EP2809574B1 - Procédé permettant de faire fonctionner une hélice marine - Google Patents

Procédé permettant de faire fonctionner une hélice marine Download PDF

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Publication number
EP2809574B1
EP2809574B1 EP13702427.9A EP13702427A EP2809574B1 EP 2809574 B1 EP2809574 B1 EP 2809574B1 EP 13702427 A EP13702427 A EP 13702427A EP 2809574 B1 EP2809574 B1 EP 2809574B1
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EP
European Patent Office
Prior art keywords
propeller
cavitation
gas
sensor
noise
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.)
Not-in-force
Application number
EP13702427.9A
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German (de)
English (en)
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EP2809574A1 (fr
Inventor
Joachim Hoffmann
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.)
Siemens AG
Siemens Corp
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Siemens AG
Siemens Corp
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Publication of EP2809574A1 publication Critical patent/EP2809574A1/fr
Application granted granted Critical
Publication of EP2809574B1 publication Critical patent/EP2809574B1/fr
Not-in-force 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
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/22—Use of propulsion power plant or units on vessels the propulsion power units being controlled from exterior of engine room, e.g. from navigation bridge; Arrangements of order telegraphs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H1/00—Propulsive elements directly acting on water
    • B63H1/02—Propulsive elements directly acting on water of rotary type
    • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
    • B63H1/14—Propellers
    • B63H1/18—Propellers with means for diminishing cavitation, e.g. supercavitation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H3/00—Propeller-blade pitch changing

