CHNG 13.

THIT B CI THIN LC Y Ni dung: 13,1: Thit b trc chn vt 13,2: Thit b ti chn vt 13,3: Thit b ng sau chn vt 13,4: Cc h thng kt hp

13. THRUST AUGMENTATION DEVICES Contents 13,1: Devices before the propeller 13,2: Devices at the propeller 13,3: Devices behind the propeller 13,4: Combinations of systems

Nhng nm 1980 nhn thy mt s gia tng ca cc thit b tit kim nng lng da trn c s v mt thy ng vo th trng hng hi. i vi mc ch tho lun cc thit b tit kim nng lng c th c coi l chng hot ng trong ba khu vc c bn ca chn vt. Mt s t trc chn vt, mt s t ti chn v v mt s t sau chn vt. Hnh 13.1 xc nh ba khu vc ny l khu I, II v III tng ng vi cc thit b tc ng pha trc, hoc pha sau chn vt. R rng mt s thit b vt qua nhng ranh gii ny, nhng ba khu vc ny l hu ch phn nhm cc thit b khc nhau.

The 1980s saw a proliferation of hydro dynamically based energysaving devices enter the marine market.

For discussion purposes these energy-saving devices can be considered as operating in three basic zones of the hull. Some are located before the propeller, some at the propeller station and some after the propeller. Figure 13.1 denes these three stages as Zones I, II and III respectively for devices which act before, at or astern of the propeller location. Clearly some devices transcend these boundaries but these three zones are useful to broadly group the various devices.

Trong khu vc I cc thit b tng thm lc y tc ng tr li cc vng sau phn ui tu cng ca s tc ng ca lp bin trn ui tu t c mt s li ch trc tip hoc l gip cho chn vt hot ng thun li hn, trong mt s trng hp t c c hai. Trong vng II v III, chng lm vic trong c hai lnh vc sau thn tu v s trt ca chn vt v c gng phc hi nng lng nu khng s b mt. Bng 13.1 xc nh mt s cc thit b tng thm lc y chnh v c gng phn loi chng thnh cc khu vc hot ng ca mnh. xem xt nh hng ca mt thit b tit kim nng lng tc ng n cc b phn khc ca h s chu-y (QPC) cn c xem xt. T Chng 12, n c nhc li rng QPC c xc nh bi

In Zone I the thrust augmentation device is reacting with the nal stages of the growth of the boundary layer over the stern of the ship in order to gain some direct benet or present the propeller with a more advan- tageous ow regime in some cases perhaps both. In Zones II and III they are working within both the hull wake eld and the slips tream of the propeller and attempting to recover energy which would otherwise be lost. Table 13.1 identies some of the principal thrust augmentation devices and attempts to categorize them into their zones of operation. To consider the inuence of an energy-saving device its effect on the various components of the Quasi- Propulsive Coefcient (QPC) needs to be considered. From Chapter 12 it will be recalled that the QPC is dened by QPC = oHR (13.1)

QPC = oHR

(13,1)

S kt hp PE = PD QPC. Kt qu l, mi thit b c lit k trong Bng 13.1 s c xem xt mt thi gian ngn v khi lm vic nh vy mt s li gii thch phc tho s c a ra qua cc ch hot ng ca chng cng vi mt s tng ca nhng thay i c th xy ra trong cc thnh phn ca phng trnh (13.1) Bng 13.1- cc vng hot ng ca thit b tit kim nng lng
Thit b tit kim nng lng Vng hot ng ng o lu lmu dng theo I Phn ui khng i xng I Ci chng nc bn te Grothues I ng hm ui, cc ng o lu na hoc mt phn I Cc vy (cnh) phn ng I/II Cc chn vt v ng o lu hp nht Mtsui I/II Ming vi Hitachi Zosen I/II ng knh ln/cc chn vt c tc quay thp II Cc bnh c cnh Grim( khng lay chuyn c) II Cc chn vt vi cc tm mt II Cc vy( cnh) phn li chn vt II/III

where PE =PD QPC. As a consequence, each of the devices listed in Table 13.1 will be considered briey and, in doing so, an outline explanation will be given of their modes of operation together with some idea of the changes that may occur in the components of equation (13.1). Table 13.1 Zones of operation of energy-saving devices Energy-saving device Wake equalizing duct Asymmetric stern Grothues spoilers Stern tunnels, semi- or partial ducts Reaction ns Mitsui integrated ducted propellers Hitachi Zosen nozzle ncreased diameter/low rpm propellers Grim vane wheels Propellers with end-plates Propeller boss ns Additional thrusting ns Rudder-bulb ns Zone(s) of operation I I I I I/II I/II I/II II II II II/III III III

Hnh 13.1- cc vng hot ng ca thit b tit kim nng lng 13.1/ Thit b trc chn vt Trong vng 1 nh thy bng 13.1 l ng o lu lm u dng theo, phn ui khng i xng, b phn chng nc bn te Grothues v cc ng hm pha ui c dnh khc nhau hot ng t chy qua vng ny. Hn na, cc vy phn ng, cc chn vt c ng o lu hp nht Mitsui v vi Hitachi Zozen hot ng ranh di ca cc vng I v II. V vy cc thit b ny s c xem phn ny. Hnh 13.2 th hin hnh nh tt c nhng thit b ny dnh khi qut

Figure 13.1 Zones for classication of energy-saving devices

13.1 Devices before the propeller Within Zone I it is seen from Table 13.1 that the wake equalizing duct, asymmetric stern, Grothues spoilers and stern tunnels of various forms operate on the owin this region. Furthermore, reaction ns, the Mitsui inte- grated ducted propellers and the Hitachi Zozen nozzle operate at the boundary of Zones I and II: as a con- sequence these devices will be considered within this section. Figure 13.2 illustrates all of these devices in outline form.

