersion.
  • the marine drive system 1 At the drive shaft, i.e. at the stern tube 7 thereof, the marine drive system 1 according to the present embodiment comprises a flap 100, substantially positioned between the transom, i.e. the fastening plate 4, and the propeller 2, so as to intercept and control the wake wave at every speed, and in particular when the wave tends to excessively submerge the propeller disc.
  • the flap 100 has a substantially convex shape, with the convexity facing the top side, so as to direct bottomwise a V-shaped camber.
  • the flap 100 is delta- shaped, with the apex directed toward the transom of the watercraft, and it comprises a longitudinal centre portion, corresponding to the drive shaft section between propeller 2 and fastening plate 4 and two half-flaps, directed so as to result in said top-open convexity.
  • the shape of the flap 100 can be modified just to adapt itself to peculiar design requirements concerning the watercraft manoeuvrability or the performances thereof.
  • the flap 100 can be positioned just above the drive shaft, i.e. above the tube thereof.
  • the projecting case 10 comprises, at the distal end thereof, i.e. directed astern, a rudder 24 controlled through tie rods 30 driven through the case 10.
  • the projecting case 10 even housing actuators of the rudder 24, will contain, shielding them from the water, the actuators and the connections required to said means for positioning the drive shaft.
  • the flap 100 further comprises an upper surface 105 located above the stern tube 7 and connected to the half-flaps 103 so as to form a box-like structure enveloping the stern tube 7.
  • the box-like structure formed by the upper surface 105 is substantially wedge- shaped so that when the watercraft moves astern the flow of water will be directed under the watercraft.
  • box-like shaped flap 100 could be advantageously made in a composite material.
  • FIG. 6A a watercraft S is depicted as still, in a condition preceding the start.
  • the transom T, and the corresponding portion of hull H as well, are submerged. Accordingly, the propeller 2 and the related drive shaft are also substantially submerged.
  • the watercraft S is depicted in an intermediated or temporary phase, after the start, when the speed thereof has not reached the rated cruise or design speed yet.
  • the transom T is still at least partially submerged, while the propeller 2 has not reached the condition of partially submerged operation yet, i.e. with the immersion line corresponding to about the hub of the propeller 2.
  • a relative water flow is present, resulting from the travelling of the watercraft.
  • the flap 100 acts on said flow causing a lowering of the dynamic pressure of the flow at the propeller 2.
  • the propeller itself operates at a lower pressure, more similar to the normal working condition partially submerged, with a higher efficiency.
  • the flap 100 being totally or partially submerged, generates a lift with respect to the rotation centre C of the watercraft S, located substantially in the middle between stern and stem.
  • the distance between the flap 100 and said rotation centre, with the lift of the flap 100 results in a torque whose entity is relevant considering the width of the lever arm.
  • Such torque opposes the forces mainly acting at the stem and results in a rotation of the watercraft, i.e. a lowering of the stem P with respect to the buoyancy line.
  • this rotation has the effect of promoting the planing, decreasing the longitudinal trim angle and hence the resistance of the hull through the transition to the planing.
  • the wake wave generated by the watercraft and raising back near the propeller 2 at least when the watercraft moves at a speed lower than the rated one, is substantially deflected and lowered just at the propeller itself, improving the operation efficiency thereof.
  • the flap 100 is apt to deflect the flow of the water so that at least a portion of the propeller is prevented to be directly washed by the flow. Therefore, the flow of the wake wave is partially blocked in its flowing by the presence of the flap 100.
  • the flap 100 may be raised in order to not interfere with the wake wave W.
  • the position of the flap 100 may be modified according to the load conditions of the watercraft, influencing the buoyancy line.
  • the watercraft is depicted moving at a rated cruise speed. It is planing with the propeller 2 operating partially submerged.
  • the wake wave W is located at a certain distance from the transom T, so as to not interfere with the propeller 2, and the flap 2 is in a position substantially corresponding to the propeller immersion line, without affecting the wake and even helping to maintain the transom and the propeller 2 in the correct configuration.