Definitions

  • the present invention relates to a method for operating a ship's propeller.
  • Cavitation is generally understood to mean the formation of cavities in a liquid. In the case of hydrodynamic cavitation, this cavitation is caused by a flow-induced change in the static pressure in the liquid.
  • cavitation noise in various applications can interfere and lead to operational restrictions.
  • the cavitation noise can interfere with measurements in the water.
  • this noise can disturb marine animals, which may be limited, for example, the range of movement of cruise ships or ferries.
  • the cavitation noise also allows acoustic detection of a ship, which is e.g. may be undesirable in a submarine.
  • the object is achieved by a method according to claim 1 and an apparatus according to claim 4.
  • the inventive method for operating a ship's propeller comprises the following steps: detecting a noise caused by gas cavitation and / or pseudo-cavitation on a solid by a sensor; Transmitting a measurement signal of the sensor by a non-contact transmission method from the sensor to a signal processing unit, i. an evaluation unit; and generating control commands for changing the rotational speed of the propeller by a drive motor and / or for changing the blade pitch of the ship propeller by a servomotor.
  • the control commands are generated by the signal processing unit, in response to the received measurement signal.
  • the device according to the invention for operating a ship propeller comprises a sensor unit, a signal transmission unit and a signal processing unit.
  • the sensor is able to detect a noise caused by gas cavitation and / or pseudo cavitation on a solid.
  • the signal transmission unit is suitable for contactless transmission of a measurement signal from the sensor to a signal processing unit.
  • the signal processing unit is suitable for generating control commands to a drive motor for changing the propeller speed and / or to a servomotor for changing the blade pitch angle of the ship propeller, the control commands being generated as a function of the received measurement signal.
  • the present invention makes use of the fact that three different types of cavitation are generally observed in hydrodynamic cavitation: on the one hand the steam cavitation referred to as “hard cavitation” or “cold boiling”, and on the other hand the types of the term “soft cavitation” Gas cavitation and pseudo-cavitation; see eg Sauer, Jürgen: Instationary cavitating currents - A new model, based on front capturing (VoF) and bubble dynamics; Dissertation, Faculty of Mechanical Engineering, University of Düsseldorf (TH), 2000, http://digbib.ubka.uni-karlsruhe.de/volltexte/3122000.
  • Gas cavitation is based on another phenomenon: as the static pressure of the fluid decreases, the solubility of a gas dissolved in the fluid, e.g. of air. In the transition from dissolved gas by diffusion in the undissolved state, small gas-filled cavities form in the liquid. In the case of gas cavitation, therefore, there is an outdiffusion of the gases dissolved in the liquid, which is dependent on the saturation pressure.
  • pseudo-cavitation which - as the prefix "pseudo" indicates - is not really a "formation” of cavities in a liquid
  • the pseudo-cavitation thus does not designate "formation” of cavities, but rather a “widening" of gas bubbles of the gases undissolved in the liquid as a result of a pressure reduction.
  • cavitation usually occurs as a combination of gas, pseudo, and vapor cavitation.
  • the gas and the steam cavitation occur in a mixed form.
  • gas cavitation is a very slow process compared to steam cavitation and pseudo-cavitation.
  • the renewed dissolution of the gas bubbles in regions of higher pressure does not take place abruptly.
  • the gas cavitation usually leads to no material damage; the gas bubbles even act as a kind of damper, which counteracts the high-frequency impacts of steam cavitation, see Vortmann, Claas: Investigations on the thermodynamics of the phase transition in the numerical calculation of cavitating nozzle flows; Dissertation, Faculty of Mechanical Engineering, University of Düsseldorf (TH), 2001, http://digbib.ubka.uni-karlsruhe.de/volltexte/3202001.
  • pseudo-cavitation usually does not cause any damage to a ship propeller, since the gas-filled cavities merely grow and shrink, but do not implode.
  • the steam cavitation differs significantly from the gas and pseudo cavitation. While the pressure surges in the steam cavitation lead to a relatively strong noise, the characteristic cavitation noise, the two other cavitation types, the gas and the pseudo-cavitation, cause only a relatively quiet noise.
  • Steam cavitation and gas / pseudo cavitation differ in the following point: Steam cavitation occurs only when the static pressure exceeds the boiling line in the direction from the liquid phase to the gaseous phase. Gas and pseudo cavitation, and thus their "noise", in contrast always occurs when the pressure in the water changes.
  • the boiling point and the gas solubility are coupled with each other: In the preliminary stage for steam cavitation, the gas solubility decreases, so that the dissolved gas is demixed. The gas solubility is reduced so close to reaching the boiling point that a strong blistering begins, and thus a detectable noise. The demixing process thus leads to the noise that is to be detected.
  • the invention thus allows an imminent, i. to detect imminent onset of steam cavitation.
  • countermeasures can be taken in good time and the unfavorable side effects of steam cavitation avoided.
  • the measurement of the noise caused by the gas and / or pseudo-cavitation is not carried out by an acoustic or pressure measurement in the liquid phase surrounding the ship propeller, but by tapping acoustic signals on a solid body such as the propeller itself, on a propeller shaft or on a the ship's hull ship's skin, ie on a solid in the vicinity of the liquid phase.