Hnh 13.2- cc thit b vng I v II a). ng o lu lm u dng theo; b). Phn ui khng i xng; c). Ci chng nc bn te Grothues; d). ng hm ui, cc ng o lu na hoc mt phn; e). Cc vy (cnh) phn ng; f). Cc chn vt v ng o lu hp nht Mtsui; g). Ming vi Hitachi Zosen;

Figure 13.2 Zone 1 and Zone 1/2 devices: (a) wake equalizing duct; (b) asymmetric sternbody plan; (c) Grothues spoilers; (d) stern tunnel; (e) Mitsui integrated ducted propeller; (f) reaction ns and (g) Hitachi Zosen nozzle

13.1.1. ng o lu lm u dng theo ng o lu lm u dng ( ti liu tham kho 1 v 2) c xut bi Schneekluth v nhm mc ch nng cao hiu qu hn-tt c y bng cch gim s lng cc phn tc ra ca tu, bng cch gip thnh lp mt dng ng u hn vo cnh qut , y nhanh tin dng chy phn trn ca a cnh qut v c gng gim thiu cc thnh phn vn tc - tip tuyn trong lnh vc sau. Ngoi ra, n tuyn b rng mt cnh qut c ng knh ln hn c th c p dng trong mt s trng hp k t khi lnh vc sau c thc hin ng u hn v do c kh nng lm gia tng xung p lc nh hn truyn n thn tu. Kt qu l n c th c d kin rng cc gi tr dng theo trung bnh v khu tr lc y c th c gim, sau ny c l nhiu hn, do tang c cc thnh phn hiu sut trong thn tu v hiu sut so vi hiu sut chn vt chun (QPC) trong nc h. C t l do hi vng rng thnh phn hiu sut xoy s thay i

13.1.1 Wake equalizing duct

The wake equalizing duct (References 1 and 2) was proposed by Schneekluth and aims to improve the over- all propulsive efciency by reducing the amount of separation over the afterbody of the vessel, by helping to establish a more uniform inow into the propeller by accelerating the ow in the upper part of the propeller disc and by attempting tominimize the tangential veloc- ity components in the wake eld. In addition, it is claimed that a larger diameter propeller may be applied in some cases since the wake eld is made more uni- form and hence is likely to give rise to smaller pressure impulses transmitted to the hull. As a consequence it may be expected that the mean wake fraction and thrust deduction may be reduced, the latter probably more so, thereby giving rise to moderate increase in hull and open water efciency components of the QPC. There is little reason to expect that the relative rota- tive efciency component will change signicantly in this or any of the other devices listed in Table 13.1. In general it can be expected that

nhiu thit b ny hoc bt k thit b khc bng 13.1. Ni chung, n c th c d kin s tit kim nng lng vi mt ng dn ci tin sau s ph thuc vo mc ca s tch bit lu lng v khng ng nht ca lnh vc sau. Thit b ny c gii thiu ln u tin vo nm 1984 v t nhiu ng o lu c ch to. Cc thit b ny dng trang b thm trn tu. N cn c thc hin bi nhng ngi c kinh nghim v tt hn vi s tr gip ca m hnh th nghim quy m ln nht c th, mc d kt qu t c khng chc chn

the power savings with a wake improvement duct will depend on the extent of the ow separation and non-uniformity of the wake eld.

This device was rst introduced in 1984 and since that time many ducts have been built.This device lends itself to retrotting on vessels; however, the designs need to be effected by experienced personnel and preferably with the aid of model tests at as large scale as possible, although scale effects are uncertain.

13.1.2 Asymmetric stern 13.1.2. Phn ui khng i xng Phn ui khng i xng (ti liu tham kho 3 v 4) c cp bng sng ch c bi Nonnecke, nhm gim s chia ct thn con tu sau khi mt tu nh c khi dng chy chu nh hng bi tc ng ca chn vt. .Tuy nhin, hiu qu t c xy ra ni tch bit khng c nhn thy quy m m hnh, v theo s chnh lch v s Reynolds gia m hnh v quy m y khng c b qua khi xem xt loi thit The asymmetric stern (References 3 and 4)was in Germany by Nonnecke and is aimed at r separation in the afterbody of a vessel when is inuenced by the action of the propeller. H efciency gains have occurred where separa not been noticed at model scale, and accordi disparity in Reynolds number between model and full scale must not be overlooked when considering this type of device in the model tank.

b ny trong b m hnh. Kim tra m hnh cho thy rng khi nim ny c th c ch yu d kin s nh hng n hiu sut than tu bng cch gy ra mt s gim ng k trong cc yu t khu tr lc y cng vi gim nh trong cc phn dng theo trung bnh. Bng cch ny, s gia tng hiu sut chun cho thn tu bng cch gim s mt mt lc y QPC cho tu. R rng, s bt i xng trong thn tu cng c tc dng trn nhng dng nc xoy ca dng chy vo chn vt. Trong khi n nh mt khi nim c th c trang b mt chic tu hin c, iu ny s i hi nhng thay i ln thn tu, v do c l l thch hp nht cho mt cng trnh mi. Cc thit k ca mt phn ui khng i xng i hi phi c thc hin trong kt ni vi cc bi kim tra m hnh t c mt tng v mc ca bt k trong phm vi ca mi phn chia ct hin c, ty theo nhng hn ch trc y v cu hnh dng chy pha ui. Trong giai on t 1982 n 1987 khong 30 chic tu c xy

Model tests show that this concept can be mainly expected to inuence the hull efciency by causing a signicant reduction in the thrust deduction factor coupled with a slight reduction in the mean wake fraction. In this way the increase in hull efciency is translated into an increase in the QPC for the vessel. Clearly, the asymmetry in the hull also has an effect on the swirl of the ow into the propeller.

Whilst such a concept could be tted to an exist- ing ship this would entail major hull modication, and therefore is probably most suitable for a new building. The design of an asymmetric stern requires to be done in connection with model tests in order to gain an idea of the extent of any separation present, subject to the reser- vations expressed previously and the ow conguration at the stern.

