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EP0148965B1 - Arrangement of ship screw and guide wheel - Google Patents

Arrangement of ship screw and guide wheel Download PDF

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Publication number
EP0148965B1
EP0148965B1 EP84100358A EP84100358A EP0148965B1 EP 0148965 B1 EP0148965 B1 EP 0148965B1 EP 84100358 A EP84100358 A EP 84100358A EP 84100358 A EP84100358 A EP 84100358A EP 0148965 B1 EP0148965 B1 EP 0148965B1
Authority
EP
European Patent Office
Prior art keywords
screw
propeller
pitch
guide wheel
arrangement
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
Application number
EP84100358A
Other languages
German (de)
French (fr)
Other versions
EP0148965A1 (en
Inventor
Otto Prof. Dr.-Ing. Grim
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.)
Ostermann Metallwerke & Co GmbH
Original Assignee
Ostermann Metallwerke & Co GmbH
Ostermann Metallwerke & Co 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 Ostermann Metallwerke & Co GmbH, Ostermann Metallwerke & Co GmbH filed Critical Ostermann Metallwerke & Co GmbH
Priority to EP84100358A priority Critical patent/EP0148965B1/en
Priority to DE8484100358T priority patent/DE3469874D1/en
Priority to PL25108684A priority patent/PL251086A1/en
Priority to BR8406735A priority patent/BR8406735A/en
Priority to YU2246/84A priority patent/YU44484B/en
Priority to KR1019850000092A priority patent/KR890002884B1/en
Priority to IN18/CAL/85A priority patent/IN163195B/en
Priority to SU853839131A priority patent/SU1471942A3/en
Priority to US06/691,455 priority patent/US4623299A/en
Priority to JP60003392A priority patent/JPH0698951B2/en
Priority to ES539552A priority patent/ES8601042A1/en
Publication of EP0148965A1 publication Critical patent/EP0148965A1/en
Application granted granted Critical
Publication of EP0148965B1 publication Critical patent/EP0148965B1/en
Expired 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
    • B63H1/26—Blades

