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WO2012050441A1 - Hélice marine ayant une pale avant ainsi qu'une pale complémentaire - Google Patents

Hélice marine ayant une pale avant ainsi qu'une pale complémentaire Download PDF

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Publication number
WO2012050441A1
WO2012050441A1 PCT/NL2011/050692 NL2011050692W WO2012050441A1 WO 2012050441 A1 WO2012050441 A1 WO 2012050441A1 NL 2011050692 W NL2011050692 W NL 2011050692W WO 2012050441 A1 WO2012050441 A1 WO 2012050441A1
Authority
WO
WIPO (PCT)
Prior art keywords
blade
leading edge
front blade
marine propeller
aft
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/NL2011/050692
Other languages
English (en)
Inventor
Jan Terlouw
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.)
Individual
Original Assignee
Individual
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
Priority claimed from NL2005491A external-priority patent/NL2005491C2/en
Application filed by Individual filed Critical Individual
Publication of WO2012050441A1 publication Critical patent/WO2012050441A1/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
    • 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
    • B63H5/08—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
    • B63H2005/103—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 of co-rotative type, i.e. rotating in the same direction, e.g. twin propellers

Definitions

  • the invention relates to a marine propeller according to the precharacterizing portion of claim 1 .
  • a propeller is usually driven by a shaft and submerged under water. By rotating the propeller via the shaft in its main direction, a forward propulsion thrust is being generated. This thrust propels the vessel in a forward direction.
  • This ratio should be at least equal to a ratio between the axial distance between both propellers and the sum of blade distance plus the distance of the back blade with respect to the front blade in the rotational direction minus the width of the influence zone. If this ratio is respected, then according to this prior art document the mutual detrimental influence of both propellers will be small.
  • a disadvantage of the known marine propeller is that the propulsion efficiency is still relatively low.
  • angle of attack is within this disclosure defined as the angle between the rotational direction of the marine propeller and the direction of the camber line at the relevant leading edge.
  • the marine propeller will not only experience the effect of the rotational speed, but also of the water flowing in the direction of the propeller's axis towards the propeller. The combined effects of these will be referred to as flow angle of attack.
  • all (relative) dimensions and angles, as well as the sections in the exemplary embodiments, are given at 70% of the radius of the propeller, as is usual in the art.
  • a line intersects the leading edge of the front blade and the leading edge of the further blade is on a cylindrical plane which is coaxial with the hub, and has an angle with a plane perpendicular to the rotational axis of more than 0° and less than 45°. In particular, this angle is in the range of 5° to 30°. This results in a small gap between the front and further blades.
  • the camber of the front blade is larger than the camber of the aft blade.
  • Fig. 2 shows an aft view of the propeller of fig. 1 ;
  • Fig. 8 shows an isometric view of a third embodiment of a marine propeller according to the invention.
  • the hub 2 has a rotational axis 8.
  • the marine propeller 1 rotates around this rotational axis 8.
  • the main rotation direction R is clockwise.
  • the marine propeller 1 of this embodiment is a right hand propeller.
  • the marine propeller 1 produces a forward thrust i.e. a thrust parallel to the rotational axis and directed to the right in the side view of fig. 1.
  • the front blade 4 has a leading edge 10, a trailing edge 12.
  • the aft blade 6 has a leading edge 14 and a trailing edge 16.
  • the front blade has a pressure side 18 and a suction side 20.
  • the aft blade 6 has a pressure side 22 and a suction side 24.
  • the shape and angle of the blades 4, 6 cause an increase of the water pressure at the respective pressure sides 18, 22, and a decrease of the water pressure at the respective suction sides 20, 24.
  • Fig. 4 shows that the front blade 4 has a camber line 26, which is the line through the mid thickness of the front blade 4, and a cord line 27 which is the line that connects the leading edge 10 and the trailing edge 12.
  • the aft blade 6 has a camber line 28, which is the line through the mid thickness of the aft blade 6, and a cord line 29 which is the line that connects the leading edge 14 and the trailing edge 16.
  • the camber c f of front blade 4 is defined as the ratio between the maximum distance C f of the camber line 26 to the respective cord line 27, and the cord line length.
  • the camber c a is defined as the ratio between the maximum distance C a of the camber line 28 of the aft blade 6 to the respective cord line 29 and the cord line 29 length.
  • the leading edge 1 10 of the front blade 104 is positioned in front of the leading edge 1 14 of the aft blade 106 in the main rotation direction.
  • the leading edge 1 14 of the aft blade 106 is positioned an overlap distance D 0 in front of the trailing edge 1 12 of the front blade 104 in the main rotation direction.