In the period 1982 to 1987 some thirty vessels were built

dng hoc ang trong qu trnh xy dng s dng tng ui tu khng i xng.

or were in the process of construction utilizing the concept of the asymmetric stern

13.1.3. Ci chng nc bn te Grothues Nhng ci chng nc bn te Grothues (ti liu tham kho 5) l mt h thng vy thy ng ph hp vi ui tu ngay pha trc chn vt. kt qu l ch c th p dng cho nhng tu c mt chn vt. Phng thc tc ng ca nhng vy ny l cn tr dng chy ngang vng ln cn thn tu do tng xoy nc y tu v mt mt nng lng ca n. Mi cnh c un cong vi nh a mt u ca vy sp thng hnh vi hng dng chy cc b trong phm vi lp bin chy vt qua ui tu trong khi mp ko di song song vi ng trc vt qu khong cch ngn. Bi th cho nn, h thng vy gm c mt s ln nhng ci chng nc bn te m c khn nng chy xui nh nhnh vt qua b mt thn tu n dng chy ngang qua chn vt.

13.1.3 Grothues spoilers The Grothues spoilers (Reference 5) are a hydrody- namic n system tted to the stern of a vessel imme- diately ahead of the propeller; as a consequence it is only applicable to single-screw vessels. The mode of action of these ns is to prevent cross-ow in the vicin- ity of the hull from reinforcing the bilge vortex and its consequent energy loss. Each n is curved with the intention that the leading edge of the n aligns with the local ow directions within the boundary layer ow over the stern of the vessel whilst the trailing edge is parallel to the shaft line over the whole span. Consequently, the n system comprises a plurality of spoilers that are capable of diverting the downward crossow over the hull surface to a horizontal ow through the propeller.

Ni chung, nhng ci chng nc bn te c dung gim sc cn ca thn tu cng vi s gia tng hiu sut chn vt gy ra bi tc dng lm cho ng u ca cc vy n trng dng theo. Ngoi ra, ngn chn nhng nh hng ca cc xoy nc y tu, lm cho sc cn ca thn tu nh, bng cch thay i hng dng chy, gp them phn lc y v pha trc khc phc sc cn. kt qu l, nh hng ca h thng chng nc bn te thn tu s lm gim cng sut c ch (Pe) cng vi s gia tng hiu sut chn vt trong nc h.

The spoilers in general can be expected to cause a reduction in hull resistance together with an increase of propeller efciency caused by the homogenizing effect of the ns on the wake eld. In addition to suppress- ing the effects of the bilge vortices, thereby giving less hull resistance, it is also possible that the ns, by chan- ging the direction for the ow, contribute a component of thrust in the forward direction to overcome resist- ance. As a consequence, an effect of the spoiler system will be a reduction in hull effective power (PE) together with an increase in hull and open water efciency of the propeller. Since the spoiler system endeavours to inhibit the bilge vortex formation it can be expected to perform best onmoderately to signicantlyU-shaped hull forms. The spoiler needs careful design both in terms of hydro- dynamic design, preferably with the aid of model tests, and also in the mechanical design to ensure the cor- rect strength margin to prevent failure of the n or hull structure.

K t khi thng chng nc bn te c tc dng hn ch s hnh thnh xoy nc y tu nn vic s dng hnh dnh thn tu ch U c ngha ln trong vic gim bt sc cn. Ci chng bn te nc cn c thit k cn thn c cc iu kin thit k thy ng, thch hp vi s tr gip ca vic th m hnh, v cng c trong thit k c kh m bo ng gii hn bn ngn nga h hng vy hoc kt cu tu.

13.1.4. Cc ng hm pha ui, na hoc mt phn ng o lu Cc b phn ny tn ti nhiu dng v c p dng trn mt s lng ng k qua nhiu nm vi nhiu l do. Vic s dng chng khng nhng nhm mc ch ci thin hiu sut y v cn gp phn gip chn vt khi rung ng nh gim nh hng dng theo ln nht ca thn tu ch V (ti liu tham khi 6). Tht vy, ngy nay cc kt cu ny c l vn l vai tr ch yu cu chng.

13.1.4 Stern tunnels, semi- or partial ducts These appendages exist in many forms and have been applied over a considerable number of years for one reason or another. Their use has not always been aimed at propulsive efciency improvement and originally they were more frequently used to help with propeller- induced vibration problems by attempting to reduce the wake peak effect of pronounced V-form hulls (Ref- erence 6). Indeed, today this is still perhaps their principal role. When used with the purpose of improving efciency, their aim is frequently to help accommodate large- diameter, slow rpm propellers and to ensure that the propeller is kept sufciently immersed in the ballast draught. Their design should be based on model ow visualization studies, otherwise detrimental inuences on the ship speed have been known to result: a loss of up to one knot due to poor design of the tunnel has not been unknown. Since their primary role is in the reduction of

Khi c s dng vi mc ch nng cao hiu sut, chng c dng thch hp vi chn vt c ng knh ln, tc quay thp v m bo rng chn vt c gi chiu chm trong trng hp chy khng hng. Vic thit k chng da trn c s vo cc nghin cu dng chy m hnh c, nu khng n nh hng vo tc tu c bit n kt qu mt mt n 1 hi l/gi do thit k km ca ng hm khng c bit n. V vai tr chnh ca n l trong vic gim tch, sau l nh

hng chnh s gim bt cng sut c ch ca tu, lm tn tht lc y v phn dng theo. Kt qu l hiu sut thn tu v chn vt h c th ci thin c

separation, then the chief inuences will be a reduction in ship effective power, thrust deduction and wake frac- tion.As a consequence the hull efciency and propeller open water efciency can be expected to reect these changes.

Cc vy chng xoy nc y tu ( hinh 23,5a) c trang b vi b mt ca thn tu thng ngun ca chn vt.Ngc li vi khi nim ng hm tho lun trn vai tr ca vy chng xoy nc y tu l ngng chn cc dng chy ngang qua b mt than tu kch thch s hnh thnh ca cc xoy nc y tu v do lm tng tn tht nng lng, ngun rung ng, vv

Bilge vortex ns, Figure 23.5(a), are tted to the sur- face of the hull upstream of the propeller. In contrast to the stern tunnel concept discussed above the role of the bilge vortex n is to inhibit the cross-ows on the hull surface which stimulate the formation of bilge vor- tices and hence give rise to energy losses, sources of vibration, etc.