Definitions

  • the invention relates to an arrangement of a ship's propeller and a downstream, freely rotatably mounted stator, the number of blades of which is greater, the rotational speed is smaller and the pitch is greater than that of the propeller, the blades of the stator being turbine-blade-like within the propeller jet and propeller-like outside the propeller jet are trained and revolve around the propeller and stator in the same direction.
  • the object of the invention is to provide an arrangement of the type described in the introduction which is favorable with regard to optimization.
  • the hydrodynamic properties of the propeller or the stator are determined by the pitch distribution of the radial wing sections.
  • a steady, in particular essentially linear, gradient distribution in the direction of the hub of the radial wing sections of the stator in the propeller jet leads to favorable results with regard to optimization, regardless of whether the propeller is a free-running propeller or is designed as a so-called post-flow propeller.
  • An essentially linear gradient distribution of the wing sections of the stator simplifies design, execution and manufacture. Because the stator and propeller rotate in the same direction, the wing frequency is relatively low, which has a favorable influence on the vibration behavior of the arrangement.
  • the bearing speeds also remain low, so that the bearing and seal can be made simpler.
  • the substantially constant pitch distribution for the wing sections of the stator located outside the propeller jet does not rule out the fact that the pitch distribution of these wing cuts located outside the propeller jet takes account of a possibly present wake field.
  • the gradient of the radial wing sections of the stator in the hub area can be 1.5 to 3 times the constant value.
  • this constant value or the constant pitch of the radial wing cuts outside the propeller jet can be 2 to 3 times the propeller pitch.
  • the design of such an arrangement is based on a so-called optimal propeller, the optimal diameter of which is adapted to the speed of the engine of the ship, the wake conditions and the screw well.
  • the optimal propeller of a ship is to be replaced by an arrangement of propeller and idler, space problems can arise because an additional idler can hardly be accommodated behind an optimal propeller.
  • the advantages of the arrangement according to the invention namely in particular the energy recovery, need not be dispensed with if the diameter of the propeller is smaller than the diameter of an optimal propeller of the same speed. So you can easily reduce the propeller diameter at the same speed without z. B. the number of blades of the propeller would have to be increased. It may be advantageous if the pitch of the reduced diameter propeller is greater than the pitch of the optimal propeller.
  • the arrangement shown in the drawing is one in the screw well 1 at the rear 2 remaining ship not shown housed.
  • a shaft 3 can be seen on which the hub 4 of a propeller 5 is fastened.
  • the propeller 5 is followed by a stator 6, the hub 7 of which is freely rotatably mounted on the hub 4 of the propeller 5. This storage is not shown in detail.
  • the diameter of the stator 6 is larger than the diameter of the propeller 5.
  • the number of blades of the stator 6 is also larger than the number of blades of the propeller 5.
  • the vanes of the stator are designed like a turbine blade on a section 8 within the propeller jet and like a propeller wing on a section 9 outside the propeller jet.
  • the slopes of the wing sections in section 8 within the propeller jet are directed so that they drive the stator 6 in the same direction of rotation as the propeller 5, but at a lower speed.
  • the sections 9 of the vanes of the guide wheel located outside the propeller jet then generate additional propulsion.
  • the diagram shows the pitch distributions of propeller 5 and stator 6.
  • the slope P is plotted over the radius R.
  • the propeller 5 has an approximately constant slope 10, which is represented by a solid line. If necessary, this slope can be adapted to a wake field.
  • the dashed line represents the also approximately constant, but somewhat smaller pitch 11 of an optimal propeller, which also has a somewhat larger diameter than the propeller 5 of the arrangement.
  • the gradient distribution of the radial wing sections of the stator 6 is shown.
  • the sections 9 of the vanes of the guide wheel 6 lying outside the propeller jet have approximately constant gradients 12 in the radial direction.
  • this gradient distribution can also be adapted to a possibly present wake field.
  • the radial wing sections located within the propeller jet or in section 8 have a pitch distribution 13 which, starting from the approximately constant pitch 12 of the wing sections in section 9, increases steadily and linearly in the direction of the hub 7.
  • This basic pitch distribution 12, 13 also applies to arrangements in which the propeller 5 with a constant pitch is replaced by a post-flow propeller, an adjustable propeller or a jet propeller.
  • the propeller 5 has a diameter of approximately 5.2 m, while the optimal propeller would have a diameter of 5.6 m.
  • the average pitch 10 of the propeller 5 is approximately 5.1 m.
  • the guide wheel has a diameter of 6.7 m and its blades have a pitch 12 of approximately 11.8 m in section 9 outside the propeller jet.
  • the slope 13 of the radial wing cut on the hub 7 is approximately 22.3 m.
  • This arrangement has an efficiency of approximately 0.69 compared to an efficiency of 0.65 for an optimized propeller.

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  • 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)
  • Hydraulic Turbines (AREA)
  • Screw Conveyors (AREA)
  • Mixers Of The Rotary Stirring Type (AREA)
  • Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)
  • Transmission Devices (AREA)
  • Turbine Rotor Nozzle Sealing (AREA)

Description

Die Erfindung betrifft eine Anordnung aus einem Schiffspropeller und einem dem Propeller nachgeschalteten, frei drehbar gelagerten Leitrad, dessen Flügelzahl größer, dessen Drehzahl kleiner und dessen Steigung größer sind als die des Propellers, wobei die Flügel des Leitrades innerhalb des Propellerstrahls turbinenschaufelartig und außerhalb des Propellerstrahls propellerflügelartig ausgebildet sind sowie Propeller und Leitrad mit gleicher Drehrichtung umlaufen.The invention relates to an arrangement of a ship's propeller and a downstream, freely rotatably mounted stator, the number of blades of which is greater, the rotational speed is smaller and the pitch is greater than that of the propeller, the blades of the stator being turbine-blade-like within the propeller jet and propeller-like outside the propeller jet are trained and revolve around the propeller and stator in the same direction.