  • the noise caused by the gas and / or pseudo cavitation is written on a acoustic conductor acting solid, such as the drive shaft, acoustically measured; In this case, gas and / or pseudo cavitation are caused by a rotation of the ship's propeller in the liquid phase.
  • the invention provides the ability to increase the speed of the vessel, i. To optimize the speed of the ship propeller, avoiding steam cavitation and a concomitant cavitation noise.
  • the solid body of the ship propeller and / or serving for driving the propeller propeller shaft and / or a ship's skin are provided.
  • the contactless transmission method uses electromagnetic waves, preferably radio waves or optical waves.
  • the sensor unit can be arranged on a watercraft, in particular on the ship's propeller and / or on a drive shaft serving for driving the propeller and / or on a hull of the watercraft.
  • a sensor which is suitable for detecting a noise caused by gas cavitation and / or pseudo-cavitation in the liquid, a detection signal is sent from the sensor to a signal processing unit upon detection of said noise, and generates the signal processing unit, triggered by an input of the measurement signal, data relating to the change of at least one operating variable of the ship propeller.
  • said detection is used as an indicator of a change in the static pressure in the liquid.
  • the said detection is used to determine a range of values within which a content of a dissolved gas in the liquid.
  • ship propeller includes all propellers used to propel a watercraft, e.g. a ship or a submarine.
  • the noise of the gas and pseudo-cavitation serves as an indication that the static pressure of the fluid changes in the area of the propeller.
  • a reduction in the static pressure is important, since this may mean an imminent onset of steam cavitation.
  • the speed of the propeller can be reduced and / or the angle of attack of at least one propeller blade of the propeller as a possible countermeasure Ship propeller can be changed to increase the pressure on the back and thus not reach the area of steam cavitation.
  • Other measures to increase the pressure on the back of the propeller blades are blowing in water or opening channels penetrating the propeller blades, through which water can flow from the overpressure to the vacuum side.
  • a sensor which can detect said noise on a propeller shaft, which serves to drive the ship's propeller.
  • the propeller shaft is mechanically fixed to the propeller to enable it to rotate.
  • the sensor preferably contacts the propeller shaft. It is also possible that at least part of the sensor is attached to the shaft.
  • a sensor which can detect said noise on a ship's hull.
  • the ship's hull forms the outer shell of the vessel, which is moved by means of the ship's propeller.
  • the sensor preferably contacts the hull. It is also possible that at least a part of the sensor is attached to the ship's hull.
  • a sensor when using the method in the operation of a ship's propeller, a sensor is provided which can detect the said noise on the ship's propeller.
  • the sensor preferably contacts the propeller. It is also possible that at least part of the sensor is attached to the propeller, e.g. on a propeller blade.
  • the sensor unit is arranged on a watercraft, in particular on a propeller and / or on a propeller driving shaft and / or on a hull of the watercraft.
  • the formation of cavitation in addition to the static pressure p in the liquid and the temperature T of the liquid also of n, i. The number or concentration of dissolved gases in the liquid is dependent, can be derived with this method, the content or saturation state of dissolved gases in liquids.
  • the propeller provokes gas cavitation and / or pseudo cavitation and the resulting noise in the fluid.
  • the speed of rotation of the propeller is preferably increased slowly until the point is reached at which then the typical noise can be detected.
  • this application comprises the following further steps: performing a calibration in which in each case a corresponding limit speed is determined for different values of the content of the gas dissolved in the liquid; and storing the corresponding value pairs of gas content and limit velocity for a subsequent step of said deriving.
  • the step of calibrating determines, for different gas concentrations, at which rotational speed of the propeller the gas and / or pseudo cavitation and the resulting noise in the liquid occur.
  • the value pairs determined in this way can optionally be stored in a memory unit with additional extra or interpolated additional values.
  • the value range in which the content of dissolved gas can be derived from the stored value pairs lies.
  • the propeller is operated at intervals or continuously operated at this limit speed after reaching the limit speed. It is possible to operate the propeller continuously at a limit number of revolutions; If the gas content exceeds a critical limit, gas and / or pseudo-cavitation and the characteristic noise occur.
  • Fig. 1 shows a pT phase diagram of water in which the three different states of matter solid S, liquid L and gaseous V are separated by drawn as a line phase boundaries.
  • the static pressure p in the liquid is lowered, for example as a result of a rotation of a ship's propeller.
  • the static pressure p decreases to the point where it reaches the boiling point curve SPK at the second state point P2
  • steam cavitation starts even with a further drop in the pressure p, for example, up to the third state point P3, persists.