13.1.5. Cc vy phn ng Vy phn ng (ti liu tham kho) thong thng bao gm khong 6 vy b tr hng knh c mt vi c vng mng manh m ly chng. Thit b c t ngay pha trc chn vt hnh (13.2). ng knh chn vt ca vng vi, c tit din mt ct kiu

13.1.5 Reaction ns The reaction n (References 7 and 8) normally comprises some six radially located ns which are reinforced by a slim ring nozzle circumscribing them. The device is placed immediately in front of the pro- peller as shown in Figure 13.2. The diameter of the nozzle ring,

cnh my bay ln hn 10% ng knh chn vt. Cc cnh hng knh c tit din mt ct cnh my bay u dc theo chiu di ca chng. Tuy nhin, cc gc chy vo khc nhau i vi mi trm hng knh. Cc thit k vy phn ng c da vo c s vo vic o trng dng theo danh ngha t l m hnh v ch yu nhm vo s to ra dng xoy nc trc khi n chy vo chn vt. Dng xoy trc to ra bi vy phn ng cn mng sao cho khng xut hin dng xoy pha sau chn vt. Nu vy phn ng ph hp vi mt tu c th, th do xoy trc ban u ny, tc quay chn vt ny s gim t (2-3) v/ph. Cho nn cn phi iu chnh thit k chn vt ngn cn n qu cng trong sut cuc i con tu. Nhng th nghim c theo t l m hnh hoc t l tht cho thy khng gy ra mt s h hng no do xm thc hoc hin tng rung ng gy ra ca chn vt ( ti liu 8)

which has an aerofoil proled section, is of the order of 10 per cent greater than the propeller diameter. The radial ns have a uniformaerofoil section prole along their length; however, the inowangles are different for each radial station. The design of the reaction n is based on the nominal wake eldmeasurement atmodel scale and aims chiey at creating a preswirl of the ow into the propeller. The pre-swirl created by the reaction n needs to be sufciently strong so that rotational ow aft of the propeller is prevented from occurring. If the reaction n is tted to an exiting vessel then, due to this pre-swirl initia- tion, a decrease in propeller rpm will be found to occur: this is normally of the order of 2 to 3 rpm. As a con- sequence it is necessary to adjust the propeller design to prevent it becoming too stiff in the vessels later life. The tting of a reaction n does not appear from either model- or full-scale tests to cause a deterioration in the cavitation or induced vibration

Mt tc ng na l s p dng vy phn ng ng sau dng theo hn hp l sn phm ca lc y tc dng ln cc vy. iu ny c xu hng tc ng ln nht khi cc vy c t cc vng ca trng dng theo c cc thnh phn vn tc ngang.

behaviour of the propeller (see Reference 8). Afurther effectwhich can accrue fromthe application of the reaction n in the mixed wake behind a hull is the production of a thrust on the ns. This tends to have greatest effect when the ns are placed in regions of the wake eld having transverse velocity components. As a consequence the introduction of the reaction n can be expected to increase the magnitude of the mean wake eld in which the propeller operates, which will both increase hull efciency but also, to some extent, reduce propeller open water efciency. At the same time it can also be expected that the reaction n will decrease the rotational losses and gain some benet, incertain applications, from a positive thrust on the ns. In view of this and the proximity of the n to the pro- peller care needs to be exercised in the strength aspect of the reaction n design.

Kt qu l s ra i ca vy phn ng c th gip gia tng ln ca trng dng theo trung bnh, m chn vt hot ng, c hai tng hiu sut thn tu nhng cng c th, n mc no , s lm gim hiu hiu sut chn vt vng nc m. Ti cng mt thi gian n cng c th c d kin vy phn ng s gim thit hi quay v t c mt s li ch trong cc ng dng nht nh, t mt lc y tch cc trn cc vy. Theo quan im ny v s thit k chn vit, phi ph hp vi vic thit k vy phn ng

Gn y, h thng ca vy phn ng khng i xng c pht trin. c s lng khc nhau ca vy nm trn mt phn v mn phi hai bn ca tu v khng c mt vng trn h tr.

Recently systems of asymetric reaction ns have been developed. These have different numbers of ns located on the part and starboard sides of the ship and do not have a supporting circumferential ring. 13.1.6 Mitsui Integrated Ducted Propulsion unit In principal the Mitsui Integrated Ducted Propulsion (MIDP) system (Reference 9) comprises a slightly non-axisymmetric duct which is located immediately ahead of the propeller. With systems of this type the interactions between the hull, duct and propeller are extremely complex and, as a consequence, they cannot be considered in isolation. Mitsui, in their development of the concept, have carried out extensive model tests. In these tests the effects of varying the axial location of the duct, duct entrance conguration and duct chord proles have all featured. From these tests the propulsive efciency of the system is shown to be intimately related to the

13.1.6. Cc chn vt v ng o lu hp nht Mitsui V nguyn tc h thng y ng o lu hp nht Mitsui (MIDP) ( ti liu tham kho 9 ) gm mt ng o lu khng c trc i xng c t ngay pha trc chn vt. Vi cc h thng kiu ny tc ng qua li gia thn tu, ng o lu v chn vt l rt phc tp, v nh l mt h qu, v chng khng th c x trong s c lp. Vi tng ca mnh, Mitsui thc hin cc th nghim m hnh c tnh bao qut. Trong cc th nghim tt c cc tc ng ca thay i v tr trc ca cu hnh, v tr hng trc ca ng o lu, hnh dng i vo ng o lu v profin dy cung ng o lu c c im ring. T nhng th nghim hiu qu y ca h thng c chng minh c s lin quan mt