Eine derartige Anordnung ist bekannt (GB-A-332 124). Bei einer derartigen Anordnung wird die im Propellerstrahl hinter einem Schiff enthaltene Strömungsenergie teilweise in mechanische Energie umgesetzt, wovon ein Teil für den Antrieb des Leitrades verbraucht und ein anderer Teil von den außerhalb des Propellerstrahls befindlichen Flügelabschnitten des Leitrades in Vortriebsenergie umgesetzt wird. Aus hydrodynamischen Gründen kann mit einer derartigen Anordnung aber nur dann nennenswerte zusätzliche Vortriebsenergie gegenüber einem herkömmlichen Propeller gewonnen werden, wenn die Flügelzahl des Leitrades größer ist als die Flügelzahl des Propellers und die Drehzahl des Leitrades kleiner ist als die Drehzahl des Propellers (DE-A-17 56 889).Such an arrangement is known (GB-A-332 124). With such an arrangement, the flow energy contained in the propeller jet behind a ship is partially converted into mechanical energy, some of which is used to drive the stator and another part is converted into propulsion energy by the wing sections of the stator located outside the propeller jet. For hydrodynamic reasons, such an arrangement can only generate significant additional propulsive energy compared to a conventional propeller if the number of blades of the stator is greater than the number of blades of the propeller and the speed of the stator is less than the speed of the propeller (DE-A- 17 56 889).

Trotz der zusätzlichen Investitionen, die eine solche Anordnung gegenüber einem herkömmlichen Propeller erfordert, ist der damit erzielbare Energierückgewinn insbesondere im Hinblick auf steigende Brennstoffkosten für Schiffe von Interesse. Da es sich jedoch bei der Anordnung aus Propeller und Leitrad um ein komplexes hydrodynamisches System handelt, entstehen in der Praxis Schwierigkeiten im Hinblick auf Entwurf und Auslegung der Anordnung im einzelnen.Despite the additional investment that such an arrangement requires compared to a conventional propeller, the energy recovery that can be achieved with it is of particular interest in view of increasing fuel costs for ships. However, since the arrangement of propeller and stator is a complex hydrodynamic system, difficulties arise in practice with regard to the design and layout of the arrangement in detail.

Aufgabe der Erfindung ist es, eine im Hinblick auf Optimierung günstige Anordnung der eingangs beschriebenen Gattung anzugeben.The object of the invention is to provide an arrangement of the type described in the introduction which is favorable with regard to optimization.

Diese Aufgabe wird dadurch gelöst, daß die Steigungen der radialen Flügelschnitte des Leitrades außerhalb des Propellerstrahls in radialer Richtung im wesentlichen konstant sind sowie innerhalb des Propellerstrahls, ausgehend vom konstanten Wert, in Richtung auf die Nabe stetig und im wesentlichen linear zunehmen.This object is achieved in that the slopes of the radial wing sections of the stator outside the propeller jet are substantially constant in the radial direction and within the propeller jet, starting from the constant value, increase steadily and essentially linearly in the direction of the hub.