  • Fig. 2 shows a plan view of a ship propeller 1, which comprises a propeller hub 2 and a plurality of propeller blades 3 attached thereto.
  • the propeller 1 with the propeller blades 3 is brought in the operation of the propeller 1 in the water 5 by a shaft 4 for rotation.
  • the shaft 4 protrudes through a sealed with a seal 10 against ingress of water 5 opening in a ship's skin 8 into the interior 9 of a ship's hull, where it can be rotated by a drive motor in rotation.
  • the sound waves 7 emanating from the bubbles 6 reach a pressure sensor 11b arranged on a propeller blade 3.
  • the sound waves 7 also strike the ship's skin 8 and stimulate them to vibrate.
  • These vibrations can be detected by a vibration sensor 11c in contact with the ship's skin 8.
  • the sound waves 7 hit the propeller 1 and cause it to vibrate.
  • these vibrations are also detectable by a vibration sensor 11 c, which is in contact with the shaft 4.
  • Fig. 3 shows a signal processing chain consisting of a sensor 11, a signal processing unit 12 and a control unit 13.
  • the sensor 11 is one of the in Fig. 2 illustrated sensors 11a, 11b and 11c.
  • the sensor 11 detects a noise caused by the air bubbles 6 associated with the gas and pseudocavitation, it sends a corresponding measurement signal 14 to the signal processing unit 12. It is possible for the sensor 11 to first send a measurement signal 14 to the signal processing unit 12 when the sound pressure level of the noise exceeds a predetermined threshold. However, it is also possible for the sensor 11 to generate measuring signals 14 independently of the sound pressure level of the noise, which it sends to the signal processing unit 12. In this case, an evaluation or filtering of the measurement signals 14 can be carried out by the signal processing unit 12.
  • the signal transmission from the sensor 11 to the signal processing unit 12 is preferably conducted via a cable, for example via a conductor wire, since a wireless transmission by means of electromagnetic waves in the water may be subject to a relatively high absorption attenuation. If the Sensor is arranged on the rotating propeller, the electrical connection can be maintained by means arranged for example in the propeller hub sliding contacts.
  • the signal processing unit 12 receives a measurement signal 14 that corresponds to a noise having a minimum sound pressure level, it generates data 15 relating to a change in the static pressure in the fluid.
  • the data 15 may be in the form of a flag variable which simply indicates whether noise has been detected.
  • the data 15 may include information about a sound level, a waveform, a frequency, and other characteristics of the noise.
  • the data 15 may also include output data for output on an output device, e.g. include a screen or speaker to inform a user of the detected noise.
  • the data 15 generated by the signal processing unit 12 includes input data for a control unit 13 which corresponds to the input data e.g. in a motor driving the shaft 4, a speed reduction or, in the case of a control device actuating the propeller blades 3, causes a change in the angle of attack of the propeller blades 3.
  • Fig. 4 shows as a preferred embodiment of the present invention, a control circuit for operating a marine propeller.
  • the sensor 11 may be one of the in Fig. 2 represented sensors 11a, 11b and 11c act.
  • box 31 it is checked whether the sensor has detected a noise caused by gas cavitation and / or pseudo cavitation in the water.
  • An assignment of a measured noise to a gas cavitation and / or pseudo cavitation may be e.g. based on characteristic properties of the measured value, such as frequencies, amplitudes, waveform, etc. In this way, a noise caused by gas cavitation and / or pseudo-cavitation can be distinguished from other noises.
  • test in box 31 shows that the sensor has detected a noise in the water caused by gas cavitation and / or pseudo-cavitation Y
  • a predetermined threshold e.g. based on a sound level or a vibration amplitude. If so, field 34 is reached in which a control signal 35 is generated, e.g. a command to be sent to a motor for reducing a rotational speed of the propeller or an instruction to be sent to an actuator for reducing an angle of attack of the propeller blades. Since the high volume of the noise indicates that there is a risk of entering the area of steam cavitation, these measures must increase the static pressure and thus reduce the thrust of the propeller. In parallel, the loop 36 returns to the field 30 so that a new measurement can take place.
  • a control signal 35 e.g. a command to be sent to a motor for reducing a rotational speed of the propeller or an instruction to be sent to an actuator for reducing an angle of attack of the propeller blades. Since the high volume of the noise indicates
  • a control signal 37 is generated in field 33, for example a command to increase the speed of the propeller or a command to be transmitted to the actuating device Command to increase the angle of attack of the propeller blades. Since the low volume of the noise indicates that there is still no danger of getting into the area of steam cavitation, these measures can further increase the thrust of the propeller and thus further increase the static pressure be lowered. In parallel, the loop 38 returns to the field 30 so that a new measurement can take place.
  • test in box 31 shows that the sensor has detected no noise in the water caused by gas cavitation and / or pseudo-cavitation, then it is possible to proceed directly to box 33.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Remote Sensing (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Exhaust Silencers (AREA)
  • Measuring Fluid Pressure (AREA)
  • Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)
  • Toys (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)