thit vi v tr dc ca ng o lu. Hn na, nhng t hp c trc khng i xng, c cc dy cung ln hn nh, xut hin thc hin tt hn cc b phn tng ng c trc i xng ca chng. Cho n nay mt s lng ng k cc t hp ny c ch to v lp rp trn cc tu tng i ln c di kch thc ln t (43.000-450.000) DWT

longitudinal location of the duct. Furthermore, the non-axisymmetric units, having larger chords at the top, appear to perform better than their axisymmetric counterparts. To date a considerable number of these units have been manufactured and installed on relatively full-form vessels ranging in size from 43 000 to 450 000 dwt 13.1.7 Hitachi Zosen nozzle Although developed separately, the Hitachi Zosen system(Reference 10) closely resembles theMIDP system except that the degree of asymmetry in the nozzle appears far greater. Kitazawa et al. (Reference 11) made an exten- sive study of propellerhull interaction effects and essentially concluded the following: 1. )The resistance of an axisymmetric body increases after tting a duct due to the pressure at the afterbody. However, the required propeller thrust decreased because the duct thrust is larger than the change in resistance.

13.1.7. Ming vi Hitachi Zosen Mc d pht trin mt cch ring bit, Hitachi Zosen h thng (tham kho 10) gn ging vi h thng MIDP mc khng i xng ming vi ln hn nhiu. Kitazawa thc hin mt nghin cu su rng ca cc tc ng tng tc thn tu chn vt v v c bn kt lun sau y: 1.)Sc cn ca thn tu c trc i xng gia tng sau khi lp mt ng o lu do p sut thn sau. Tuy nhin, lc y chn vt gim bi ng o lu ln hn s thay i sc cn.

2.)i vi lc y v tc quay, lc y ng o lu gia tng ng ch khi t ng sau mt thn. 3.)Tng hiu sut y chung ca tu gia tng c cc b phn hp thnh m gm c hiu sut chung ny trong khi hiu sut quay tng i vn khng i, hiu sut m trong nc gia tng v hiu sut thn tu gim. Nh l trng hp trc, mt s tu c trang b vi h thng ny, mt s tu ng mi v mt s trang b them mt s thit b mi, v cc tu ln trang b c xu hng theo hng c h s khi cao.

2.)For a given propeller thrust and rpm, the duct thrust increased signicantly when placed behind a body. 3. The total propulsive efciency of the vessel increases and of the components which comprise this total efciency the relative rotative ef- ciency remains constant, the open water efciency increases and the hull efciency decreases. As is the previous case, several ships have been tted with this system, some newbuildings and some retrots, and the vessels so tted tend towards having high block coefcients.

13.2 Devices at the propeller Zone II devices are those which essentially operate at the propeller station. As such they include increased diameter low rpm propellers, Grim vane wheels, Tip Vortex Free (TVF) propellers and propeller cone fins.

13.2 cc thit b ti chn vt Cc thit b vng 2 c tc ng ngay ti khu vc chn vt. Chng bao gm chn vt ng knh ln _ tc quay nh, bnh cnh Grim, cc chn vt c xoy nc t do u mt (TVF) v cc vy trn phn nn chn vt.

13.2.1 Increased diameter low rpm Propellers It is well known, and can be simply demonstrated with the aid of a Bp chart that, for a given propulsion problem, the propeller open water efficiency can be increased by reducing rpm and allowing the diameter of the propeller to increase freely. As a consequence propeller design should always take account of this within the constraints of the design problem. The constraints which limit the design option are the available space within. the propeller aperture, insufficient immersion high-wall surface pressures and the weight of the resulting propeller

13.2.1Cc chn vt ng knh ln _ tc quay nh N rt ph bin, v c th c gii thch n gin vi s tr gip ca mt biu Bp-, Ni v vn y, hiu sut chn vt c th c tng ln bng cch gim rpm v cho php ng knh ca chn vt tng t do. Kt qu l vic thit k chn vt lun phi xem xt iu ny trong cc kh khn ca vn thit k. Nhng kh khn m gii hn cc ty chn thit k l khong cch sn c trong khu chn vt; cc p sut b mt cao, s nhng chm khng v trng lng ca chn vt .

The principal effects of these propellers are to be found in increased open water efficiency; because of the increased diameter, however, the mean wake fraction decreases slightlywhich has a reducing effect on the hull efficiency. The net effect, nevertheless, is generally an overall increase in QPC. 13.2.2Grim vane wheel The Grim vane wheel (References 12 to 14), deriving its name from its inventor, Professor Grim, is a freely rotating device which is installed behind the propeller. In the greater majority of cases it is sited on a stub shaft bolted to the tail shaft; however, there have been proposals to locate the stub shaft on the rudder horn.

Cc tc dng ch yu ca chn vt l gia tng hiu sut chn vt, v ng knh tng ln, tuy nhin do phn dng theo trung bnh gim u n nn tc ng lm gim hiu sut thn tu. Nhng xt tng th l mt s gia tng chung QPC.

13.2.2 Bnh xe cnh Grim ngi pht minh ra n, Gio s Grim, l mt thit b t do quay c ci t pha sau chn vt. Trong phn ln cc trng hp, n c t trn phn nh ra ca trc v c bt vt vi trc ui, tuy nhin, c nhng xut t phn nh ra ca trc trn cnh dn ca bnh li. lng t dng trt chn vt, m nu khng s b mt, v chuyn i nng lng ny thnh mt lc y b sung. Nh vy phn bn trong ca bnh xe cnh ng vai tr nh l mt tua bin trong khi phn bn ngoi ng vai tr nh chn vt (hnh 13.3). l c s thit k bnh xe cnh, do , tp trung vo vic p ng hai mi quan h sau:

The diameter of the vane wheel is larger than that of the propeller and its function is to extract energy from the propeller slipstream, which would otherwise be lost, and convert this energy into an additional propulsive thrust. As such the inner part of the vane ng knh ca bnh xe cnh Grim l ln hn so vi chn vt v chc nng ca n l trch xut nng

dr +

where dT and dQ are the thrust and torques acting on the blade section and R, rt and r0 are the vane wheel tip radius, transition (between propeller and turbine parts) radius and the boss radius respectively.

y dT v dQ l lc y v mmen xon tc ng ln phn cnh; R, rt v r0 l bn knh mt bnh xe cnh qut, bn knh chuyn tip (gia chn vt v cc b phn tuabin) v bn knh phn li ring tng ci .