Durch die Steigungsverteilung der radialen Flügelschnitte eines Propellers oder des Leitrades werden dessen hydrodynamische Eigenschaften wesentlich bestimmt. Überraschenderweise hat sich gezeigt, daß eine stetige, insbesondere im wesentlichen linear in Richtung auf die Nabe zunehmende Steigungsverteilung der im Propellerstrahl liegenden radialen Flügelschnitte des Leitrades zu im Hinblick auf eine Optimierung günstigen Ergebnissen führt, - und zwar unabhängig davon, ob der Propeller als freifahrender Propeller oder als sogenannter Nachstrompropeller ausgebildet ist. Eine im wesentlichen lineare Steigungsverteilung der Flügelschnitte des Leitrades vereinfacht Entwurf, Ausführung und Herstellung. Weil Leitrad und Propeller in gleicher Richtung drehen, ergibt sich eine relativ geringe Flügelfrequenz, wodurch das Schwingungsverhalten der Anordnung günstig beeinflußt wird. Wenn das Leitrad an der Propellernabe gelagert ist, bleiben auch die Lagergeschwindigkeiten gering, so daß Lagerung und Dichtung einfacher ausgebildet sein können. Ähnliches gilt auch für die im wesentlichen konstante Steigungsverteilung für die außerhalb des Propellerstrahls befindlichen Flügelschnitte des Leitrades. Das schließt jedoch nicht aus, daß bei der Steigungsverteilung dieser außerhalb des Propellerstrahls befindlichen Flügelschnitte Rücksicht auf ein gegebenenfalls vorhandenes Nachstromfeld genommen wird.The hydrodynamic properties of the propeller or the stator are determined by the pitch distribution of the radial wing sections. Surprisingly, it has been shown that a steady, in particular essentially linear, gradient distribution in the direction of the hub of the radial wing sections of the stator in the propeller jet leads to favorable results with regard to optimization, regardless of whether the propeller is a free-running propeller or is designed as a so-called post-flow propeller. An essentially linear gradient distribution of the wing sections of the stator simplifies design, execution and manufacture. Because the stator and propeller rotate in the same direction, the wing frequency is relatively low, which has a favorable influence on the vibration behavior of the arrangement. If the idler wheel is mounted on the propeller hub, the bearing speeds also remain low, so that the bearing and seal can be made simpler. The same applies to the substantially constant pitch distribution for the wing sections of the stator located outside the propeller jet. However, this does not rule out the fact that the pitch distribution of these wing cuts located outside the propeller jet takes account of a possibly present wake field.

Im Einzelfall kann die Steigung der radialen Flügelschnitte des Leitrades im Nabenbereich das 1,5- bis 3-fache des konstanten Wertes betragen. Andererseits kann dieser konstante Wert bzw. die konstante Steigung der radialen Flügelschnitte außerhalb des Propellerstrahls das 2- bis 3-fache der Propellersteigung betragen.In individual cases, the gradient of the radial wing sections of the stator in the hub area can be 1.5 to 3 times the constant value. On the other hand, this constant value or the constant pitch of the radial wing cuts outside the propeller jet can be 2 to 3 times the propeller pitch.

Üblicherweise geht man beim Entwurf einer derartigen Anordnung von einem sogenannten optimalen Propeller aus, dessen optimaler Durchmesser der Drehzahl der Antriebsmaschine des Schiffes, den Nachstromverhältnissen und dem Schraubenbrunnen angepaßt ist. Soll der optimale Propeller eines Schiffes durch eine Anordnung aus Propeller und Leitrad ersetzt werden, dann können sich Raumprobleme ergeben, weil ein zusätzliches Leitrad kaum oder gar nicht hinter einem optimalen Propeller untergebracht werden kann. Überraschenderweise hat sich jedoch gezeigt, daß auf die Vorteile der erfindungsgemäßen Anordnung, nämlich insbesondere den Energierückgewinn, nicht verzichtet werden braucht, wenn der Durchmesser des Propellers kleiner ist als der Durchmesser eines optimalen Propellers gleicher Drehzahl. Man kann also den Propellerdurchmesser bei gleicher Drehzahl ohne weiteres reduzieren, ohne daß deshalb z. B. die Flügelzahl des Propellers erhöht werden müßte. Gegebenenfalls kann es vorteilhaft sein, wenn die Steigung des im Durchmesser reduzierten Propellers größer ist als die Steigung des optimalen Propellers.Usually, the design of such an arrangement is based on a so-called optimal propeller, the optimal diameter of which is adapted to the speed of the engine of the ship, the wake conditions and the screw well. If the optimal propeller of a ship is to be replaced by an arrangement of propeller and idler, space problems can arise because an additional idler can hardly be accommodated behind an optimal propeller. Surprisingly, however, it has been shown that the advantages of the arrangement according to the invention, namely in particular the energy recovery, need not be dispensed with if the diameter of the propeller is smaller than the diameter of an optimal propeller of the same speed. So you can easily reduce the propeller diameter at the same speed without z. B. the number of blades of the propeller would have to be increased. It may be advantageous if the pitch of the reduced diameter propeller is greater than the pitch of the optimal propeller.

