RU2440277C2 - Ship active control system - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to ship active control equipment, particularly, to auxiliary thrust devices. Ship active control system comprises thrust unit and drive engine articulated therewith. Drive engine is arranged in ship hull. Thrust unit comprises nacelle and propeller screw fitted on propeller shaft. Thrust unit is arranged in ship hull transverse channel. Propeller screw flow shapers are arranged at transverse channel outlets. Flow shapers are made up of taper shaped nozzle formed by propeller screw flow shaper lugs. The latter are secured on fixed annular wing and bent toward direction of propeller screw rotation.

EFFECT: maximum propulsive factor, optimum propulsion-steering force, better controllability.

5 cl, 3 dwg

Description

The technical solution relates to the equipment of ships and can be used in means of actively controlling the movement of ships, including thrusters (PU).

Active control means of the vessel are structurally performed [10, 11] in the form of thrusters (PU) installed in channels (tunnels) passing across the hull, as well as in the form of rotary helical columns (propulsion-steering columns - DRC).

Recently patented are: DRC device [9] for active control of a ship, a water-jet propulsion system [8], active control means [5-7] for ships and ships of various types, thrusters [1-3]. A number of PUs [4] are produced by industry.

Known PUs, as a rule, present a structure in the form of a straight channel (tunnel) connecting the opposite sides of the vessel with a fixed or adjustable pitch propeller (screws) installed in it, capable of (and) creating traction in two opposite directions perpendicular to the ship’s diametrical plane .

Thus, the thruster [3] contains a propulsion device located in the transverse tunnel of the ship’s hull, including a nacelle and a propeller shaft with a propeller, a drive motor placed in the ship’s hull and kinematically connected to the propulsion device by means of a shaft and gear transmission, the driven gear of which is mounted on the propeller shaft. PU [3] is equipped with an additional drive motor.

The disadvantage of PU [3] is a decrease in thrust and propulsive characteristics due to increased hydraulic resistance associated with swirling the propeller flow (PGW), since water passing through the screw disk is twisted in the direction of its rotation by an angle between the absolute and axial velocity vectors of the PGV .

The hydrodynamic resistance due to the twisting of the PGW can be, in some cases, reduced and / or eliminated by installing [1, 2] at the exits of the tunnel fixed guide vanes, the incoming edges of which are bent towards the direction of rotation of the propeller. The guide vanes straighten the turbulent shear flow and swirling the PGW, while the unshocked angles of the flow of the PGW onto the blades are determined [1, 2], as a rule, experimentally in model tests of PU.

Known PU [1], adopted as a prototype, contains in the pipe (transverse channel of the ship’s hull) a propeller and a drive motor located in the ship’s hull and kinematically connected with the propulsion, the propeller including a nacelle and a propeller shaft with an adjustable pitch propeller (VRS ) At the outputs of the pipe (channel), PGV shapers are installed, made in the form of counter-screws with radial flat blades, which are mounted on an annular wing.

However, the PGV PG shapers [1] are mainly used for straightening and laminarizing the flow, eliminating stall flows, whirlwinds and swirling of the PGV, but do not allow increasing thrust and propulsive coefficient, the maximum possible value of which can be achieved with acceleration of the PGV during the implementation of the reactive regime traction.

The essence of the proposed technical solution is to create a means of actively controlling the movement of the vessel, which implements pioneer, unparalleled PU technology by the principle of a two-sided jet nozzle. Such an active vessel control system can be created on the basis of well-known designs [1-3], which are analogues of the proposed technical solution in terms of the general structure, and with the introduction of a new conceptual approach to solving the problem of increasing propulsion characteristics of launchers by creating and using reactive thrust.

The main technical result is the implementation of the maximum possible hydrodynamic efficiency, i.e. realization of the maximum possible propulsive coefficient of the installation, characterizing the efficiency of the engine. The technical result is achieved by increasing the velocity of the water-borne water in the jet nozzle of a special design and, accordingly, increasing the energy of the water, which is converted into an emphasis, which gives movement to the hull of the vessel, with synergy with the elimination of undesirable hydrodynamic losses due to the twisting of the water-vapor velocity (vortices, separation flow, shock leakage of PGV on the shoulder blades) and an increase in the laminarity of PGV. The proposed PU allows you to provide a more rational use of energy to create the optimal driving-controlling force, improve controllability and increase the speed of the vessel.