Hnh 13.3 bnh xe cnh Grim

In less formal terms the propeller and turbine torques must balance, ignoring the small frictional component and the net effect of the propeller and turbine axial forces must be greater than zero. Vane wheels in general have rather more blades than the propeller, typically greater than six, and rotate at a somewhat lower speed which is of the order of 30 to 50 per cent of the propeller rpm. Consequently, the blade passing frequencies in addition to the blade natural frequencies need careful consideration: blade failure may result if this is not taken into account.

Trong iu kin t chnh thc hn mmen quay chn vt v tuabin phi cn bng, b qua thnh phn ma st nh v nh hng thc ca lc dc trc chn vt v tuabin phi ln hn 0.

Ni chung cc bnh xe cnh qut c nhiu cnh hn chn vt, thng l ln hn su v quay tc thp hn mt cht, t 30 n 50% tc quay ca chn vt. Do cc tn s quay ca cnh ph thm vo tn s t nhin ca cnh cn xem xt cn thn: vic h hng cnh c th xy ra nu iu ny khng c xem xt k.

Figure 13.4 shows the velocity diagrams relating to the inner and outer portions of the vanes.

Hnh 13.4 minh ha s vn tc c lin quan n cc phn bn trong v bn ngoi ca cnh qut

Hnh 13.4 minh ha s vn tc The in-flow velocities into the vane wheel are defined from the induced velocities in the slipstream created by the propeller and, therefore, the in-flow conditions to the vane wheel are derived from the propeller calculation. In view of the axial separation of the propeller and vane wheel these velocities need to be corrected for this effect in design. The blade design of the vane wheel, together with an rpm and blade number optimization, is then effected either on a blade element or lifting line basis. From these analyses the resulting blade loadings and radial stress distribution in the vane wheel blade can be readily determined. The vane wheel diameter is determined

primarily from the geometric constraints of the ship. Vn tc chy vo bnh xe cnh c nh ngha t vn tc cm ng trong slipstream c to ra bi cnh qut v, do , cc iu kin trong dng chy n cc bnh xe cnh c bt ngun t tnh chn vt.Theo quan im ca s phn tch trc thpropeller v bnh xe cnh nhng vn tc ny cn phi

c sa cha trong thit k. Thit k li ca bnh xe cnh, cng vi mt rpm v ti u ha s lng li, sau thc hin mt yu t li hoc nng ng c s. T nhng phn tch loadings li kt qu v phn phi, cng xuyn tm trong li dao bnh xe cnh c th d dng xc nh. ng knh bnh xe cnh c xc nh ch yu t cc rng buc hnh hc ca tu.

In the design process, if model tests are undertaken, care needs to be taken in interpreting the results since differential scale effects between the propeller and vane wheel can manifest themselves; calculation of the performance of the Grim vane wheel is, therefore, an essential feature of the design process.

Trong qu trnh thit k, nu th nghim m hnh c thc hin, cn quan tm n vic gii thch kt qu t cc hiu ng quy m khc bit gia chn vt v bnh xe cnh. V vy vic tnh ton c tnh ca bnh cnh qut Grim l c im thit yu ca qu trnh thit k

When considering applying a Grim vane wheel to a vessel the greatest advantage can be gained in cases where the rotational energy losses are high, hence giving a greater potential for conversion of this component of slipstream

energy. As a consequence it is to be expected that single-screwvessels will provide a greater potential for energy saving than a high-speed twin-screwform. In real terms the increase in propulsion efficiency is governed by the value of CT for the

parent propeller. In the authors experience, the improvement in propulsive efficiency can be as low as 2 per cent or 3 per cent for highspeed, low-wake fraction vessels to something of the order of 13 per cent for a full-form, singlescrew vessel. Khi xem xt vic p dng bnh xe cnh qut Grim cho mt tu, s t hiu qu cao trong trng hp c tn tht nng lng xoy ln ,v rng c tim tng ln v nng lng dng trt, t cho php

bin i thnh lc y. Kt qu l hi vng rng tu c mt chn vt s c tim nng ln hn v tit kim nng lng so vi hnh thc hai chn vt tc cao. Trong thc t, s gia tng hiu sut y c chi phi bi gi tr ca CT i vi chn vt ban u. theo kinh nghim ca Grim, vic ci thin v hiu xut y c th gim thp 2% hoc 3 i vi cc tu cao tc c phn dng ht thp vi cp, chng 13% i vi tu nguyn mu mt chn vt.

13.2.3Propellers with end-plates

13.2.3Cc chn vt c tm phng u mt

The reason for the introduction of blade end-plate technology is to give the designer a greater freedom in the choice of the distribution of circulation over the propeller blades. Although the basic concept has been known for many years it was Perez Gomez who developed the concept into a practical proposition in the mid-1970s in the form of the TVF propeller. The early TVF propellers were designed to work in association with a duct such that the propeller was located at the aft end of the duct. This

allowed the flow into the propeller to be controlled so as to create shock-free entry of the incident flow onto the tip plates L do cho s ra i cng ngh cnh c tm phng u mt l cung cp cho cc nh thit k t do hn trong vic la chn s phn b lu chuyn qua cc cnh chn vt. Mc d tng c bn c bit n nhiu nm n c Perez Gomez, ngi pht trin tng thnh mt thc t trong gia nhng nm 1970 trong cc hnh

thc chn vt TVF. Cc chn vt TVF ban u c thit k lm vic kt hp vi mt ng o lu nh vy chn vt c t cui ng ao lu. iu ny cho php s

chy vo chn vt c iu khin, cng nh to ra mt li vo va chm t do ca dng chy vo cc tm u mt.