Die beschriebenen Verhältnisse gelten auch dann, wenn der Propeller der Anordnung ein Verstellpropeller oder ein Düsenpropeller ist.The relationships described also apply if the propeller of the arrangement is a variable propeller or a jet propeller.

Im folgenden wird ein in der Zeichnung dargestelltes Ausführungsbeispiel der Erfindung erläutert; die einzige Figur zeigt teilweise und in schematischer Darstellung eine Anordnung aus einem Schiffspropeller mit einem nachgeschalteten Leitrad sowie ein Diagramm zur Steigungsverteilung von Leitrad bzw. Propeller.In the following an embodiment of the invention shown in the drawing is explained; the single figure shows partially and in a schematic representation an arrangement of a ship propeller with a downstream stator and a diagram for the pitch distribution of the stator or propeller.

Die in der Zeichnung dargestellte Anordnung ist im Schraubenbrunnen 1 am Heck 2 eines im übrigen nicht dargestellten Schiffes untergebracht. Man erkennt eine Welle 3, auf der die Nabe 4 eines Propellers 5 befestigt ist. Dem Propeller 5 ist in Strömungsrichtung ein Leitrad 6 nachgeschaltet, dessen Nabe 7 frei drehbar an der Nabe 4 des Propellers 5 gelagert ist. Diese Lagerung ist im einzelnen nicht dargestellt. Der Durchmesser des Leitrades 6 ist größer als der Durchmesser des Propellers 5. Auch die Flügelzahl des Leitrades 6 ist größer als die Flügelzahl des Propellers 5.The arrangement shown in the drawing is one in the screw well 1 at the rear 2 remaining ship not shown housed. A shaft 3 can be seen on which the hub 4 of a propeller 5 is fastened. The propeller 5 is followed by a stator 6, the hub 7 of which is freely rotatably mounted on the hub 4 of the propeller 5. This storage is not shown in detail. The diameter of the stator 6 is larger than the diameter of the propeller 5. The number of blades of the stator 6 is also larger than the number of blades of the propeller 5.

Die Flügel des Leitrades sind auf einem Abschnitt 8 innerhalb des Propellerstrahls turbinenschaufelartig und auf einem Abschnitt 9 außerhalb des Propellerstrahls propellerflügelartig ausgebildet. Die Steigungen der Flügelschnitte im Abschnitt 8 innerhalb des Propellerstrahls sind so gerichtet, daß sie das Leitrad 6 in gleicher Drehrichtung wie den Propeller 5, jedoch mit kleinerer Drehzahl, antreiben. Die außerhalb des Propellerstrahls befindlichen Abschnitte 9 der Flügel des Leitrades erzeugen dann einen zusätzlichen Vortrieb.The vanes of the stator are designed like a turbine blade on a section 8 within the propeller jet and like a propeller wing on a section 9 outside the propeller jet. The slopes of the wing sections in section 8 within the propeller jet are directed so that they drive the stator 6 in the same direction of rotation as the propeller 5, but at a lower speed. The sections 9 of the vanes of the guide wheel located outside the propeller jet then generate additional propulsion.

In dem Diagramm sind die Steigungsverteilungen von Propeller 5 und Leitrad 6 wiedergegeben. Aufgetragen ist die Steigung P über dem Radius R. Der Propeller 5 besitzt eine annähernd konstante Steigung 10, die mit einer durchgezogenen Linie dargestellt ist. Diese Steigung kann gegebenenfalls einem Nachstromfeld angepaßt werden. Mit einer gestrichelten Linie ist die ebenfalls annähernd konstante, jedoch etwas kleinere Steigung 11 eines optimalen Propellers wiedergegeben, der auch einen etwas größeren Durchmesser als der Propeller 5 der Anordnung besitzt.The diagram shows the pitch distributions of propeller 5 and stator 6. The slope P is plotted over the radius R. The propeller 5 has an approximately constant slope 10, which is represented by a solid line. If necessary, this slope can be adapted to a wake field. The dashed line represents the also approximately constant, but somewhat smaller pitch 11 of an optimal propeller, which also has a somewhat larger diameter than the propeller 5 of the arrangement.