  • the overlap distance D 0 is 25% of the aft blade cord length L A .
  • the overlap distance D 0 is more than 10%, in particular more than 20% of the aft blade cord length L A .
  • the overlap distance D 0 is less than 40%, in particular less than 30% of the further, or aft, blade cord length L A .
  • Such overlap distances result in an improved interaction between the water flow around the front and further blades.
  • the marine propeller 201 comprises a hub 202, a front blade 204 and a further, in this case aft, blade 206.
  • the marine propeller 201 of this exemplary embodiment comprises a multitude of front blades and a multitude of aft blades, in particular, two, three, four, five or six front blades and an equal number of aft blades.
  • the front blade 204 and the aft blade 206 are attached fixedly to the hub. This implies that their mutual distances are fixed as well. Reference is made to the first embodiment for the definitions that are used to describe this third embodiment.
  • the front blade 204 has a leading edge 210, and a trailing edge 212.
  • the leading edge 210 of the front blade 204 is positioned in front of the leading edge 214 of the aft blade 206 in the main rotation direction R.
  • the angle a B of a line through the leading edges of the front blade 204 and the further blade 206 is substantially 25°.
  • the aft blade cord length L A is less than 80%, in particular less than 70%, of the front blade cord length L f .
  • the aft blade cord length L A is more than 40%, in particular more than 50%, of the front blade cord length L f .
  • the overlap distance D 0 is more than 10%, in particular more than 20% of the aft blade cord length L A .
  • the overlap distance D 0 is less than 40%, in particular less than 30% of the further, or aft, blade cord length L A .
  • Such overlap distances result in an improved interaction between the water flow around the front and further blades.
  • the camber c f of the front blade is more than 5% x Lf, in particular more than 6% x Lf.
  • the camber c f of the front blade is less than 10%, in particular less than 8%.
  • Figs. 11 and 12 show the direction of the incoming water 230. This direction is a result of the velocity of the water flowing towards the propeller in axial direction, and the rotational speed of the propeller through the water. It is noted that for a given propeller, it is possible to determine a neutral flow direction wherein the propeller doesn't provide thrust.
  • the flow in use as shown in figs. 11 and 12, i.e. the flow wherein the propeller does provide thrust in the forward direction, is a few degrees less than this neutral flow direction.
  • the flow angle of attack a A relative to the further blade 206 is more than 1°, in particular more than 4°.
  • the flow angle of attack relative to the further blade is less than 7°, in particular less than 6°.
  • An angle etc is defined as the angle between the cord line 227 of the further blade 206 and the (extension of the) line connecting the leading edges 210 and 214 of the front 204 and further 206 blades.
  • a c of the third embodiment is 0°.
  • a c is preferably more than -6°.
  • Preferably ac is less than 13°.
  • a negative angle refers to a configuration wherein the extended part of the line connecting the leading edges 210 and 214 of the front 204 and further 206 blades, this is the part beyond the leading edge of the further blade 206, distal from the leading edge of the front blade 204, is at the suction side 224 of the further blade 206.
  • a negative angle refers to a relative small gap between the front blade 204 and the further blade 206.
  • a positive angle refers in this case to a configuration wherein the extended part of the line connecting the leading edges 210 and 214 of the front 204 and further 206 blades is at the pressure side 222 of the further blade 206.
  • a positive angle refers to a relative large gap between the front blade 204 and the further blade 206. It is noted that the propellers of the first and second embodiment fall within said range of ac too.
  • An angle aj is defined as the angle between the cord lines 227 and 229. aj is 3°. Preferably, the angle aj between the cord lines 227 and 228 is more than 1°, in particular more than 2°. Preferably, the angleaj between the cord lines 227 and 228 is less than 7°, in particular less than 4°.
  • the maximum value c of the camber of the front blade 204 occurs at more than 20% of the cord length L f , in particular more than 50% of the cord length L f measured from the leading edge 210.
  • the maximum value of the camber occurs at less than 70% of the cord length L f , in particular less than 65% of the cord length L f measured from the leading edge 210.
  • the gap between front and aft blade t is more than 1 %x Lf, and less than 15% of the cord length of the front blade Lf.
  • the aft blade is not placed directly on a hub, but is attached fixedly to the hub through the first blade, e.g. via props between the aft and the front blade.
  • the total mass and volume of the water displaced by the propeller per one shaft rotation resulting in a forward thrust is achieved with less input power on the propeller shaft in comparison with a conventional propeller with single blades.
  • the propeller blades are capable of performing with higher loads, or equal loads with a reduced blade area, compared to a propeller without a further blade.