Subsequent to the introduction of the TVF propeller, considerable development work was undertaken which gave rise to the present generation of CTL propellers. The difference between these two propeller types being that with the CLT propeller the tip plates are intended to be aligned to the direction of the flow through the propeller disc which will then minimize the viscous resistance of the tip plates and allow the desired pressure distribution over the blades to be maintained. This is in contrast to the TVF propellers whose tip plates were effectively tangential to the cylindrical sections. To date, a number of TVF and CTL propellers have been fitted to ships and an extensive literature has been published by the designers of the system. References 15 to 17 are examples of this information; the latter reference provides a much fuller reference list. Theoretical development of the concept has

Tip theo s ra i ca chn vt TVF cng trnh c pht trin v chuyn thnh dng chn vt CLT. S khc nhau gia hai kiu chn vt l vi chn vt CLT cc tm u mt c xu hng c t thng theo hng dng chy qua mt a chn vt m s gim sc cn nht ca cc tm u mt v cho php duy tr mt s phn b p sut u trn cc cnh. iu ny tng phn vi cc chn vt TVF, cc tm u mt ca n c b tr tip tuyn vi phn hnh tr.

also been provided by Klaren and Sparenberg (Reference 18) and de Jong (Reference 19). Cho n nay, mt s chn vt TVF v CTL c trang b cho tu v mt ti liu rng ln c xut bn bi cc nh thit k, h thng ti liu tham kho 15 n 17

l v d v cc thng tin ny, cc ti liu tham kho sau ny cung cp mt danh sch ti liu tham kho y hn.L thuyt pht trin ca khi nim cng c cung cp

bi Klaren v Sparenberg (tham kho 18) v de Jong (tham kho 19).

Hnh 13.5 cc chn vt c tm phng u mt

Dyne (Reference 24) conducted an investigation into propellers with end plates which confirmed the calculated efficiency gains and model test predictions conducted by Anderson and Schwanecke (Reference 25) and also by de Jong et al. (Reference 26). However, Dynewas unable to explainwhy so many full-scale trials reported gains in excess of 10 per cent.

Dyne (Tham kho 24) ch o nghin cu chn vt vi cc tm u mt cnh v d on th nghim m hnh c thc hin bi Anderson v Schwanecke (tham kho 25) v cng bi de Jong et al. (Tham kho 26)., nhiu th nghim vi kch thc tht thu c hiu sut vt qu 10%

13.2.4Propeller cone fins

13.2.4Cc cnh ( vy) trn phn cn chn vt tng lp cc vy ln phn cn ca chn vt, t ng sau cc cnh, c xut bi Ouchi vi mc ch nng cao hiu sut chn vt nh vic gim tn tht nng lng gn lin vi s to xoy do may chn vt. V nguyn tc, mt s vy nh dng tm phng v c b rng khong chng 10% chiu rng cnh chn vt c lp vi mt gc bc cho vi phn cn ca chn vt . S lng cc cnh nh tng ng vi s cnh chn vt. Vai tr ca cc vy l lm gim bt s to xoy do may v khi lm nh vy cng phc hi ng nng t dng chy quay quanh phn cn chn vt. Bng cch ny cc vy gp phn vo s gia tng hiu sut chn vt

The idea of fitting fins to the cone of a propeller, located behind the blades, was proposed by Ouchi et al. (Reference 20) with the aim of enhancing the efficiency of the screw propeller by reducing the energy loss associated with the propeller hub vortex. In principle a number of small fins of a flat plate form and having a span of the order of 10 per cent of the propeller blade span are fitted at a given pitch angle to the cone of the propeller. The number of fins corresponds to the propeller blade number. The role of the fins is toweaken the strength of the hub vortex and in so doing recover the kinetic energy from the rotating flow around the propeller cone. In this way the fins contribute to an increase in propeller efficiency.

Much model testing of this concept has been undertaken and flowmeasurements in the propellerwake have been made using laser Doppler methods. From such tests it is clear that the fins have a considerable influence on the hub vortex and that at model scale there is a beneficial influence on the open water efficiency of the parent MAU standard series propeller. Clearly scale effects between model- and full-scale manifest themselves, but the inventors claim that the analysis of full-scale trial results from several ships show a beneficial improvement in propulsion efficiency by using these fins.

Nhiu mu th m hnh ca tng ny c thc hin v nhng o lng dng theo chn vt c thc hin bng cch s dng cc phng php laser Doppler. T th nghim nh vy r rng l cc cc vy c nh hng ng k n s to xoy do may v t l m m hnh c nh hng c li n hiu sut theo tiu chun MAU lot chn vt u tin. R rng cc nh hng gia t l m hnh v kch thc tht vn c, nhng cc nh pht minh khng nh rng vic phn tch cc kt qu th kch thc tht t mt s tu ch ra s ci tin hu ch hiu sut y bng cch dng cc vy ny.

Hnh 13.6 vy trn phn cn chn vt

13.3 Thit b pha sau chn vt Khu thit b III, ng bng hnh 13.1, hot ng ng sau cc chn vt v do , hot ng trong dng trt ca chn vt. Cc vy trn phn phng ca bnh li v cc vy y b sung thuc v loi ny.

13.3 Devices behind the propeller Zone III devices, as implied by Figure 13.1, oper-ate behind the propeller and, therefore, operate within the slipstream of the propeller. Rudder-bulb ns and additional thrusting ns fall into this category.

13.3.1 H thng cc vy trn phn phng ca bnh li. y l mt h thng c pht trin bi Kawasaki Heavy Indus v gm c mt phn phng ln, c ng knh vo khong 30 n 40 phn trm ng knh chn vt, c t trn cc bnh li, ng pha sau chn vt. H thng xut hin trong hai phin bn, mt ch

13.3.1 Rudder-bulb ns systems. This is a system developed by Kawasaki Heavy Indus-tries and comprises a large bulb, having a diameter of some 30 to 40 per cent of the propeller diameter, which is placed on the rudder close behind the propeller boss. The system appears in two versions, one with just a bulb and the other comprising a set of four ns in an X-shape protruding normally from the hub and extending to about 0.9R as indicated in Figure 13.6.

vi mt phn phng v kiu kia gm mt b 4 cnh trong phn

li dng ch X t may v ko di khong 0.9R nh minh ha trong hnh 13.6.