The technical result is achieved as follows.

The vessel’s active traffic control system contains a propeller located in the transverse channel of the ship’s hull and a drive motor located in the ship’s hull and kinematically connected with the propulsion, the propeller including a nacelle and a propeller shaft with a propeller, and propeller flow formers are installed at the channel outputs ( PGV).

A distinctive feature of the system is that each of the PGV formers is made in the form of a tapering profiled nozzle formed by the PGV guides with petals mounted on a fixed annular wing and curved towards the direction of rotation of the propeller.

The difference of the system is also that the design of the tapering shaped nozzle is determined by the condition for increasing the propulsive coefficient of the propulsion, which is expressed by the ratio

where ρ is the density of water, kg / m ³ ;

Q is the volumetric flow rate of PGV water, m ³ / s;

V ₁ - the speed of PGV at the inlet of the nozzle with an area S _{1 of the} cross section, m / s;

n is the ratio of the cross-sectional areas S ₁ and S _{2 of the} inlet and outlet of the nozzle, S ₂ = nS ₁ (n <1), characterizing the degree of narrowing of the profiled nozzle;

F _GS - the force of the hydraulic resistance of the nozzle in the PGV, N.

In addition, the system is characterized in that the guide lobes forming a profiled nozzle are bent towards the direction of rotation of the propeller by the average twist angle of the PGW and have, in a particular case, a sinusoidal profile.

The system also differs in that the engine is made with a reversible drive to ensure reversal of the PGW.

At the same time, at the exits of the transverse channel of the vessel’s hull behind the profiled nozzles of the PGV formers, blinds are installed that serve as protective lattices of the channel.

Expression (1) is obtained from the condition of increasing the stop force when realizing effective thrust

,

,

where F ₁ is the force created by the PGW in the channel zone before the flow enters at a speed of V ₁ into the nozzle;

F ₂ - the force created by the PGW with a speed of V ₂ after passing through the nozzle.

Since the equation of Newton’s second law for PGW taking into account the volumetric flow rate of fluid Q has the form

F _1,2 = ρQV _1,2 ,

then expression (2) with a nozzle narrowing equal to n = S ₂ / S ₁ (from the continuity equation V ₂ S ₂ = V ₁ S ₁ : n = V ₁ / V ₂ ) takes the form of relation (1).

Moreover, the cross-sectional areas S _1,2 are the total cross-sectional area of the annular wing and the gaps between the guide lobes of the nozzle of the PGV shaper.

Figure 1 presents the General structural diagram of the system of active control of the movement of the vessel; figure 2 shows a diagram of a tapering profiled nozzle forming PGV; figure 3 is a view aa of figure 2.

In the drawings, the following notation:

1 - ship hull;

2 - transverse channel of the hull;

3 - gondola propulsion;

4 - propeller propeller (GV);

5 - drive engine;

6 - profiled nozzle (shaper (PGV);

7 - guide petals of the PGV shaper;

8 - annular wing of the PGV shaper;

9 - inlet profiled nozzle;

10 - output profiled hole of the nozzle;

11 - protective shutters at the channel exits.

The operation of the system is as follows.

When you turn on the drive of the engine 5, the propeller 4 creates in the channel 2 the force (PGW force) F ₁ directed towards the annular wing 8 and the input profiled hole 9 of the nozzle 6 (left in FIG. 1). Since the guide lobes 7 forming the shaped nozzle 6 are bent towards the direction of rotation of the propeller 4 by the average angle of twist of the PGW, then in the nozzle 6 the flow is straightened and laminarized (separated flow of the screw, vortices and twisting of the PGV are eliminated). The bending angles of the guide lobes 7 (the twist angles of the PGV), in some cases, can be estimated theoretically, but due to the extreme complexity of hydrodynamic calculations (see, for example: [10, p. 500], [11, v. 1, p. 174 -175; v.2, p.244-245]) the values of the bending angles, as a rule, are determined experimentally [2, 8, 9]. In the particular case of the guide lobes 7 may have a sinusoidal profile [8].