Im rechten Teil des Diagramms ist die Steigungsverteilung der radialen Flügelschnitte des Leitrades 6 wiedergegeben. Die außerhalb des Propellerstrahls liegenden Abschnitte 9 der Flügel des Leitrades 6 besitzen in radialer Richtung annähernd konstante Steigungen 12. Diese Steigungsverteilung kann im Einzelfall aber auch einem gegebenenfalls vorhandenen Nachstromfeld angepaßt werden. Die innerhalb des Propellerstrahls bzw. im Abschnitt 8 liegenden radialen Flügelschnitte besitzen eine Steigungsverteilung 13, die, ausgehend von der annähernd konstanten Steigung 12 der Flügelschnitte im Abschnitt 9, in Richtung auf die Nabe 7 stetig und linear zunimmt. Diese grundsätzliche Steigungsverteilung 12,13 gilt auch für Anordnungen, bei denen der Propeller 5 mit konstanter Steigung durch einen Nachstrompropeller, einen Verstellpropeller oder einen Düsenpropeller ersetzt ist.In the right part of the diagram, the gradient distribution of the radial wing sections of the stator 6 is shown. The sections 9 of the vanes of the guide wheel 6 lying outside the propeller jet have approximately constant gradients 12 in the radial direction. However, in individual cases, this gradient distribution can also be adapted to a possibly present wake field. The radial wing sections located within the propeller jet or in section 8 have a pitch distribution 13 which, starting from the approximately constant pitch 12 of the wing sections in section 9, increases steadily and linearly in the direction of the hub 7. This basic pitch distribution 12, 13 also applies to arrangements in which the propeller 5 with a constant pitch is replaced by a post-flow propeller, an adjustable propeller or a jet propeller.

Bei dem dargestellten Ausführungsbeispiel besitzt der Propeller 5 einen Durchmesser von ca. 5,2 m, während der optimale Propeller einen Durchmesser von 5,6 m besitzen würde. Die mittlere Steigung 10 des Propellers 5 beträgt etwa 5,1 m.In the illustrated embodiment, the propeller 5 has a diameter of approximately 5.2 m, while the optimal propeller would have a diameter of 5.6 m. The average pitch 10 of the propeller 5 is approximately 5.1 m.

Das Leitrad besitzt einen Durchmesser von 6,7 m und seine Flügel besitzen im Abschnitt 9 außerhalb des Propellerstrahls eine Steigung 12 von ca. 11,8 m. Die Steigung 13 des radialen Flügelschnitts an der Nabe 7 beträgt ca. 22,3 m.The guide wheel has a diameter of 6.7 m and its blades have a pitch 12 of approximately 11.8 m in section 9 outside the propeller jet. The slope 13 of the radial wing cut on the hub 7 is approximately 22.3 m.

Diese Anordnung besitzt einen Wirkungsgrad von etwa 0,69 gegenüber einem Wirkungsgrad von 0,65 für einen optimierten Propeller.This arrangement has an efficiency of approximately 0.69 compared to an efficiency of 0.65 for an optimized propeller.

Claims (7)

1. Arrangement of a ship's screw and a guide wheel (6), which is connected behind the screw (5) and is borne to be freely rotatable and of which the number of blades is greater, the rotational speed is smaller and the pitch is greater than that of the screw (5), wherein the blades of the guide wheel (6) are constructed in the manner of turbine blades within the screw slip stream and in the manner of propeller blades outside the screw slip stream as well as the screw (5) and the guide wheel (6) rotate in the same rotational direction, characterised thereby, that the pitches (12, 13) of the radial blade sections of the guide wheel (6) are substantially constant in radial direction outside the screw slip stream and, starting from the constant value, increase constantly and substantially linearly in direction towards the hub (7) within the screw slip stream.
2. Arrangement according to claim 1, characterised thereby, that the pitch (13) of the radial blade section of the guide wheel (6) in the hub region amounts to 1.5 to 3 times the constant value.
3. Arrangement according to claim 1 or 2, characterised thereby, that the constant pitch (12) of the radial blade sections outside the screw slip stream amounts to 2 to 3 times the screw pitch (10).
4. Arrangement according to one of the claims 1 to 3, characterised thereby, that the diameter of the screw (5) is smaller than the diameter of an optimum screw of the same rotational speed and the same specific loading.
5. Arrangement according to claim 4, characterised thereby, that the pitch (10) of the screw (5) of reduced diameter is greater than the pitch (11) of the optimum screw.
6. Arrangement according to one of the claims 1 to 5, characterised thereby, that the screw is a variable pitch propeller.
7. Arrangement according to one of the claims 1 to 5, characterised thereby, that the screw is a jet propeller.
EP84100358A 1984-01-14 1984-01-14 Arrangement of ship screw and guide wheel Expired EP0148965B1 (en)