Khi p dng m khng c cc vy, n khng ging vi phn phng Costa c p dng trong thp nin 1950 mt s tu (tham kho 21). H thng ny nhm mc ch ngn cn s phn ly dng chy v xoy nc qu mc ng sau may bi s ko di c kt qu phn li chn vt. Khi cc vy c lp vo h thng, chng sn sinh ra mt lc nng khi n ang hot ng trong cc nhnh xon c ca dng chn vt, v do c th nhn c. Mt thnh phn ca lc ny sau tc ng hng v pha trc lm tng lc y.

When applied without the ns, it is not dissimilar to the Costa bulb which was applied in the 1950s to some vessels (Reference 21). This system aimed to pre-vent ow separation and excessive vorticity behind the hub by effectively extending the propeller boss. When the ns are tted to the system these clearly produce a lift force since they are operating in the helical slip- stream of the propeller, and therefore receive ow at incidence. A component of this life force then acts in the forward direction to produce a thrust augmentation. The design of the ns needs to be based on fatigue propulsion.

13.3.2 Cc vy y b sung. Cc vy to lc y b sung (tham kho 22 v 23) c pht trin v cp bng sng ch bi Ishikawajima Harima - Heavy Industries. H thng bao gm hai vy, t theo chiu ngang qua hng con tu trn bnh li v trn ng tm hoc hi xin v pha trn ng tm trc ca chn vt. Hnh 13.7 cho thy h thng ny trong s . Chiu di dy cung ca cc vy chim khong mt na bnh li v chim khong 40 phn trm ng knh chn vt. Thit k ca vy l nhm mc ch ti u ha t l lc cn khi chng hot ng trong dng chy ca chn vt v do c s dng trong phn cambered aerofoil ca

13.3.2 Additional thrusting ns. The additional thrusting ns (References 22 and 23) were developed and patented by IshikawajimaHarima Heavy Industries. The systemessentially comprises two ns, placed horizontally in the athwart ships directions on the rudder and in line with or slightly above the propeller axis. Figure 13.7 shows this system in schematic form. The chord length of the ns is of the order of about half that of the rudder and the span is about 40 per cent of the propeller diameter. The design of the ns is aimed at optimizing their lifedrag ratio whilst operating in the slipstream of the propeller and hence use is

gc ti thay i. Cc nguyn tc hot ng c th c nhn thy t hnh 13.7 bng cch kim tra bn v tr a chn vt: tm cht trn v di, mn tri v mn phi xin qua tu. Ti v tr tm cht trn c th thy rng dng chy m bao gm mt thnh phn trc Vx v tip tuyn thnh phn V, l s lin thuc trn bnh li v do to ra mt lc ngang trn bnh li, mt thnh phn ca n hng v pha trc. Tng t vi cc iu kin v tr tm cht di cng. Trong trng hp ca vy c t bnh thng vi bnh li v c s lin thuc lin quan vi ng trung tm trc chn vt, mt ln na mt tnh hung tng t xy ra. By gi, cho thy rng ln ca lc y c th c thc hin ln thc s, bng cch iu chnh t l ca vy lin quan n gc bc thy ng ca dng trt chn vt khc phc lc cn ca cc vy, mt s tch cc ng gp cho cc lc y ca con tu c th c to ra (Hnh 13.7).

made of cambered aerofoil sections of variable incidence. The principle of oper-ation can be seen from Figure 13.7 by examining the four positions in the propeller disc: top and bottom dead centre and port and starboard athwart ships. At the top dead centre position it can be seen that the ow, which comprises an axial component Vx and tangential component V, is incident on the rudder and, therefore, produces a horizontal force on the rudder, a component of which is directed in the forward direction. Similarly with the conditions at the bottom dead centre position. In the case of ns that are set normally to the rudder and at an incidence relative to the propeller shaft centre line, again a similar situation occurs. Now, provided that the magnitude of the life force can be made suf-ciently great, by adjusting the incidence of the n with respect to the hydrodynamic pitch angle of the propeller slipstream to overcome the drag of the ns, a positive contribution to the thrust of the vessel can be produced (Figure 13.7).

H thng ny c p dng trong thc t vi t l tht v to s ch nhm vo h thng cc lc u v khng u tc ng ln cc vy; V d, thm khi lng, lc sng va, nng, ko, trng lng, v nhng th khc. Nhng yu t ny c h qu quan trng i vi sc bn ca bnh li.

This system has been applied to full-scale practice and in doing so attention has to be paid to the system of steady and non-steady forces acting on the ns; for example, added mass, slamming forces, lift, drag, weight, and so on. These factors have important conse- quences for the rudder strength.

13.4 Kt hp ca cc h thng Trong nhiu trng hp c cu hi l cc thit b tit kim nng lng khc nhau thch hp vi tng mi tu th c kh nng t c nhiu li ch khi lp nhiu thit b cho mt tu hay khng. Cu tr li chung cho cu hi l khng, bi v mt s thit b loi b ch chy m cc thit b khc lm vic; Tuy nhin, mt s cc thit b c th c s dng kt hp t c li ch ln hn. Bng 13.2 phc tho cc iu kin chung mi quan h tng thch ny gia cc thit b khc nhau tho lun trong bng 13.1. Bng 13.2 Hng dn s tng thch thit b.

13.4 Combinations of systems In many cases it is asked whether the various energy-saving devices are compatible with each other so as to enable a cumulative benet to be gained from tting several devices to a ship. The general answer to this question is no, because some devices remove the ow regimes upon which others work; however, several of the devices can be used in combination in order to gain a greater benet. Table 13.2 outlines in general terms this compatibility relationship between the various devices discussed in Table 13.1. Table 3.12 Guide to device compatibility.