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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)

Abstract

L'invention concerne un système d'entraînement d'hélice partiellement immergé (1), du type ayant une hélice partiellement immergée placée au niveau de l'arcasse (T) d'un navire pourvu d'une ou de plusieurs hélices (2) montées au niveau de la partie inférieure de l'arcasse (T) d'un navire (S), avec l'arbre d'entraînement se projetant vers l'arrière. Le système permet de diriger plus efficacement la vague de sillage, de façon à ce que les hélices atteignent une condition de travail, à des vitesses inférieures, plus proches de la vitesse idéale, partiellement immergées et à une pression plus faible, et de façon à ce que la vitesse de croisière nominale prévue pour le navire n'ait pas d'incidence sur les hélices. Le système comporte, en outre, au niveau de chaque arbre d'entraînement, un volet (100) entre l'arcasse (T) et l'hélice (2), positionné de façon à intercepter la vague de sillage (W), lorsque le navire (S) se déplace à une vitesse inférieure à la vitesse nominale.
PCT/EP2008/053454 2007-03-23 2008-03-21 Système d'entraînement d'hélice partiellement immergé Ceased WO2008116855A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP08718151.7A EP2137060B1 (fr) 2007-03-23 2008-03-21 Systeme d'entrainement d'helice partiellement immerge

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP07425174.5 2007-03-23
EP07425174A EP1972543A1 (fr) 2007-03-23 2007-03-23 Systéme de propulsion pour une hélice à immersion partielle

Publications (1)

Publication Number Publication Date
WO2008116855A1 true WO2008116855A1 (fr) 2008-10-02

Family

ID=38335762

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/053454 Ceased WO2008116855A1 (fr) 2007-03-23 2008-03-21 Système d'entraînement d'hélice partiellement immergé

Country Status (2)

Country Link
EP (2) EP1972543A1 (fr)
WO (1) WO2008116855A1 (fr)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1553160A (en) 1924-09-25 1925-09-08 Hickman William Albert Boat
US3793980A (en) 1971-12-30 1974-02-26 Hydrodynamic Dev Corp Marine propulsion system
IT1184406B (it) 1985-04-09 1987-10-28 Rovermarine Srl Struttura combinata di trasmissione,propulsione ed orientamento,per motoscafi con motore entrobordo
WO1992006000A1 (fr) 1990-10-03 1992-04-16 Renato Levi Limited Ameliorations concernant les unites motrices de bateaux
US5290182A (en) 1992-09-03 1994-03-01 Mondelop J Luis A Boat propelling assembly
WO1996040550A1 (fr) 1995-06-07 1996-12-19 Arneson Howard M Arbre exterieur marin a helice semi-immergee et a carenage stabilisateur
US5931710A (en) * 1998-01-12 1999-08-03 Johnson, Sr.; Clyde Surface drive kit for marine craft
US20020174818A1 (en) * 2001-05-25 2002-11-28 Von Wolske James P. Trim tabs and surface drive propeller bite control

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1553160A (en) 1924-09-25 1925-09-08 Hickman William Albert Boat
US3793980A (en) 1971-12-30 1974-02-26 Hydrodynamic Dev Corp Marine propulsion system
IT1184406B (it) 1985-04-09 1987-10-28 Rovermarine Srl Struttura combinata di trasmissione,propulsione ed orientamento,per motoscafi con motore entrobordo
WO1992006000A1 (fr) 1990-10-03 1992-04-16 Renato Levi Limited Ameliorations concernant les unites motrices de bateaux
US5290182A (en) 1992-09-03 1994-03-01 Mondelop J Luis A Boat propelling assembly
WO1996040550A1 (fr) 1995-06-07 1996-12-19 Arneson Howard M Arbre exterieur marin a helice semi-immergee et a carenage stabilisateur
US5931710A (en) * 1998-01-12 1999-08-03 Johnson, Sr.; Clyde Surface drive kit for marine craft
US20020174818A1 (en) * 2001-05-25 2002-11-28 Von Wolske James P. Trim tabs and surface drive propeller bite control

Also Published As

Publication number Publication date
EP1972543A1 (fr) 2008-09-24
EP2137060A1 (fr) 2009-12-30
EP2137060B1 (fr) 2013-11-06

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