Claims (5)

  1. Procédé pour faire fonctionner une hélice ( 1 ) de bateau, comprenant les stades suivants :
    - on détecte au moyen d'un capteur ( 11 ) un bruit provoqué par une cavitation de gaz et/ou une pseudo-cavitation sur un corps ( 1, 4, 8 ) solide, le bruit provoqué par la cavitation de gaz et/ou par la pseudo-cavitation étant mesuré acoustiquement sur le corps solide servant de conducteur acoustique ;
    - on transmet un signal ( 14 ) de mesure du capteur ( 11 ) par un procédé de transmission sans contact du capteur ( 11 ) à une unité ( 12 ) de traitement du signal ; et
    - on produit des instructions de commande par l'unité ( 12 ) de traitement du signal et en fonction du signal ( 14 ) de mesure reçu pour modifier la vitesse de rotation de l'hélice par un moteur d'entraînement et/ou pour modifier l'angle d'attaque de pale de l'hélice ( 1 ) du bateau par un moteur de réglage.
  2. Procédé suivant la revendication 1, dans lequel le corps ( 1, 4, 8 ) solide est l'hélice ( 1 ) du bateau et/ou un arbre ( 4 ) d'hélice servant à entraîner l'hélice ( 4 ) du bateau et/ou un bordé ( 8 ) du bateau.
  3. Procédé suivant la revendication 1 ou 2, dans lequel le procédé de transmission sans contact utilise des ondes électromagnétiques, de préférence dans le domaine radio ou dans le domaine optique.
  4. Dispositif pour faire fonctionner une hélice ( 1 ) de bateau, comprenant une unité ( 11 ) formant capteur, une unité de transmission du signal et une unité ( 12 ) de traitement du signal, le capteur ( 11 ) pouvant détecter sur un corps ( 1, 4, 8 ) solide un bruit provoqué par cavitation de gaz et/ou par pseudo-cavitation, caractérisé en ce que le bruit provoqué par cavitation de gaz et/ou par pseudo-cavitation est mesuré acoustiquement sur le corps solide servant de conducteur acoustique, l'unité de transmission du signal est propre à transmettre sans contact un signal ( 14 ) de mesure du capteur ( 11 ) à une unité ( 12 ) de traitement du signal et l'unité ( 12 ) de traitement du signal est propre en fonction du signal ( 14 ) de mesure reçu à produire des instructions de commande d'un moteur d'entraînement ou d'un moteur de réglage pour modifier la vitesse de rotation de l'hélice et/ou l'angle d'attaque de pale de l'hélice ( 1 ) du bateau.
  5. Dispositif suivant la revendication 4, caractérisé en ce que l'unité ( 11 ) formant capteur peut être montée sur un bâtiment de navigation, notamment sur l'hélice ( 1 ) d'un bateau et/ou sur un arbre ( 4 ) servant à l'entraînement de l'hélice ( 1 ) et/ou sur la coque d'un bâtiment de navigation.
EP13702427.9A 2012-02-02 2013-01-29 Procédé permettant de faire fonctionner une hélice marine Not-in-force EP2809574B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201210201539 DE102012201539A1 (de) 2012-02-02 2012-02-02 Gewinnen von Daten über einen Zustand einer Flüssigkeit
PCT/EP2013/051636 WO2013113681A1 (fr) 2012-02-02 2013-01-29 Procédé permettant de faire fonctionner une hélice marine

Publications (2)

Publication Number Publication Date
EP2809574A1 EP2809574A1 (fr) 2014-12-10
EP2809574B1 true EP2809574B1 (fr) 2016-03-23

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Country Link
EP (1) EP2809574B1 (fr)
KR (1) KR101643833B1 (fr)
CN (1) CN104093628B (fr)
AU (1) AU2013214319B2 (fr)
DE (1) DE102012201539A1 (fr)
WO (1) WO2013113681A1 (fr)

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KR101180579B1 (ko) * 2009-08-24 2012-09-06 주식회사 디.에스.케이 가변피치 프로펠러의 공기방출관의 자동제어 시스템
US8441956B2 (en) * 2010-01-29 2013-05-14 Honda Motor Co., Ltd. Marine wireless communication system

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WO2023041421A1 (fr) * 2021-09-16 2023-03-23 Thyssenkrupp Marine Systems Gmbh Prévention de cavitation, indépendamment de la position, au niveau d'une hélice

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AU2013214319A1 (en) 2014-08-07
WO2013113681A1 (fr) 2013-08-08
AU2013214319B2 (en) 2015-07-23
CN104093628B (zh) 2017-06-13
KR20140107664A (ko) 2014-09-04
CN104093628A (zh) 2014-10-08
KR101643833B1 (ko) 2016-07-28
EP2809574A1 (fr) 2014-12-10
DE102012201539A1 (de) 2013-08-08

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