The propeller stream 4 flows around the annular wing 8 and the guide lobes 7, passes through the tapering nozzle 6 and generates a force F ₂ at its outlet 10, which, when condition (1) is fulfilled, increases the speed of the PGW and gives rise to reactive thrust, which transforms into an additional stop , reporting the movement of the ship's hull 1. The hydraulic resistance value F of the _HS nozzle 6 is determined and optimized experimentally [10, p. 500] during model tests, as well as the bending angles of the guide lobes 7.

To ensure the reversal of the PGW and its direction towards the opposite nozzle 6 (right in FIG. 1), the engine 5 is made with a reversible drive.

The blinds 11 at the exits 10 of the transverse channel 2 of the vessel 1 behind the profiled nozzles 6 of the PGV formers serve as protective lattices of channel 2 [10].

Thus, the synergy of eliminating undesirable hydrodynamic losses with the implementation of adequate reactive thrust in a profiled nozzle provides a technical result in the form of achieving the maximum possible propulsive coefficient characterizing the efficiency of the ship propulsion.

Information sources

I. Prototype and analogues:

1. SU 1793633 A1, 07/27/1996 (prototype).

(RU 1793633 C1, 06/20/1997).

2. RU 2032594 C1, 04/10/1995 (analogue).

3. RU 2041134 C1, 08/09/1995 (analogue).

II. Additional sources of prior art:

4. Thrusters: http://drackar.ru.

5. RU 2297942 C2, 04/27/2007.

6. RU 2300477 C1, 06/10/2007.

7. RU 65016 U1, 07.27.2007.

8. RU 2204502 C2, 05.20.2003.

9. RU 2142894 C1, 12.20.1999.

10. New Polytechnical Dictionary / Ed. A.Yu. Ishlinsky. - M .: Big Russian Encyclopedia, 2003 .-- 671 p. (see: Bow thrusters, p.395).

11. Marine Encyclopedic Reference: In two volumes. Volume 2 / Ed. N.N. Isanina. - L .: Shipbuilding, 1987 .-- 520 p. (see Bow thrusters, p.262).

Claims (5)

1. The system of active control of the movement of the vessel, comprising a propulsion device located in the transverse channel of the vessel’s hull and a drive engine kinematically connected to the engine and the propulsion device includes a nacelle and a propeller shaft with a propeller, and flow formers are installed at the channel exits propeller (PGW), characterized in that each of the PGV formers is made in the form of a tapering profiled nozzle formed by the guiding PGV petals mounted on a fixed ring wing and curved towards the direction of rotation of the propeller. 2. The system according to claim 1, characterized in that the design of the tapering shaped nozzle is determined by the condition for increasing the propulsive coefficient of the propulsion, which is expressed by the ratio

where ρ is the density of water, kg / m ³ ;
Q is the volumetric flow rate of PGV water, m ³ / s;
V ₁ - the speed of PGV at the inlet of the nozzle with an area S _{1 of the} cross section, m / s;
n is the ratio of the cross-sectional areas S ₁ and S _{2 of the} inlet and outlet of the nozzle, S ₂ = nS ₁ (n <1), characterizing the degree of narrowing of the profiled nozzle;
F _GS - the force of the hydraulic resistance of the nozzle in the PGV, N. 3. The system according to claim 1, characterized in that the guide lobes forming a profiled nozzle are bent towards the direction of rotation of the propeller by the average twist angle of the PGW and have, in a particular case, a sinusoidal profile. 4. The system according to claim 1, characterized in that the engine is made with a reversible drive to ensure reversal of the PGW. 5. The system according to claim 1, characterized in that at the exits of the transverse channel of the ship’s hull behind the profiled nozzles of the PGV formers, shutters are installed that perform the function of protective gratings of the channel.

Images