Priority Applications (11)

Application Number Priority Date Filing Date Title
EP84100358A EP0148965B1 (en) 1984-01-14 1984-01-14 Arrangement of ship screw and guide wheel
DE8484100358T DE3469874D1 (en) 1984-01-14 1984-01-14 Arrangement of ship screw and guide wheel
PL25108684A PL251086A1 (en) 1984-01-14 1984-12-20 Screw proppeller and steering wheel arrangement
BR8406735A BR8406735A (en) 1984-01-14 1984-12-27 DEVICE CONTAINED BY A SHIP PROPELLER AND A GUIDE WHEEL
YU2246/84A YU44484B (en) 1984-01-14 1984-12-28 Assembly of ship's propeller and with associated blade wheel
KR1019850000092A KR890002884B1 (en) 1984-01-14 1985-01-09 Device consisting of ship propeller and guide wheel
IN18/CAL/85A IN163195B (en) 1984-01-14 1985-01-11
SU853839131A SU1471942A3 (en) 1984-01-14 1985-01-11 Propelling gear
US06/691,455 US4623299A (en) 1984-01-14 1985-01-14 Driving arrangement for watercraft
JP60003392A JPH0698951B2 (en) 1984-01-14 1985-01-14 A unit having a ship propulsion unit screw and a guide impeller installed after the unit.
ES539552A ES8601042A1 (en) 1984-01-14 1985-01-14 Arrangement of ship screw and guide wheel.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP84100358A EP0148965B1 (en) 1984-01-14 1984-01-14 Arrangement of ship screw and guide wheel

Publications (2)

Publication Number Publication Date
EP0148965A1 EP0148965A1 (en) 1985-07-24
EP0148965B1 true EP0148965B1 (en) 1988-03-16

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP84100358A Expired EP0148965B1 (en) 1984-01-14 1984-01-14 Arrangement of ship screw and guide wheel

Country Status (11)

Country Link
US (1) US4623299A (en)
EP (1) EP0148965B1 (en)
JP (1) JPH0698951B2 (en)
KR (1) KR890002884B1 (en)
BR (1) BR8406735A (en)
DE (1) DE3469874D1 (en)
ES (1) ES8601042A1 (en)
IN (1) IN163195B (en)
PL (1) PL251086A1 (en)
SU (1) SU1471942A3 (en)
YU (1) YU44484B (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3421405A1 (en) * 1984-06-08 1985-12-12 Blohm + Voss Ag, 2000 Hamburg STORING A CYLINDER
SE456075B (en) * 1984-11-29 1988-09-05 Volvo Penta Ab ROTOR SYSTEM, PREFERRED BAT PROPELLER SYSTEM
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Also Published As

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YU44484B (en) 1990-08-31
IN163195B (en) 1988-08-20
KR890002884B1 (en) 1989-08-08
SU1471942A3 (en) 1989-04-07
ES539552A0 (en) 1985-11-01
KR850005346A (en) 1985-08-24
BR8406735A (en) 1985-10-22
DE3469874D1 (en) 1988-04-21
PL251086A1 (en) 1985-07-30
ES8601042A1 (en) 1985-11-01
YU224684A (en) 1988-08-31
US4623299A (en) 1986-11-18
JPS60222391A (en) 1985-11-06
JPH0698951B2 (en) 1994-12-07
EP0148965A1 (en) 1985-07-24

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