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)

Abstract

L'invention concerne une hélice marine comportant un moyeu, une pale avant (4) et une pale complémentaire (6). Le moyeu définit un axe de rotation pour l'hélice et est rotatif dans une direction de rotation principale. La lame avant et la lame complémentaire comportent un côté pression (18, 22), un côté aspiration (20, 24), un bord d'attaque (10, 14), et un bord de fuite (12, 16). Une pression nette totale de la lame avant a une valeur maximum théorique si la lame avant est tournée à une vitesse nominale dans la direction de rotation principale sur une simple hélice marine sans la pale complémentaire. La pale complémentaire est positionnée de sorte que, par rapport à la lame avant, un écoulement d'eau autour de la lame complémentaire augmente la pression nette totale de la lame avant relativement à la valeur maximum théorique.
PCT/NL2011/050692 2010-10-11 2011-10-11 Hélice marine ayant une pale avant ainsi qu'une pale complémentaire Ceased WO2012050441A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
NL2005491 2010-10-11
NL2005491A NL2005491C2 (en) 2010-10-11 2010-10-11 Marine propeller with front and further blade.
NL2005968 2011-01-07
NL2005968 2011-01-07

Publications (1)

Publication Number Publication Date
WO2012050441A1 true WO2012050441A1 (fr) 2012-04-19

Family

ID=45938499

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/NL2011/050692 Ceased WO2012050441A1 (fr) 2010-10-11 2011-10-11 Hélice marine ayant une pale avant ainsi qu'une pale complémentaire

Country Status (1)

Country Link
WO (1) WO2012050441A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104340348A (zh) * 2013-07-31 2015-02-11 应用热流分析中心股份有限公司 复合式螺桨扇叶构造
CN114245786A (zh) * 2019-09-23 2022-03-25 沃尔沃遍达公司 用于船舶的螺旋桨
US12397889B2 (en) 2021-04-21 2025-08-26 Sharrow Engineering Llc Duo-propellers and single propellers

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB382297A (en) * 1931-07-21 1932-10-21 Franz Melcher Improvements in and relating to counter-running double or multiple propellers in media of all kinds
DE1094622B (de) 1957-10-12 1960-12-08 Volkswerft Stralsund Veb Doppelpropeller, vorzugsweise fuer Schiffe
GB2204643A (en) * 1986-09-03 1988-11-16 Dennis George Bourne Marine propeller

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB382297A (en) * 1931-07-21 1932-10-21 Franz Melcher Improvements in and relating to counter-running double or multiple propellers in media of all kinds
DE1094622B (de) 1957-10-12 1960-12-08 Volkswerft Stralsund Veb Doppelpropeller, vorzugsweise fuer Schiffe
GB2204643A (en) * 1986-09-03 1988-11-16 Dennis George Bourne Marine propeller

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104340348A (zh) * 2013-07-31 2015-02-11 应用热流分析中心股份有限公司 复合式螺桨扇叶构造
CN114245786A (zh) * 2019-09-23 2022-03-25 沃尔沃遍达公司 用于船舶的螺旋桨
CN114245786B (zh) * 2019-09-23 2023-08-04 沃尔沃遍达公司 用于船舶的螺旋桨
US12030604B2 (en) 2019-09-23 2024-07-09 Volvo Penta Corporation Propeller for a marine vessel
US12397889B2 (en) 2021-04-21 2025-08-26 Sharrow Engineering Llc Duo-propellers and single propellers

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